matt_lamb_160

See don't be fooled by the double spring debacle. Modern bee hive springs have a much better rate and control over the valve thru the complete range of movement, compared to rock ape old 80's thinking double spring garbage. 
Now you can get a great single beehive spring that will comfortably handle .620" lift and big duration and roller profiles. 
Its all about matching the spring to the cam, head flow figures with manifold attached and cam type. Get it wrong and you will waste mechanical effort at best, at worse you will wipe lobs and generally have an underperforming s..tbox. Cam manufactures guidleines are close enough for mild to medium performance applications. 

http://howeracing.com/index.php/store/suspension/howe-precision-ball-joints.html?p=1

For those that are also running high ball joint angles, savy motorsport make a rebuildable upper and lower ball joint. The uppers are also designed for low ride hights. The billet housing is machined so that it sits flat on the UCA, but is angled to place the joint closer to the middle of its movement at the arm angles most of us are running.

https://savymotorsport.com.au/product/ford-top-ball-joint-studs-and-parts/

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Further Update: grew up in the States and  have family there so  im all sorted now..got a good deal!
2 barrel sniper master kit is sorted and on way.. I will do a thread on OZfalcon to show it’s fit up.
I could have gone the 4 barrel version, but for what I’m doing there’s no point.. the flow is around 500cfm from a 2 barrel Sniper  and I suspect it may atomise better on a mild 4.0 or 4.1.
 
im keeping the Redline Tourqer manifold for the moment to compare against others at a latter date.

I agree with what Greg has said, but I also say do it.
And the argument for getting this rather than paying someone to tune a carb is the same as having programmable ignition rather than getting a re-graphed dizzy (i.e. you change something and you don't need to pay again). It also means you don't need to take it somewhere and talk to someone, haha.
That last vid it goes pretty lean on transition though.

How much boost can these things handle? 

I'd happily use one. Without getting into a technical argument, I'd possibly go straight to the 4 barrel.

I was thinking more like this (although the runners are long): http://www.myrideisme.com/Blog/cam-design-guide-for-weber-carbs/weber_intake/
What you have done, certainly looks the part though.

I was thinking more like this (although the runners are long): http://www.myrideisme.com/Blog/cam-design-guide-for-weber-carbs/weber_intake/
What you have done, certainly looks the part though.

i just found out something..


when i right click open image in new tab the pic can be seen(photobucket broken link) so therefore, can be screenprint.. or snipping tool saved.

Downdaughts would be cool, no tower clearance issues then.

Im actually keeping em and the NA cyl head now. Im build a 2nd forged bottom end like the current one and just have 2 engine combos to use as I feel.

I am sure it could be, but as you say, a custom manifold would be required. I would probably have one fab'ed up rather than using the banana manifold. A nice row of carbs sticking through the bonnet would look cool if nothing else.

I am sure it could be, but as you say, a custom manifold would be required. I would probably have one fab'ed up rather than using the banana manifold. A nice row of carbs sticking through the bonnet would look cool if nothing else.

Downdaughts would be cool, no tower clearance issues then.

Hey guys, I just came across this thread and joined up.    I have just built a supercharged crossflow for my vauxhall Gasser Drag car.    I’ve got a YouTube channel TasTuned which has a few details and also a Facebook page.    A few weeks ago I actually had a drag race with Rob Thorpe in SLY250 at Wilby.   He won!!    But the boost has now been upped and i plan to get it on the dyno soon to get her running perfect. 

the V4 ones are crap... 
the 250 log or  crossflows had a 3 speed floor shift or C4 auto. th
later ones could have disc brakes,  diff ratio is stupid low, 4.6:1  ratio can be changed
the diff is wide, wider than an AU diff, the AU diff with deep dish wheels is a cheap conversion.. 
CRS does/did a falcon disc, HQ caliper conversion .. 
finding one that's rust free will be near impossible, finding parts will be hard.. 
if this guy is still in business, he was pretty much the only guy who wrecked them (Joe) https://www.wordofmouth.com.au/reviews/jb-auto-ford-transit-and-bedford-cf-parts-and-service-dandenong
what other questions do you have?

My Dad had a flat nose Mk1 1970(originally ex Aus Post V4) he ended up with  Leyland V8 in it with a C4 auto and ex USA LTD 9" diff
I had a  1980 Mk2 with 250 crossflow, ended up with T5 and widened XF diff (used 2 long axels) i never finished mine, had to move and get rid of all my crap
 

When I shut down my race engine, like it is at the moment, I put heaps in.  To the point that when you wind it over and it comes to tdc it comes out the plug hole. Of course you MUST put a notation on the engine that you have done this so that when it comes to firing it, you remove the plugs first and wind her over to get rid of all the excess oil. 
You might not want to go to that extent so just strike a happy medium 

Could just be a slapper engine assembled with whatever bits were lying around.

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It is a crack.  Very common to have them crack there. It's not an issue tho and will work fine. 
If it is an unmachined c2 it should cc at 42cc, but could be less if it's had a hair cut.  No evidence of anyone laying the chamber walls back so I'd say it will be 42cc or less. 

Cutting your dick off with a chainsaw is different, doesn't mean you should do it.

PRO250 has done such a kit it, PM him (and he will tell you to turbo it 😂).
Here is another example: https://www.streetmachine.com.au/features/1608/blown-1963-ford-xl-falcon-ute-readers-car-of-the-week

PRO250 has done such a kit it, PM him (and he will tell you to turbo it 😂).
Here is another example: https://www.streetmachine.com.au/features/1608/blown-1963-ford-xl-falcon-ute-readers-car-of-the-week

And about 40 posts and 10 days and no contribution from you in your own thread? The superchargers got a good run and some good examples have been shown.
I agree with Sly on the blow thru centrifugal setup if top end it the aim. They are smaller (easier to package) and can go blow thru LPG easily. Cost is still high. I was going to use a Rotrex on mine, but ended up turbo (haha).
If you want to go roots or twin screw style, I would look at PRO250s supercharged XF thread (it might have been on the other forum).
I also like this, still not sold on using this type of blower in a blow thru configuration though: