This info may or may not be helpful. These transmissions use GL4 lube made for brass blocker rings. The synchros do not want synthetic gear lube (hard shifting).  The detent thing can be very confusing (they changed the design at least three times). Take photos as you disassemble the various pieces, keep them in order, you'll be glad you did.

I'll check into it, thanks.

   I have a set of PROMAXX heads on my street 427 Starliner. I've had zero problems with them. Valve train geometry came in with minimal shimming. 72cc chamber with the smaller of their valve size options. Compared to the big "H" low riser heads with larger valves I would say I now have an extra 1,000 very strong RPM.

   In your book, pertaining to the Edelbrock Performer RPM you note that this intake reacted differently to carb. spacer changes than did the other dual plane manifolds tested. Could you elaborate specifically what these differences were?

Thanks guys for the input. My primary concern with the 347 setup is or was with the rod angularity but it sounds as though it works. I'm with you as to we'd rather have the FE. We looked at one Cobra advertised as a 427 but no matter how I looked with my flash light you couldn't see the cross bolts. We had them put the car on the hoist and sure enough...no cross bolts! Probably a 428 7 liter with a med. riser two four intake. It idled so smooth! Who ever bolted it together was not a FE man...oil leaks every where.

It is a Borgeson unit.

I like your result with the floor repair. My Starliner was in similar condition, had to get it on a rotisserie. Was a 352 2v automatic, now is a 427 top loader, a blast on the road. At a car show only the lucky guessers know what it is. I'll try to add photos. Best luck with your project!

   Is it possible to source 31 or 35 spline axles that will fit with small carrier and axle bearings?