Greed will be your downfall, young man.
(And me eveying you will be mine!)
A few facts. In Germany, Algeria and, Um, Findland, you are not allowed to alter the basic spec of the car. Or the TUV, Politzi, or whatever tell you to put five on the fender, and spreadegle.
David Vizard was a champion of devising cheater engines. In the old days, he could grab a stock 1000, or 1100 cc Mini engine, and, using offset bores and Hillman Imp/Sunbeam Stilleto pistons, could bore it out to 1251 cc. Thats a 14 to 25 % torque boost with no other alterations. Or the German spec Mini Clubman, which only had 52 hp, could be turned into a 116 hp engine via use of the stock Metro LCB exhast, HIF7 carb, special scatter grind cam, reworked head and yes Officer, it was all stock (well, looked it, anyway!). A 123% performance boost!
In a similar way, it is easy to do that with the Ford six. Already, your cooking engine is 114 hp, up 30% from the stock 88 hp they came out with. A 123% performance boost is like going from 88 to 196 hp.
That has been done in Australia on a 1966 200 engine. Early small port head with just a 500 Holley and one Nitrous Oxide Systems fogger nozzle. In a 1963 Falcon, it did 13.6 second quarters.
If you want to do that on gasoline only, then it'll flat -line at about 165 hp. Mustang Geezer, when his is running right, may get close to that. Yeah, the log is a dog, but it can be made to bark if you understand how to gas flow the bends from the carb. Apparently, like the little A-series Mini engines, the intense heating of the cast iron intake manifold creats the need for an octane rating 8 RON numbers higher to avoid detonation. A 2v and log may have 9:1 compression, but the 2V will get away with 83 octane, while the log will need 91, all else being equal.
Jack Collins posted some Desktop Dyno runs, and it confirmed the flow restriction form what is, effectively, two very sharp, short radius 90 degree turns, and then 40 degrees into the intake, or 220 degrees of total bend on the 12 inches to the outer pistons.
With the Argie or 2V, it gets by with the same 220 degree of total bend to outer cylinders 12 inches away, but its gentle all the way, and flows much better. The air speed is balanced, and the time of travel is more or less the same. The 10% flow loss of the best itake manifold is 10%. The Argie and 2V intakes are likely to be close to a 20% or less flow drop. A log head looses 30 to 40% flow loss, and that's why the engines can't go over 165 hp unless you due soem radical cam and porting upgrades.
Reversing back to the stock 1982 Log 200. It needs a direct mount 500 cfm Holley carb, or maybee the spacer and carb you have with a set of ground out venturis to Holley 500 spec. Remember, a 500 Holley can suck 350 hp on a very highly cammed and well manifolded 289 engine.
The second key is then the cam. If you can cam it with lots of lift, and more duration, you can elevate the airflow. If you port the head internally, there may be small gains. However, the internals are guite smooth. It's just the geometry is all wrong.
The issue is that a 1275 to 1435 cc Mini with siamesed ports flows badly, but you can make it breath 165 hp at 6600rpm with the right cam and carb combo. An independent port log head with good carb, cam, and a little cleaning up of the short turn radii, its got to be able to exceed 165 hp at 5200 rpm, especially since it has over 3269 cc to play with.
I'd say 195 hp at 5800 rpm is within reach. Then add nitrous, and get 280 hp.
The cam is the heartbeat. If you want a mild and tame street car, get a brillant head and a mild cam. If you want a raggard caged animal, get a wild cam with a comparitively poor flowing head.
In your case, stick with a mild cam, a good head, and add nitrous or a supercharger or turbo charger. Either one should give you a minimum 40% boost without a problem. You old 1-bbl gave you 114 flywheel horsepower. Add the 2-bbl and adaptor and FSPP cam, you should be able to get 145 hp or more. Add 40%, you're over the 200 hp level.
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Slant Six? 
