Fresh air intake on 1962 Falcon

Crosley

Crosley

Famous Member
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I built a fresh air intake with inexpensive pieces. Carb hat is a cast aluminum piece from Spectre , I bought after a Google search. Amazon dot com of all places was cheaper with free shipping

Tube is 4 inch aluminum duct work material from Lowes

falconairintake02.jpg


Air intake in headlight opening. Home type duct work piece with 6 inch opening, reduces down to 4 inches

falconairintake01.jpg


I hope these images appear, they show on my screen
 
Looks good Tony! I wish I had the hood clearance for that carb hat. I had put together a cold air kit awhile back but only had hood clearance for a low profile hat using 3 inch tubing and when I ran it there was no difference in et.
 
Looks Nice! :thumbup:

Running no air filter element and sealing my carb to the scoop was good for 2/10ths on my car.

Hopefully you can pick up some with it!

Later,

Doug
 
Mustang_Geezer":2gd4ri1h said:
Looks Nice! :thumbup:

Running no air filter element and sealing my carb to the scoop was good for 2/10ths on my car.

Hopefully you can pick up some with it!

Later,

Doug
Click to expand...

I've only made 2 passes with the new intake setup. The car picked up 1 tenth and about 1.5 mph.

It seems the engine pulls better from the 1/8 mile to the traps. That is the area where the log head chokes down my engine is in 3rd gear.
 
like your run, but you might want to change the pill in your shift lamp, like a parachute that opens on impact, it"s just a little late! and i'm so used to reverse shift , with the transbrake, it 's right brain, left brain, there. keep up the great work, they'll think you're up to something!!!
bill
 
peugeot bill":3c84rvry said:
like your run, but you might want to change the pill in your shift lamp, like a parachute that opens on impact, it"s just a little late! and i'm so used to reverse shift , with the transbrake, it 's right brain, left brain, there. keep up the great work, they'll think you're up to something!!!
bill
Click to expand...

The shift light is not on a pill. Lite RPM is set thru the tach. After 2+ yrs and 70+ passes the engine likes this RPM best for shifts. It will run thru the traps at 5700 RPM and is still pulling. I tried shifting at 5700 (and other RPM), but the engine was too far over the power curve. At 5200 RPM shifts the engine does not recover as quickly. At least that is what I have seen on this engine.

The car will 60 foot quicker now that I flash the converter, instead of stalling up higher then let the brake loose. I bring the engine up to about 1300 RPM, then stab the throttle on the last yellow

I am familiar with transbrakes and reverse shift pattern. I tried one on the car 2 years ago. Too low of HP to be effective. oh, I build race automatic transmissions for a living. From 1500 to 3000 HP are the units I build. Been at the trans thing for a few decades
 
The key to making a good drag package is over speed capability. The rev rang has to be able to be extended 15% past the power peak. That awesome Clay Smith 274 cam, the direct 2-bbl carb and later log head, and the cool air pacakge have finally paid off. I'd say power comes in at 205 hp at 5200 rpm with the log head, based on the mph readings. Its broken the 1 hp per cube rating, on just Classic Inline parts, and very basic optimisation. Or about 156 rear wheel hp or near offer.

The difference between the Classic Inlines and the iron head is closer now than its ever been. We now have reached the point we should have been back in 2003...any one can access the benefits of better breathing because there is solid gold in every modification.

Back in 1967, a stock 200 went from 67 to 125 rear wheel horsepower with just a 260 cam and four motorcylce carbsand some tube headers with good valve springs and a C7 head. With a bigger cam, and just basic bolt ons, Crosley has gotten 30% more power with even less outlay than Ak Millers inspired work.

A really good Clay Smith 264 cam and tri power ICT Weber 34 pacakage will sit at about, what, 134 rear wheel hp? Seams like the log is not a dog at all.


:nod: There is plenty more to come, but here's to pushing the envelope... :beer:
 
Gene, you are close. The solid lifter camshaft gives you the option through valve lash to change the camshafts original duration.
You or tony will both reap the benifits of cooler air. Fall is here. Bill
 
Tony,

Looks like your fresh air intake is working well. Good luck getting into the 14's.

Can you take a minute and give us a run down on your mods in your signature? Similar to what Gene has done. I can't remember what you have done to your 200. Solid or hyd. cam? If you'd rather not spill the beans, that's fine, too.
 
I'll chime in. After all, I've been following this forthe last 9 years.


He's got the great Clay Smith 274 hydraulic cam, early adjustable rocker gear with FSP pushrods, worked E0 head with very special handmade alloy plate direct mount 500 cfm 4412 2-bbl, 25 off the block, 50 off the head, stock 5.5 cc cast pistons, cast iron rods, 1978 Fairmont Fox engine, his own special manualised C4 trans, 3.55:1 gears after 4.62:1, then 4.11:1's. Electric water pump. Ignition DS II, with just a few mods. Fairmont accelerator cable with wide open throttle gas pedal positive stop.

2680 pounds, and 25.15" tires. Great header with special handmade collectors.
 
xctasy":3cuzcxqg said:
I'll chime in. After all, I've been following this forthe last 9 years.


He's got the great Clay Smith 274 hydraulic cam, early adjustable rocker gear with FSP pushrods, worked E0 head with very special handmade alloy plate direct mount 500 cfm 4412 2-bbl, 25 off the block, 50 off the head, stock 5.5 cc cast pistons, cast iron rods, 1978 Fairmont Fox engine, his own special manualised C4 trans, 3.55:1 gears after 4.62:1, then 4.11:1's. Electric water pump. Ignition DS II, with just a few mods. Fairmont accelerator cable with wide open throttle gas pedal positive stop.

2680 pounds, and 25.15" tires. Great header with special handmade collectors.
Click to expand...

yur darn close & complete: :wink: Duraspark dizzy triggers an Accel 300+ Digital ignition box & coil. Built in REV limiter set at 6250

Ford power steering pully on the OE alternator from the 1978 Fairmont that slows down the alternator RPM. Pulley only needed some minor trimming for belt alignment. It was one of those things that almost fell onto the car, the pulley swap was so simple.

I have a rollerized gear train for the C4 trans, not installed yet. All thrust washers removed, I machined locations for torrington bearings between the planetarys & ring gears. A lightened sun shell (holes drilled in it).

I also extended the pickup tube in the fuel tank so it sits near the rear of the fuel tank, so the lectric fuel pump can get fuel easily and I can keep the fuel level low (lighter)
 
oh... the headers. Not sure the brand. The engine sounds different from the way the tubes are collected into the dual collectors , then into one collector.

The engine firing order is collected 1 5 3 in one collector, then 6 2 4 into the next collector. As I recall this is different from the Pacemaker Aussie header design. I have a set of Pacemaker headers on the shelf... The headers I use have longer and slightly larger diameter primary tubes

I built a merge collector that takes the dual 2.5 inch collectors into one 3 inch diameter collector that is oval shaped
 
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