OK thanks. I was kinda thinking that they were, considering he had a 66 7 Litre Galaxie, and all the other parts were for 66s.

I understand that there was a couple of different versions of some of the clutch linkage used on 65/66 Galaxies, with FE engines. I recently got what appears to be an almost complete set of clutch linkage from , I believe a 66 7 Litre Galaxie, but some of it is quite different from the Mustang and Fairlane stuff that I am more familiar with. I seem to recall somebody on one of the FE Forums had previously posted some photos showing the differences, just wondering if that was somebody here? The Z bar lower lever for the clutch fork has a "hook" style notch, rather than a pin like most other Fords that I am more familiar with, but the rod for it is threaded for adjustment, with a pointy end. However the clutch fork has a beveled hole, that is larger than the end of the rod. So I am wondering if either the clutch fork is the wrong application, or if there should be something to go between the fork hole and the rod. I also have a Toploader tailshaft, supposedly from a 7 Litre Galaxie, which has a different shifter mounting pattern than a Mustang or Fairlane, with the speedo hole on the drivers side, rather than the passenger side.  It also came with a 4 speed console plate, and a shifter body and 2 rods, plus a chrome shifter lever. Wonder if the shifter handle was the same for a console and no console application, the shifter body seems to be mounted fairly high, at least compared to 67-70 Mustangs or 66-69 Fairlanes. And the shifter lever goes straight up a ways before curving. And it seems that there is no over center spring on the clutch pedal, but looks like there is one that mounts on the frame side Z bar pivot and the Z bar itself. And the bellhousing has a pivot ball for the Z bar, rather than a bracket, as used on most other FEs that I have played with . Just trying to find if I have a mish match of pieces, or if  it is a mostly complete assembly for a Galaxie. I would post some photos, but I have never been able to figure out how to post photos on this site from my cell phone. Thanks.

I believe i read a post (think it was Rory's) That morel specs 5/30. Nothing thicker...I could be wrong...

Yes, at least with the Morel "Hi-Rev" hydraulic roller lifters in my 347 SB Ford, Morel does specify 5/30 or 5/40 oil. So I have been using 5/30 Brad Penn oil in that engine for the 5 years that I have been racing it. Not sure if Morel has the same oil recommendations for "regular" hydraulic rollers.

I have the factory aluminum 428 Cobra Jet valve covers on my 428 with TFS heads, with Isky rocker arms and POP stands and end supports, but I needed to use valve cover spacers to do so. I used a pair of 5/8" thick valve cover spacers from Medice.

Isn`t the HRR A/Gas class a 7.60 ET index? That sounds like a pretty optimistic goal, I must say. I know Dan ran in D/Gas, and that was a 10.60 index.

I don`t recall what the factory backspacing on original Magnum 500 wheels were, but years ago, I owned a 69 Cobra fastback, with Magnum 500s, and 235/60R15 tires, and the inner sidewalls slightly rubbed on the upper control arms, which 1/8" spacers corrected.

Did you torque the stud itself, into the head 40-45 ft/lbs, or did you torque the nuts to that amount?

Kinda strange question, to me "Max Effort" indicates a budget isn`t a concern, and if that is the case , why would  you limit yourself to a 390 factory (or close to it), bore and stroke?  I suppose if somebody wanted to spend a wad of money to build a Competition Eliminator style of build, it could make some serious power, but what would the point be?  DalePs full weight 67 Mustang fastback has knocked on the 9 second door, with his fairly basic, naturally aspirated .030" over 390, but don`t think he ever had it on a dyno. And Dales engine is a pretty nice piece, but hardly what most would consider a "Max Effort" piece.