After making a " call " it appears that only the first run of valve bodies, had the Broader Performance logo, someone noticed and now the valvebodies have the Speedmaster logo. Speedmaster did reverse engineer, the Broader valvebody, and there is not much, that will come of that, ( Speedmaster has the $$$$$ ), but as Broader said, in the video, just have to be smarter.

The Walker plant in Jackson Michigan  was the largest muffler, exhaust plant in the world, ( at that time). Ford used Walker, " the aluminized muffler", in advertising in the early 60s. My guess would be Walker, they were the largest, and a supplier too Ford.

Barry nailed it. The Edelbrock foundry has had a real hard time, with cost, material, and manpower.  Not a lot progress, getting product out the door.

I was tasked with testing about every plastic molded fan on the market, back about 17 years ago, (now). The best most efficient  fan was the Ford Taurus  fan used  from introduction on up to I believe 2004. Designed by a company in Massachusetts,  these guys knew their stuff. Lots of hot rodders used them. The next best were Spal, efficient and compact. There have been lots of knockoff fans but none matched the performance of the Spal. The short chord, narrow blades, have too really be designed for the application, too work properly. They may quote 1750 cfm, but that is at zero back pressure.  When you put a radiator, in there, the fans will usually "stall" , and provide insufficient  airflow, for cooling. That was the real reason the Taurus  fan worked in so many applications,  the blades were a longer chord length  ( wider ), and the curve of the blade kept it out of "stall" over a wider range. Many of the knock off fans would go into stall when combined with a 2 or 3 row radiator, with a moderate finish count of 15 fins per inch, basically doing very little air movement. The reason a steel clutch fan, or flexible steel fan, works is that wide long blade chord length, which provides higher pressure, to work with multi row radiators.

I have found that a carb change even, if CFM is supposedly rated the same, usually  requires a jetting change. Another thing is air bleeds, and the idle feed restriction. I have had to change airbleeds, and reduce the idle feed restriction, ( why do they make the idle so rich, out of the box? ) . So,I suggest, do all your checks, fuel pressure, float level, then check, out the idle fuel restrictions, and air bleeds ,  and see what you find.  You may have too , make some changes. Then watch a video from DragBoss Garage, with Mark Cambell. Mark was a Holley engineer, back in the 70's and explains some of the differences. Hopefully  Drew sees this, and responds.

I had a couple good chats with George, at the FE Réunion. Great stories, a really smart, innovative racer, that managed too keep the NHRA, tech inspectors, and rule makers, busy, trying too figure out what Ohio George, was going to do next. RIP Ohio George, and thanks!

All I can say is "text book" rule is 1 1/2 times thread diameter, gives the threaded hole depth for optimum  strength, holding, torque.

 looking too see if there is anyone, who has been thru this. A 2004 Ranger, the DMV can connect, but cannot send commands, too the Ranger. We have tried 2 different scan tools a $270 Innova, and a $$$$ Snap on , both can communicate with the Ranger. There are no codes. I tried 2 different  DMV inspection stations, one wireless,  and one with a cable connection. RESULTS were the same, they can connect, to the Ranger, they can get a signal, but cannot  access the various files, to check for codes..