Because high-riser heads use larger valves than their little brothers, they had their own special rocker shaft supports. To keep the same rocker arm height as the standard- and medium-riser heads, they were shorter since the ports were so tall, but also wide since the big valves required different valve spacing. This is critical to note if you were, say, to spot a set at the local swap meet for sale that didn't have the matching stands. Barry bypassed the mixing and matching dilemma by bolting on a set of 1.9 ratio rockers built by T&D Machine. Solid-lifter factory engines came with 1.76-ratio adjustable rocker arms, and hydraulic-lifter engines were equipped with milder 1.73-ratio rockers. The extra ratio in Barry's T&D rockers not only gave the engine more max lift, but really snapped the valves open and closed quickly, taking the most advantage of the heads.

Dove manufactured the dual-carb intake for the high-riser heads that was also intended for use on Barry's street car. "It was port matched to the heads, but it has almost no other modifications to it. There's no plenum work, nothing trick in the intake at all. I just port matched it to the heads and bolted it on. And it performed surprisingly well. It's a tunnel wedge, which Ford never made. They made a tunnel wedge for a medium-riser intake, and Dove did a variation that would fit a high-riser head." The design is sort of a combination of two single-planes joined by an open plenum.

Reaching back into history once again, Barry contacted his old friends Marty Brown and Marvin Benoit at Quick Fuel, who built him a pair of matched vacuum-secondary carburetors that Survival sells as a vintage-looking setup. "We sell those as reproduction carbs for guys building Mustangs and Galaxies who want to run the factory intake manifold. The way the factory intakes are made-the 427 intakes-you cannot put a 4150-style carb on there because there's just not enough room on top of the motor for the distributor. So what Ford did was they put the carburetors on backward, and they used a 4160 carb. The 4160 does not having metering blocks, so it shortened it up because the bowl bolts straight to the main body. Then you put it on backward, and it gives you the shortest possible distance between the distributor and the carburetor." The Quick Fuel carbs look "reproductiony" on the outside without any of the modern billet doodads, but inside they have all the latest emulsion bleeds, downleg boosters, stainless butterflies with button head screws and slabbed shafts. Everything that would make them perform at the peak of today's performance, but with yesterday's aesthetic. As far as tuning, Barry says: "They literally came out of the box. We bolted them to the motor, and we did like two jet changes and ran it. For the purposes of the dyno we used some wire ties to mechanically open the secondaries to make sure they were open. I was worried about them coming open fast enough for the dyno pull." On dyno pulls where the engine is held at full load, then drawn down to a low starting rpm, it can be a little tricky sometimes getting vacuum secondary carbs to act just right, but for street purposes the old trick of mechanically opening the secondaries isn't necessary. Traction at the wheels would give up long before it would be possible to bog this powerhouse down, considering the 550 lb-ft on tap.