New member seeking advice!

[james]

I have a 1964 Ford Falcon Sprint with a 408 stroker motor already in it. I also have a 427Fe motor built using Barry's stoker kit with 10:6 compression with 482ci. I plan to remove the 408 and put in the 482. Here are some pictures.

Anyway the shock towers are gone and the car has a heidts mustang two front end and heidts 4 link with coilovers. What size double pumper carb would be good. What non vacumn distributor would be good. Do I have room for a electric water pump or should I go to an aluminum one? I do have a built c-6 already and what about headers? So any opinions, ideas, suggestions or other advice would be greatly appreciated.

james

[jayb]

Welcome to the forum, and that is a very, very cool project.  For the carb I'd be looking at one of the Holley 4150 HP carbs, probably the one with downleg boosters rather than the annular discharge boosters.  Link below:

http://www.summitracing.com/parts/hly-0-80513-1/overview/

On the distributor I like the MSD billet distributors:

http://www.summitracing.com/parts/msd-8594/overview/make/ford

Most of the electric water pumps I've seen will fit in the stock location of the mechanical pump, so using an electric pump should be no problem from a fit standpoint.  One option would be the CVR universal electric pump and a set of my adapters for the FE; link below:

http://www.fepower.net/Products/cvradapt.html

A lot of guys like the Meziere pumps also.

On the headers, the FPA's are hard to beat for ground clearance, but not sure if they would fit in your application.  You might want to buy whichever headers you choose uncoated, in case you need to fabricate a tube or two to make them fit your chassis.  Then get them coated afterwards; it will make a big difference in underhood temps, especially with a small car like yours.

Good luck on the project!

[Drew Pojedinec]

Awesome car, excellent engine!

If you want/need a smaller carb, mr Lykins has a smoking deal: http://www.network54.com/Forum/75943/message/1455452047/Fresh+Holley+850...Dyno+time+only...

Either way, post progress and let everyone know how it's going.  You will be hard pressed to find a more experienced pit crew for any engine than you will here on this forum.

[james]

Welcome to the forum, and that is a very, very cool project.  For the carb I'd be looking at one of the Holley 4150 HP carbs, probably the one with downleg boosters rather than the annular discharge boosters.  Link below:

http://www.summitracing.com/parts/hly-0-80513-1/overview/

On the distributor I like the MSD billet distributors:

http://www.summitracing.com/parts/msd-8594/overview/make/ford

Most of the electric water pumps I've seen will fit in the stock location of the mechanical pump, so using an electric pump should be no problem from a fit standpoint.  One option would be the CVR universal electric pump and a set of my adapters for the FE; link below:

http://www.fepower.net/Products/cvradapt.html

A lot of guys like the Meziere pumps also.

On the headers, the FPA's are hard to beat for ground clearance, but not sure if they would fit in your application.  You might want to buy whichever headers you choose uncoated, in case you need to fabricate a tube or two to make them fit your chassis.  Then get them coated afterwards; it will make a big difference in underhood temps, especially with a small car like yours.

Good luck on the project!

Thank you very much for your input. I would like to know what "cfm" size carb would be ideal? I know the carb you showed me was 1000cfm so is that what your recommending? Secondly, how would I beef up the front suspension (if I need to) since I already have sub frame connectors on the car? What motor mounts would you recommend? And lastly, at least for now I think I will have to get a new hood for the 427 engine to fit, any recommendations?

The following is where I got the engine built 10 years ago. Do you happen to know Arron Johnson? http://www.badasscars.com/index.cfm/page/ptype=product/product_id=390/category_id=23/mode=prod/prd390.htm

Again, thank you very much and I'm sure I will have more questions as this project continues.

[jayb]

Despite the fact that Holley says that is a 1000 cfm carb, it really isn't that big.  Due to the preponderance of aftermarket companies making questionable claims about the cfm ratings of their carbs, Holley joined that game a long time ago, and for a lot of their carbs the cfm ratings are way optimistic.  A good example is their 950 carb.  This carb uses an 850 Holley base plate, and a 750 Holley carb body.  Real cfm is clearly somewhere in the 800 cfm range, but Holley calls it a 950.

Their "1000" cfm carbs are 850 carbs that have smoothed over airflow openings and no choke, plus some other features.  As a guess I would say that they might be as much as 900 cfm, but probably not more than that.

The carb numbers that I know you can trust for cfm from Holley are the 600 to 850 double pumper carbs, and the 750 and 780 vacuum carbs.

A 482" engine is a pretty big one, which is why I suggested a big carb.  More info though would be helpful, particularly how much RPM do you plan to run, and how much horsepower does the engine make.  Did you get it dynoed at Survival?  By the way, Barry at Survival knows more about carbs than most folks; did he make a recommendation?  Since he built the motor, his recommendation would be the best one.

In general, you should run the biggest carb that you can to make the most horsepower; the tradeoff can be throttle response and fuel consumption.  For what it's worth, I ran a 750 double pumper on a 450 HP 428CJ for many years on the street, and that combination had excellent throttle response and didn't give up much, if any, top end horsepower.  You have about 12% more cubic inches, and probably 100+ more horsepower.  Factor that into your decision.  I wouldn't go any less than a real 850 cfm.

I doubt that you will need to beef up the front suspension; you might need stiffer front springs, but I'd try it with the springs you've got before making any changes.  And I would just recommend adapting some stock FE mounts, maybe from a late '60s Mustang, and use a torque strap to limit movement of the engine.

