I just finished watching Brent's video on intake installation. I'm wondering what type of silicon was used. I have purchased a small tube of "The Right Stuff" which is supposed to be what a lot of manufacturers are using now. I noticed that he placed a thin layer on the gasket ( both head side and intake side ) around all of the ports and water passage openings. Is this still a good practice with the regular Fel Pro gaskets ( they come in the set ) ? I also am aware that some still use the Permatex Red Spray on both sides and don't have any leaks. The gaskets have a slight protrusion or raised ridge on one side and I don't know if the silicon would interfere with that. This is primarily a street motor ( 410 with stock CJ heads and a Performer RPM intake ). I did the test fit by laying the gaskets in place and simply dropping down the intake in the proper location. I got lucky. The top surfaces where the valve cover gaskets rest is perfectly even on all 4 corners while the intake rests on the gaskets. What would be the torque value on the bolts in this situation ?         Bob

Ok, I'm getting closer to getting my car on the road. After taking the advice of those here whenever I originally posted my Horsepower question I am now wondering about the oiling system. Here are the new particulars:..

66 Fairlane GT ( Toploader )
3:50 Detroit Locker
410 setup ... 390 ( + .030 ), 428 crank
Icon 410 pistons
428 CJ factory heads with new undercut valves ( original factory sizes ) no extra porting
FPA custom built ceramic coated headers with 2 1/2 inch exhaust
Howards Rattler Cam
       Intake .548 281 duration, Exhaust .548 289 duration
       Lobe Separation 109, Intake C/ L 103
       Duration at  .050 ... Intake 227, Exhaust 235
Edelbrock Performer RPM with Holly 750
Pertronix Ignitor II centrifugal advance
Considering my anticipated usage ( cruise ins, car shows, with occasionally throwing my foot into it and maybe once or twice a year making a couple of passes at the strip ) I am wondering about the adaptor that the oil filter screws into. My current part number indicates an original older piece ( C0AE 6884 A ) and it looks like I have a stock oil pan. Is it worth my while to upgrade to the later version 428 CJ adaptor piece which is supposed to have bigger holes and should I upgrade the pan considering my anticipated usage ? Any thoughts will be welcome. Thanks.               Bob

I'm a "Newbie" so please forgive me if this has been discussed before ( probably a lot ). I have a motor that was rebuilt and it has the C7AE - A heads ... basically the old junk GT 14 bolt hole heads. The previous owner ( passed away ) purchased and installed the aftermarket CJ exhaust manifolds. Yes, they bolt on but I'm concerned with the big difference in exhaust port sizes. The manifolds have a much longer opening. My goal is to get the car back on the road and then worry about significant upgrades later on. Everything that I have read so far indicates that these heads are junk. Is there a serious safety issue if I run these heads with the CJ manifolds ? If so, does anyone make a set of headers that will bolt on to them without any major issues ? I am guessing that since this seems to be an issue that has been around for many years there has to be a work around. The car is a 66 Fairlane GT ( no power steering ). Or, as an alternative plan would it be worthwhile to purchase a new set of bare aftermarket heads (designed for these CJ manifolds ) and utilize all of the new stuff in the existing heads ? Any words of wisdom would be greatly appreciated.                Bob

( Backstory ) ... The previous owner passed away with kidney failure. He had the motor redone and was working on brakes and electrical and simply wanted to get the car back on the road. The motor is basically a 390 bored with a 428 crank.... toploader with 3:25 gears but I already have an "N" case rear with new bearings and a posi unit. I will be obtaining a set of 3:50 gears at some point.