A new aftermarket crankshaft dampener and flywheel, stick or automatic, are torqued in place, and the engine is ready for a trip to the dyno room. The engine is on a stand that rolls right up to the dyno and is connected to the dynamometer's input shaft. While in the dyno room, technician Ed Jerrell installs an appropriately sized Holley four-barrel carb and a Pertronix distributor with 8mm silicone-jacketed plug wires. After making all the fuel, coolant, and electrical connections, Ed cranks the engine to check the rough timing and lights the beast off.

What do we call this thing, Goliath or David? Sitting there purring after breaking in with all the carb and timing adjustments made, it still looks like a small-block Ford, but it sounds like a V-10! Everybody lies about their engine's horsepower, but the Smeding customer not only gets the dyno sheet on his particular engine to back up a boast, but also gets the satisfaction that the engine is already partially broken in and should run right out of the box, er, make that pallet, since Smeding doesn't ship their stroker motors in a crate. Ever fired a new engine and only then discovered fluid leaks and other concerns? With this 392, there should be no drips, runs, or errors.

Put a 392 emblem on the side of your F-1 and watch if some guy in a Duster doesn't come alongside and ask, "Has that thing got a Hemi in it?" If you don't mind the environmental effect of clouds of tire smoke, you could demonstrate to him just how good the Ford 392 does with wedge heads and a small package!