The high riser thread that Marc linked to above is about the way I would do it again, except with the following changes:
- I would use one of my high riser intake adapters, instead of machining the base manifold parts from billet. Much cheaper and easier...
- I would use a CVR water pump with my water pump adapters, instead of trying to adapt a 429/460 55 gpm pump. Again, cheaper and easier.
- I would use one of my timing chain covers and a hopefully soon-to-be-available adjustable timing chain, rather than the Danny Bee belt drive. Cheaper and easier.
- I would definitely skip the external oil pump, sticking with the stock oil pump and a separate vacuum pump for crankcase vacuum. Cheaper and easier.
I suppose the pattern is clear LOL! The parts I am manufacturing now are largely the result of deficiencies I have found in trying to build higher horsepower FE engines. And although I really like the Blue Thunder high riser heads, to be honest I think there are some fairly major compromises in the basic wedge FE head design that limit the total power production. None of the aftermarket heads available now address those deficiencies. I have a plan to do that, although it is probably a year or two out...
On the drivetrain, I would use a good C-4 provided that the engine's horsepower level was 900 or less. Torque converter from Neal Chance Racing Converters, driveshaft back would be all Mark Williams stuff, including an aluminum through-bolt case, 35 spline axles, their pro-street bearings on the axles and housing ends to match on the housing. Hard to pick a gear without knowing the vehicle weight and horsepower curve, but if the car was a Galaxie around 4000 pounds, probably a 4.56 gear would be about right. Add a Gear Vendor's overdrive to the transmission if you were going to street the car as well as race it.
