There's more to this story than compression, however. Danny had to select just the right camshaft and valvetrain components to achieve proper working cylinder pressure and power management. Comp Cams set him up with an aggressive roller cam designed for turbocharging-indeed, a custom grind, because not many people turbocharge big-block Fords. No off-the-shelf grind would have been effective. Manley provided the super-large 2.20/1.76-inch valves, fitted with care in Edelbrock castings.
Danny could have gone with more traditional carburetion, but he wanted dead-on accuracy, which comes only from electronic fuel injection and spark control-ACCEL's GEN 7 system with 96-lb/hr injectors and a Wilson 90mm throttle body. Danny custom fabricated the sheetmetal intake manifold for his twin-turbo system. As you might imagine, he had to fabricate the exhaust system as well-1 3/4-inch primary tubes into 3-inch collectors, tied into twin John Craig 72mm turbochargers and a Forced PSI intercooler. Big DynoMax mufflers with 4-inch plumbing help aggressively scavenge the hard-working gasses.
A big-block powerhouse like this thrusts the Falcon from triple-digit horsepower and torque to quadruple numbers in short order. When you force-feed a 501-inch fat-block, especially with the precision of electronic engine control, count on horsepower and torque numbers to be in excess of 1,000. With that kind of power on board, conventional driveline wisdom goes right out the window. Danny opted for an ATI Turbo-Hydramatic 400, GM's big-block automatic, to get power to a 9-inch Ford with 3.50 gears and 35-spline axles. He shifts with a Cheetah shifter with a reverse pattern. For sling-shot performance, the ATI 400 has a 10-inch converter with 4,800 rpm stall.
You may be inclined to ask what 1,200 hp and a comparable amount of torque might mean for a lightweight Falcon. How about 8.70 seconds at 157.7 mph on alcohol fuel. Yee-haw!
When you're packing 1,200 ponies and barber-pole twist, a vehicle must be themed and built around power. Danny began with a solid mental picture of what he wanted. He started with an Autumn Orange Valspar basecoat/clearcoat with an appropriate amount of fiberglass for weight savings. But beauty is only skin deep. Danny had to design and construct a frame/cage combo that would both keep him safe and stay together when it was time to crack the whip. He had to get out the hood stretcher, adding 4.75 inches to the fiberglass. Bumpers were molded into the body for aero smoothness. What's more, he did all of it himself.
On the ground is nothing short of Wilwood racing binders-big-assed disc brakes for the kind of power we're talking here. Coilover shocks, box frame work, and more extraordinary modifications were necessary to make a brute street/strip racer out of a once-sedate Falcon fastback.
Danny says he's able to do all of this on pump gas and street tires, which might be stretching the imagination a bit, but it can be done with moderation.