I have a couple of fe aluminum bells that I think came off of cruisomatics could these be adapted to a C4? Does anyone here have any firsthand experience doing this?

Yes, people have made them from the older FX/MX Cruise-O-Matic and the later FMX bellhousings.

Hopefully Cody won’t mind, I’ll add his pictures in again, in case someone didn’t see them in the other post.

Hey Kevin, if you want to post some pictures of this project that would be great, I can’t seem to find your email address or how to get to it on here.

I sent you a message with my email.

I'm running with the assumption that early model year blocks would have a better chance to be cast with the bosses.  What I don't know is what would be considered "early"?  September to January?  September to April?

“Early” would be at least June 1964. I have the date codes logged for multiple C5AE-A blocks with mid June 1964 casting dates. So figure the summer months for “Early”.

From what I’ve seen that’s pretty typical that new model year blocks tend to start to be cast at least by June.

I love these old Ford “How It’s Made” films, this particular one about making Model T wheels. It’s fascinating the specialized machinery invented just to mass produce one particular component of the car. It also shows how labor intensive it was just to make something like a wheel back then, and sure makes you appreciate how much easier it is to manufacture a modern wheel lol.

https://m.youtube.com/watch?v=yqGA92D7B6g

If chasing his old address and phone, he moved a couple years ago.  I also see him on FB

Yes he did, he’s in Chiloquin Oregon now I believe.

I don’t know anyone that has actually flowed one under “standard” test conditions and shared the results, possibly someone has. You can compare the published throttle bore & Venturi sizes of the #80496-1 950 HP with something like the good old List #4781 850 double pumper & List #4779 750 double pumper. The #80496-1 has the throttle bore size of the 850 DP, but the Venturi size of the 750 DP. But then you have to consider that the 950 HP has a contoured main body, and doesn’t have the choke airhorn of the classic double pumpers. How much does that possibly increase air flow?

Pretty sure it was Barry R. that told us that at some point Holley realized some of their competitors were likely picking CFM “sizes” based more on marketing than actual standardized testing, and probably joined the club on some models. Keep in mind under the right conditions it can flow 950 CFM, but then what would the “850” flow under those same conditions?

I have a #80496 (original version, no “dash” 1), and have run it many times on my 11.50 bracket car 428, it works fine. My racing buddy has one on his 750 hp ~430 c.i. SBF bracket car that runs 9.60’s and it works fine on his too. I ran some back to back tests on my car with a #4781 850 DP at the strip many years ago, if I remember correctly the 850 DP ran pretty much the same ET, but it had about 1 more mph in the 1/4, but that’s just by memory. Of course sometimes a little more throttle response off the starting line can balance out a tiny bit more top end mph, in overall ET.

As I’m sure most are aware, there are many ratios that are similar, but are a different combination of ring gear to pinion tooth counts. That can affect the amount of teeth in contact & strength. Many look at that too in race applications. For example a 3.89 is 35-9, a 3.91 is 43-11. There are lots of examples like that.

Then you have “Hunting” and “Non-Hunting” gear sets too.