Maybee not. I've done a lot of assessing of the best way to avoid fruitless machining modifications that jepardise the value of existing engine parts, and a direct mount is a small risk with a good machinist with a late model head, and big risk with a moderately competant machinist with earlier heads. I've frankly seen better results with just a mig welder and a tri opower coversion on an early head. Fact is, the 1-bbl area is a piece ofiron thin on metal, and one that doesn't have the strength to be shaved with four studs then crimping it. Your best option is just taking any head, and opening the hole up with acement cutting drill to 1.75 to 2.0", and then adding a bolt on adaptor.
My considered advice is to take a step back. Don't direct mount at all.
Trans Adapt, through Carbs Unlimited, sell a funny front mounted TD2044 adaptor, which is not the best, but is simple.
http://www.carburetion.com/Products/Pro ... art=TD2044
Its an inferior adaptor to any thing that Classic Inlines sells, but it adds height to a short turn radius which is exceptionally bad with a shorter adaptor. It turns the carb around, which does nothing postive for the air fuel mix, but it allows an simple aftermarket solution to the accelerator and kickdown, if automatic.
Then use of the Holley 350 cfm carb can be undertaken. A 1970 Mustang accelerator cable and Locar adaptor can be used to eliminate carb to rocker cover issues.And once the Holley 350 cfm carbs Power Valve Channel Restrictions are dropped down to less than the stock sizes, and a 6.5 power valve added, the carb has no flat spots and runs like a champ on just 53 to 56 jets.
The totall height of the instillation can be lowered by triming the choke air horn off if needed. On a 200, you don't need to. That allows the 14 inch air cleaner with 2, 3 or even stack two 2" air cleaners. Use a special 2" deep base adaptor and a common air cleaner.
The key is that a latter D8 onwards head will give you what you want. Economy wise, a set of small jets will give the ability to fine tune the 350 cfm installation.
Then save up for the Classic Inlines alloy head as situation allows.
The key is that we all over think this, arguing that its two steps to where you would be heading in one step, but I think you'll be happy with the simplicity of the TD2044 and you can then devote yourself to enjoying the fuel economy gains from a taller adaptor. You'll get a result you'll be happy with.
The issues of fuel distribution, cylinder head flow, the best use of money are all achidemic. I'd spend a little more as an intermediate step, and back off from the diret mount.
Evidence I have is that a tall adaptor, later model head, and good carb set up with competant linkages and air cleaners that work will make up for the lack of good flow of the 1-bbl intake. We are missing a tall adaptor , non direct mount log dyno run to back it up, but the adaptor listed as Fail on the internet isn't bad as an intermediate step to getting to a Classic Inlines aluminum head.
Any concrete driller worth his money can take the stock 11.3 to .75" log out to 1.8 to 2" with the right tool, and that won't break an old iron log id done right.
