I hate Mustang II suspension for the very problems he shows. Rack site way up high. I saw one at the SEMA show, FE 63 Galaxie with a single stage external oil pump , pan was shallow at the front. I have also seen a dry sump on a pretty stock 302 with exhaust manifolds... all to give more spark plug room.
 So his solution is going to mean the whole tunnel and tranny crossmember needs to move rearward, the air clearer runs into the bracing at the back of the hood and protrudes out the front of the scoop unless the scoop is moved to the back edge. Power brake booster won't fit any more,  steering shaft may foul the oil filter too.

Yeah, I find it amazing that some guys will go to so much work, and money, sticking a Mustang 11 front suspension, in a Mustang, Falcon, Fairlane, etc, to eliminate the shock towers , just to free up some room for header bolts and spark plug changes.  Not to mention that they often install it poorly, so it`s impossible to get the wheel alignment correct. Funny how the 69 & 70  Boss 302s did so well in the Trans Am series, with the stock shock tower setup, including winning the 1970 TA championship. Yes, I have owned a number of factory FE powered Mustangs and Fairlanes, and a couple of 70 Mustangs with 351C 4V engines, and the shock towers absolutely are a PITA when installing headers in the car, and even mildly inconvenient for changing spark plugs, but realistically, how often are most guys actually doing that anyhow? I would much rather be changing the spark plugs on a 428CJ Mustang, than many late model FWD cars , SUVs, or minivans with a V6!

Mike, you aren`t using the cork end seals for the intake manifold, are you?

I was at a buddys engine machine/parts store the other day, and he found a few boxes of brand new BlackJack Ford  headers , still in the box, that have been sitting in his attic for many years. Trying to help him figure out what the applications are for. One set has part number 3603, and are 289-302-351W flanges, the other has 3622, and my guess is 351C/M/400 , likely for a 2 wd PU truck, but not positive. He also has a new set of Hedman headers for a 75-78 302 Mustang 11, if anybody knows anybody looking. Thanks.

There was a time in the recent past where this fan assembly was the secret weapon:  https://www.rockauto.com/en/catalog/ford,1993,taurus,3.8l+v6,1138766,cooling+system,radiator+fan+assembly,2181

3,500CFM low speed, 5,000CFM high speed.  And cheap!

Runs with this controller:  http://www.dccontrol.com/Multispeed.htm  Not very cheap at around 100 bucks but solves the question about how you're going to drive the fans and when the come on and off.

A couple hundred for the whole shebang.

It comes down to whether it fits between your engine and radiator.

Gerry, do you know how thick the Taurus fan setup is, between the rad and the electric motor?

Like Jay said, every FE that I have ever worked on, used Phillips head bolts for the cam retainer plate, and I have never felt the need to use anything different. I have the correct sized socket (#4 I believe), and I have never had a problem being able to  torque them to whatever the factory spec in the shop manuals with the correct Phillips head socket.

Hard to tell in the photo, but is that the regular 18 mm FE sized insert, or a smaller 14 mm insert? Is it just 1, or all 8 done like that? I have had broken off FE valve cover, and exhaust manifold, bolts, and stripped out rocker stand bolts, but I have never seen a FE spark plug hole damaged.

It would be nice if they will make this shorter, Toploader length input shaft  available in a new transmission, rather than buy the trans, pay more for the short input, and then have to tear a new transmission apart to instal it.
And for the guys with other transmissions that say they have no issues shifting their TKO, or Nash/Richmond 5 speeds, just curious how they use their transmissions. If running at the dragstrip, are they lifting off the gas pedal during the shifts, or shifting at WOT, with the gas pedal flat on the floor? When I race my cars, regardless if it`s a Jerico, G Force, Toploader, or even a T5, I shift at WOT, and if any transmision I am considering won`t shift in such a manner, I have no interest in it. The current small input/out in my 4000 pound 59, gets babied of the line, simply because I am worried about breaking it on hard launches, so I slip the clutch a bit at 2000 RPM, and ease into the throttle, which must hurt the 60 foots and ETs considerably (best of 1.80 60 foot, and 12.54 @ 108 MPH so far, thru the mufflers), but once it`s rolling, I lean on it pretty hard.

All full sized Ford cars, from 1957, thru the mid 60s, had 9@ rear ends, regardless of what engine it came with. I believe the 9 3/8" rear end came out in some vehicles in 1966, and the 8 1/2" integral shortly afterwards, but even still most had a 9". The intermediate unibody  Fairlanes came out in 1962, but prior to that, all Fairlanes were full sized, full frame cars. My 59 parts car was a 6 cylinder, 3 speed manual, and it came with a 9" with 3.70 gears.