I’ll certainly get everything running well stock, first. Promise.
I have a B dizzy sitting on the bench, waiting patiently.
Compression, certainly. I’ve had a couple thoughts on that. I have a buddy with a Police head that could be had, and I like the idea of staying with vintage parts. Stock heads are easy enough to come by for short money, and taking .125” is straightforward enough… does that give reliable results? I like the DIY approach to that. Also feel ok trying my hand at porting on a stock head when the time comes for something like that. Likely the most reasonable and achievable approach is a Snyder’s 6:1. Known results and all that.
Interesting to note: my buddy’s T gow job has a stock head but bumped compression from domed pistons. Come to think of it… that’s how Buick put out different compression versions of the 215 V8 too. Hmmm….
I don’t think I’m quite ready to go “inside” for cams and flywheels and such just yet. Those things will likely wait until I build up an engine from a block, rather that modify something that seems good but is basically unknown.
Intake and carb(s) are sort of where most of my daydreaming is spent. I’m sure I’m not alone there. Stock first. Boring out the intake to B spec is interesting! I had been told to look for a B carb and manifold, but this is the first mention of modifying the A intake to B bore. I like it.
Most often I hear “Go downdraft and put a Stromberg on it for easy gains” quickly followed by “you’ll probably need a fuel pump” and then “and definitely a fuel pressure regulator.” Ha. I actually like the idea of dual updrafts if going a step above a B carb and intake. I always wonder what real life difference there is between dual updrafts and a single 97 on the same mild 6:1 Model A banger…