I don't know Arron Johnson; maybe someone else here does...

[newfalconowner]

a friend did a 64 Falcon with a 390,, and couldn't find headers that fit his car, even though it was an automatic, so he found a set of BBC shorties and had to modify one tube each side.. after that he said they fit good.

for motor mount, I made my own motor plate for my 62, and a motor mount kit from welder series and welded that up to my plate after I set the motor where I wanted.

[james]

Despite the fact that Holley says that is a 1000 cfm carb, it really isn't that big.  Due to the preponderance of aftermarket companies making questionable claims about the cfm ratings of their carbs, Holley joined that game a long time ago, and for a lot of their carbs the cfm ratings are way optimistic.  A good example is their 950 carb.  This carb uses an 850 Holley base plate, and a 750 Holley carb body.  Real cfm is clearly somewhere in the 800 cfm range, but Holley calls it a 950.

Their "1000" cfm carbs are 850 carbs that have smoothed over airflow openings and no choke, plus some other features.  As a guess I would say that they might be as much as 900 cfm, but probably not more than that.

The carb numbers that I know you can trust for cfm from Holley are the 600 to 850 double pumper carbs, and the 750 and 780 vacuum carbs.

A 482" engine is a pretty big one, which is why I suggested a big carb.  More info though would be helpful, particularly how much RPM do you plan to run, and how much horsepower does the engine make.  Did you get it dynoed at Survival?  By the way, Barry at Survival knows more about carbs than most folks; did he make a recommendation?  Since he built the motor, his recommendation would be the best one.

In general, you should run the biggest carb that you can to make the most horsepower; the tradeoff can be throttle response and fuel consumption.  For what it's worth, I ran a 750 double pumper on a 450 HP 428CJ for many years on the street, and that combination had excellent throttle response and didn't give up much, if any, top end horsepower.  You have about 12% more cubic inches, and probably 100+ more horsepower.  Factor that into your decision.  I wouldn't go any less than a real 850 cfm.

I doubt that you will need to beef up the front suspension; you might need stiffer front springs, but I'd try it with the springs you've got before making any changes.  And I would just recommend adapting some stock FE mounts, maybe from a late '60s Mustang, and use a torque strap to limit movement of the engine.

I don't know Arron Johnson; maybe someone else here does...

Hey guys, again thank you for the advice. Are any of you familar with these two products and what's your take on them? A fried of mine at a car show has these two itmes in his 1964 ford 427.

http://www.evanscooling.com/      or http://www.flowkoolerwaterpumps.com/

Thanks again!

james

[james]

Ok guys, I've been out of action on my project for a couple of months due to monetary setbacks where I had to buy a new used car for my job. Anyway I need to know what shaft rockers would you recommend for my 427/stroked to 482 motor? I did buy the 4150 carb that was recommended so what about the rockers? Thanking you in advance.

[james]

Well guys I've decided not to go with the project I had planned. I am not going to put that 427fe motor in the falcon. I will leave the falcon alone and restore a 1966 mercury comet cyclone and put the 427 in her. Here is a picture.  http://s20.postimg.org/tweezqy1p/002.jpg

Actually this was my plan for the motor in the first place so it's best I stick with this plan. I have all new parts and everything has been chromed, bumpers etc. The car has surface rust from sitting two and a half years. It already has been media blasted and I've been told to do soda blasting. Any ideas or opinions are welcomed and I do believe I am doing the right thing. Thank You!

[Drew Pojedinec]

Opinions?

482 Falcon would be pretty darn cool.
482 66' Comet would certainly be easier to fit with less "customizing"

Good part is with the Comet in that condition it sure looks like you could do just about anything.... much nicer than tearing down a really good looking car like your Falcon.

Either way, best of luck.

[jayb]

I had a '66 Cyclone, it was a great car.  Sounds like a perfect fit for that engine to me...

[ScotiaFE]

Welcome James.
I use the same carb that Jay has linked.
I use it on a 428 +.040 so your much bigger 482 will think it is using a small carb.
A couple of them on top of your 482 would look even kooler and work pretty good also.
New 2X4 T Wedge intakes coming up soon.

Looks like you're having fun and that's the main thing James.

[james]

Thank you guys on your input regarding me using the 1966 mercury comet cyclone for the fe motor. I do think it's the wise thing to do. I will also be asking more questions since it is a differenct car. For one, what headers should I use since I am using a c6 trany and I want to add power steering? Two, would you advise cutting the shock towers just to make it easier to do work in the engine compartment? Three, is it necessary to have a mustang 2 front end? Thanks!

[james]

Hey guys, still waiting for a few answers to my questions? Thank You!

[jayb]

Not sure who makes headers for that car, but most of the headers that work with power steering have a bracket that bolts to the frame, and lowers the frame end of the power steering ram for clearance.

On the shock towers, I'm sure you will get a variety of opinions, but if it were me I'd leave them as is.  A lot of times the cut shock towers look lousy compared to how they looked originally, and it isn't that tough to work around the shock towers once you get used to it.

Installing a Mustang 2 front suspension is a major, major project, and I wouldn't suggest that unless you put a roll cage with front supports going to the frame near the suspension points.  Of course, with that setup then you could completely remove the shock towers, if that's what you wanted to do...