Quick thinking to get the foot under the head to protect the head.

KS

Half a brass pipe nipple and a pipe tap into the manifold was my answer on my last Dove manifold.

KS

When the first Sidewinders came out of the Specialty Foundry, made up for (among other things) the just-released CJ Mustangs, we (John Corrunker and I) arranged to get one for a try-out. I was the designated engine 'grunt' for John's one-of-the first-ten-CJs. Jack Roush and Al Buckmaster came past Corban Transmissions late one evening and dropped one off. The problem was that those first castings were supposed to fit the MR and to make one fit on CJ heads it was necessary to weld extra material at the bottom of the runners at the head interface. And since we were going to use it on a SS/EA car, the completely open plenum was said to need a fore-'n'-aft divider.

After the basic welding was done, the manifold simply set on a shelf in the back room for a number of months. When I put the 427 CO engine in my '67 XR7GT, I 'liberated' the manifold and finished the work. It had been milled to make the fill-in work at the runners flat, but each runner required some material removal to make the openings match the heads.

The divider was flat on top and about a quarter-inch thick. That's what Buckmaster recommended, and I simply left it alone.

The Cougar was drivable enough to take to Northern Michigan for weekend trips and I found it possible to eat the lunch of all the street Hemi cars I ever encountered. Those were the days!!

KS

Added to clarify---I should have said that the plenum divider was suggested to make the engine work better with a C-6. The manifold, with a completely open  plenum, was intended for stick cars.

Several years ago, my crewchief Tom Caimotto arranged to do some plaques for Brother Lon's Mustang. These were done by color-anodizing the plaques and then ball-milling the emblems into them. If anyone is interested in such a thing, the company that did the work very likely still has the programs. I can check if you PM me or otherwise signify!

KS

Brings a giant smile to my face!!!!

KS

 

I am reminded of a comment I read of a number of years ago:

"It looks just like what God could do if he only had a little more money!"

(No sacrilege intended)


 

KS

Conventional wisdom would certainly suggest that a mismatch AGAINST the direction of flow would cause problems. But I had the experience, several years ago that seemed to show that it isn't always the problem you might think. I had a 460-equipped Town Car that needed to be available and running, and terminal carb difficulties that were being a pain in the neck. A bench-racing session resulted in the removal of the entire factory intake system and the installation of an aftermarket manifold and Holley carb that were otherwise decorating a shelf. The major problem was that the manifold was intended for one of the 'CJ' iterations of the 385-series and there was a decided mismatch---in the 'wrong' direction. Since it logistically made sense, I went ahead anyway.

It worked like a charm---even to the point of providing both a significantly more powerful 'feel' and slightly better mileage. I won't attempt to explain it because it goes against what I otherwise think I know. But it was altogether successful and I ran it for over a year in that configuration.

KS