For a really nice machine, with a price that'll surely make your eyes water, check out a Miller handheld laser box. I believe it'll go for about 45K, but the welds are magnificent. And they're really fast.

KS

Regarding that engine, from the location of the plugs, the heads would seem to be proprietary. I've never seen a MOtorPARts head with the plugs low like that. IT DOES SAY FORD ON THE ROCKER COVERS.

KS

Mr Woody offers good advice. Not, perhaps, the sort of thing you wanted to hear, and a bit of a 'hit' on the wallet, but surely less expensive than a re-do in the future when something fails. Best of luck!!!

KS

Note to Jay---

A couple of days ago, I both made a comment on one of the threads in the Tech section and sent you a PM. Somehow, there is no sign of either when I looked today. (I'd hate to think that somehow I'm such an OF [old fart] tht I screwed up to thatextent!!)

KS

Dr Mabuse---

At least here in Detroit, I suppose because of the plethora of manufacturing entities here, it is entirely possible to go to a bolt/fastener supply and buy 'All-thread' of any material/grade you might need. I have often bought lengths of extra-strength stainless steel to use on such things as suspension fasteners.

We may well be a bit spoiled because of the ease of finding things not available in other parts of the country.

KS

Since we seem to be exploring details here, it might be worthwhile to point out the difference between 'coarse' and 'course'. And it might be worth the effort to look at the difference between 'compression' and 'expansion and contraction'.

Speaking strictly for myself, the attitudes displayed by some of those posting here might also be worth examining. 'Toplofty' and 'overbearing arrogance' are labels that come to mind at least in some cases. But that's just me.

KS

Blunt statement. I WILL NEVER USE A CARBURETOR AGAIN.

My first car started life with a 2 barrel carb. ('53 Merc). As I started hot-rodding, I converted to 3 Stromberg 97s on an Offenhauser manifold. I learned a lot.

The next car was a '54 Customline, into which I installed a rebuilt '57 312. Over a period of time I went from a single 2 barrel to 3 2s, and then a factory race manifold with a pair of 4 barrels. Then I went to a Paxton VS 59 with a pair of bonnets on the carbs.

My next car was a new '64 Custom with a 427-T engine with a pair of Holleys.

A year later I got a new Mustang with the 'K' engine, and before long I'd installed the Paxton VS59 in an enclosure which required a Holley re-done by H. Droste who worked at Triple-E but was a Holley employee.

All of the above is to say that I've had LOTS of experience with carbs. I won't bother to detail my side excursions with DCOE Webers on a couple of occasions.

I've even had experience with mechanical FI, including one that was a daily driver for a couple of years.

And then, when Holley first came out with EFI designed to retrofit on a carbureted engine, I was Tech Editor-At-Large for Super Ford Magazine. I talked to their new EFI group, asking when they'd be coming out with a package for a fit on a dual-quad application. After saying it'd be several months, at least, they admitted the idea was on the back burner. I offered to be the guinea pig in putting things together---and write about the adventure.

We used Brother Lon's '67 Mustang as the test bed. It got a 427 TP engine when only a few months old, with components sourced from the LeMans GT 40 program. We received a surplus-to-requirements upper end that included a pair of heads, a dual-plane manifold, and a pair of well-tuned 652 mechanical-secondary Holley carbs designed for the combination.

Prior to the foray into EFI-land, we'd tried about as many pairs of different configuration Holleys on that car as possible. The ultimate arrangement of EFI throttle-bodies we tested and reported on was enough better in so many ways as to persuade me that the age of carburetion was past. How long has it been since a car came from a factory with a carb? Please see my opening statement.

KS