Underhood is a full-race Dralle short-deck Windsor-vintage legal, of course. Clearly out of bounds are modern niceties such as aluminum heads and roller rockers, but since compression and cam timing are virtually unlimited, suffice to say there's plenty of both. The short-block consists of a Boss 302 block and crank, Carrillo rods, and JE forged pistons, while the cylinder heads are fully prepped 351 Windsor castings. The whole shebang gets plenty of VP race fuel via a Holley 750 and single plane intake, while the remnants of combustion exit through Doug's headers, an X-pipe, and a short stretch of 3-inch tubing. Power is said to approach 500 horses as measured at the aluminum flywheel.
The inside of Dunphy's Falcon is a functional mix of old and new. Among the former is an original '65 Shelby steering wheel, an R-model-style bucket seat, and a Hurst shifter for the close-ratio Toploader. The latter includes a fire system and an array of Autometer gauges. The dash-mounted red light serves to immediately notify the driver of low oil pressure.
From a visual perspective, we're smitten by the Falcon's shimmering red topcoat and white stripe-a factory color scheme laid down in Deltron at Gantz Enterprises in Redmond, Washington. All closed-roof Sprints were of this hardtop variety, and while taking a back seat to the Mustang in the sales department, the few sightings these days are a pleasant change from the norm.
Even more pleasant is seeing Dunphy lead a pack of Chevys at 140-plus mph (a figure we came to by computing engine rpm and tire height, since the spartan cockpit lacks a speedometer). The speedo is one of the first items Dunphy eliminates on a race car, and not because of weight savings. "I don't want to scare the ---- out of myself," he said.
No doubt Dunphy will continue to put the scare in the opposition-a tribute to skilled driving, top-notch preparation, and a little Ford with a big case of overachievement.