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None what so ever, then again I've always designed my systems to eliminate drone. The biggest problem is people put too big of a pipe on for their application. Most people don't want to believe what size pipe will handle X amount of power. The bigger is better thought transfers over to pipe...

On my 73 Q code vert I'm running Hooker Comp headers, 2 1/4 pipes H pipe and a pair of Summit brand Aero Chamber mufflers. No drone just a great real V8 sound and as the revs increase the sounds just keeps sounding better without being overly loud. I've had people ask what I'm using as the...

Another for Jones cams. Contact Mike as he really knows his stuff and some of his cams have produced some outstanding results, even surprising the engine builders themselves, check him out here    http://jonescams.com/ Bullet is also another good source or also as has been stated Brent at...

The only reason I can think of in the huge difference in the prices for basically identical car would be the last Mustang ever built with a big block would have to be it. While the first with a 429 holds some appeal, the fact is previous Mustangs were built with big blocks. But having the very...

Unfortunately, like every other performance engine built, there is no set tune for a 2Vcc headed Cleveland engine either. It's all about finding that sweet spot that actually works for your engine. They still like plenty of initial timing I've found, around the 12-16* mark and while some engines...

Buy a timing tape made by either Moroso or Mr Gasket to suit. They had them years ago, but haven't needed to buy one in years as Romac balancers are marked the full 360 degrees.

I've been known to build the odd one or two Cleveland with 302 Cleveland closed chamber heads. Actually I've built that combination many times in all forms from tow vehicles to street, street/strip to all out race engines from drags to circuit and even burnout engines. Flat tops, dish tops and...

No real trick, I just loosen off the nut on the long thread so the J hook on the end pops out of the hole, undo the bolt that holds the hold down piece across the battery to the bracket on the inner guard and remove the entire hold down. Then undo terminals and take them off then you right to...

If you're needing to do your carb from scratch with adjustable air bleeds and multi stage emulsion and going to billet metering blocks and throttle plates, then going the Quick Fuel route is probably the best and cheapest way around it. Plus the Quick fuels are all aluminium construction as well...

As I said previously and as others have as well, why not just have your carb built to suit. Annular boosters are good and are usually used on circuit racers running carbs, especially on tight tracks. Your carb can be converted to annular boosters or look into these mini annular booster like I'm...

Great find Ray and thanks for posting it up. I love reading or listening to stories of owners back in the day with these types of cars. When there's pics to accompanythem makes it even better. I can sit there for hours listening and have from the everyday bloke that had a muscle car back in the...

Depends on what you really want from the engine as to which carb you really need. Also do you want a choke or the better air flow of a HP style throttle body. No matter what though performance engines want fuel and tuning a carb to be 100% street friendly on a high performance engine is near...

The D3 4V heads are indeed 78cc as everyone I've encountered has been and Fords own literature backs it up, the earlier D1 4V heads had the 76cc chambers. Best way to compensate for the intake port misalignment is to mill the heads intake face instead of the manifold. Setting up intakes to mill...

Well if you can get the 750 for free then grab it. As for the rebuild, give it a go as they are a very simple carb to build and you can check everything anyway, especially any excess play in the throttle shafts which can play havoc trying to tune it. There's plenty of advice not just here to...

Absolutely the 4300 at 605 CFM was well and truly undersized for a 4V Cleveland. One thought on the reason for such a small carb was so people couldn't over rev the engine as I haven't seen or speaking with those that had these engines from new could not get them to rev past 5800 RPM and 6000...

A 600 CFM carb is too low for a 4V engine and a 750 vacuum secondary either Holley or my personal favourite, a Quick Fuel 750 slayer series would be a way better choice. Not only will this improve the engines all round performance, but help with it fuel economy. As has been stated the standard...

Another way to get your compression up would be to use Cometic MLS head gaskets, not cheap but if you don't want to mill parts, that would be another way around it. They make thicknesses in the .020 "-.030" range. Personally though a flat top piston with a single .002"-.003" single valve relief...

I really like the range from Howard's and have been using and recommending them lately for quite a few builds. That cam you've put up is not what I'd be using in a 4V as the needs more duration and lift on exhaust side to help with the poor exhaust port. Personally I like this cam and have...

Give the retainers a good tap on opposite sides using a good plastic hammer or rubber mallet. Also if you're using the wind up type or Spring remover, give it a good wiggle side to side when you have the spring released from the spring pad. This should do the trick as I've done it many a time...

Lol, that's why I'm glad mine came in a box with the car, even the 600  Edelbrock was an improvement that was on it until it failed. 750 vac Holley on it for many trouble free years. BTW Chuck from what I've read and heard these carbs weren't good at doing those things when new, so with 40+...