Tech NotesWhat: '64 Ford FairlaneOwners: Richard and Karen HallHometown: Torrance, California
Engine: Richard started with a '69 351 Windsor block and had Coast High Performance in Torrance take it out 0.030 inch. Coast also did the clearance work to the lower portions of the block to make room for one of its forged 4.00-inch stroker cranks. Richard assembled the resulting 408-inch short-block, which makes 10.5:1 when the Probe pistons are combined with the 70cc chambers in the Edelbrock heads.
Cylinder Heads: Those Edelbrock castings are from the Victor Jr. series, which come with 210cc intake ports and 2.05/1.60 valves, but now, thanks to Ford Performance Solutions in Anaheim, California, the heads have 2.08/1.60-inch stainless valves and a CNC port job.
Induction: An Edelbrock Super Victor manifold complements the cylinder heads and matches their ports perfectly thanks to more work by Ford Performance Solutions. An 825-cfm Mighty Demon takes its fuel from a Holley electric pump, and so far, that fuel is 91 octane from the pump.
Valvetrain: Not one to leave anything on the table, Richard selected a solid roller cam from Isky, spec'ing it with 266/274 duration, and those are not advertised figures. Matching the mega profile is equally large lift: 0.640/0.640 inch. Lifters come from Comp Cams, as do the pushrods, while rocker arms are Summit 1.6:1 rollers.
Exhaust: Squeezing a Windsor into a Fairlane of this vintage can be a touch tight when it comes time to fit headers, but the Crites Restorations shock-tower kit allowed Mike Leach of Positive Performance in Orange, California, considerably more wiggle room to fab the custom 171/48-inch tubes. The rest of the exhaust system is also custom-made using 3-inch tubing and Flowmaster mufflers, and it extends all the way to the back bumper.
Transmission: The original two-speed Ford-O-Matic was replaced in 1970 with a new C4 three-speed, and Richard had it rebuilt by National Transmission in Lomita, California, using goods from B&M.A Continental 10-inch converter is set for a 4,000-rpm stall but still feels acceptable on the street.
Rearend: The original 8-inch housing is still serving duty under the Fairlane, though it now contains a limited-slip with 3.55:1 gears. Even more amazing is the fact that the original axles remain as well. The 9-inch is coming.
Suspension: The front suspension remains stock with the exception of a 1-inch sway bar; the only deviation from factory out back is a set of Traction Masters traction bars to aid with bite.
Brakes: The original four-wheel drums made for a thrilling ride every time the Fairlane hit the streets, so a Stainless Steel Brakes disc conversion kit was installed a few years back. The rear drums remain.
Wheels/Tires: Giving a contemporary dragstrip look are Weld Rodlite wheels, 15x5 in front and 15x8 in the rear. The front tires are 205/65-15; the new Mickey Thompson ET Street Radials roll at all times in the rear to help provide traction whenever the need arises. Richard is contemplating a set of 17s for the street, though, leaving the Rodlites for the track.
Body: The majority of the Fairlane's original steel has survived the years well, but a test-drive after some wrenching netted a stuck throttle, which resulted in a fender bender that claimed some of the front end. Crites fiberglass fenders, hood, and bumper make it straight again while saving weight, though the original grille, which was in the garage during the accident, gleams on. Autocraft in Torrance, California, handled all the straightening and laid down the Honda Red paint.
Thanks: Richard gives credit to many people, including the Pauls for their extensive wrench help, Graham Sutherland of the U.K. for repeatedly dictating the valve-lash sequence long distance, Jay at Ford Performance Solutions for getting the heads done in time for this story, and wife Karen for putting up with this nonsense.