Yesterday was fluids day on the P-Code project. Bled the brakes and gear oil in the rear end and transmission. Later, we were surprised to see a small spot of gear oil on the floor at the back of the trans and thought we had a seal problem but everything was dry in that area.

We used a plumb bob to locate where it was coming from and it is at the very back of the output yoke behind the u-joint. Is there a vent in the yoke there? ww

SCAT 445 with Diamond pistons, ED heads massaged by JDC, BT MR intake,  Comp 270S cam, POP/Harland Sharp rocker arm system, QF 600's, Tim O Conner distributor. Hope to have it sitting between the frame rails within the next week. Been a long time coming. ww

I wanted to kick this out and get others experiences. I have my new 445 on the run stand and after some teething issues I'm going to start tuning the carbs. They are custom QF 600's on a BT Medium Riser intake, ED heads and a Comp 270S cam.

I have read over and over the FORD TSB's on setting up dual fours and it says on the bench to turn the secondary adjust screw in 1/2 turn on both carbs from a closed position and the primary adjuster in 3 turns from a closed position on both. Then turn in the idle air screws in till seated and then back out 1 1/2 turns. This is your base line setting.

But I have been talking to Joe D. Craine and Woods Allen about using the secondary throttles of both carbs for engine idle. With this method you adjust the secondary throttle blades on both carbs so 0.012-0.014" of the transfer slot is showing. The primary adjusters are set to a CLOSED position. The idle air screws are turned out 3/4 to 1 turn. This is your base line setting. If the idle needs to be adjusted up or down it is done by making small adjustments evenly to the secondary's of both carbs, the primaries remain closed at idle.

It was also discussed about the need for the throttle blades to be centered in the bores if not already.

Obviously this is a more time consuming process but eliminates the potential of activating the power valve circuit at idle, especially with big cams.

I'm going to set mine up like this tomorrow and get it dialed in. I was wondering if others are using this method and had anything to share. Thanks. ww

I have a new MSD Ready To Run billet distributor with Vacuum Advance on the way. It will replace the MSD full centrif dist currently in my 445 with Ed heads and a Comp 294S cam. I'm currently running 16 deg of initial timing and I think it's set up with 38 deg total all in by 3K RPM. I will still run by MSD 6AL box and Blaster II coil.

MSD says the Vac Advance Dist will provide 10 deg of advance with 15" of vacuum. Do you think I will be able to retain the timing curve I have now with the new vac advance unit?

It currently runs 20" of vacuum at cruse and about 10-12 inches at idle  with a 50/50 mix of 93 octane pump gas and SUNOCO 110.

I know I'll have to tune to the new distributor but I was wondering what to expect. Thanks. ww

During data input for the FE Powerd Cars poll, most just listed a "4-Speed" if that was the transmission they have. While some specified either a T-10 or Top Loader. When did that change happen? When did Ford/Mercury stop using the T-10 behind the FE?

A similar question applies to lite trucks. F-100, F-150, F-250 and F-350 owners either specified a 4-Speed or a NP435 4-Speed. If it was a 4-Speed behind an FE in a lite truck in the late 60's & early 70's was it always a NP435 4-speed?  Was their another 4-Speed for that application?

I have 475 FE powered vehicles listed and I'm getting ready to close input and start crunching data. Thanks. ww

I had the Galaxie out over the holiday; it loves the clear cool air. The exhaust note was strong, not missing a beat and the throttle response was real crisp. I took it out again Sunday and it ran the same way, cruising between 2500-3100 with a few wasteful displays of acceleration (out in the country BTY).

Then I started to notice small spits & pops in the exhaust note but I didnt feel anything different, know what I mean? I was about 10 miles from home by then so I aborted the ride and turned around. I got the revs back up around 3K and it sounded like it was started to break up although again I didnt feel it.

It seemed happy at 2100 (did't miss a lick) which is about 40 mph so I limped it back home. By the time I got it home it was not crisp at all, in fact it acted like a cylinder was almost out. I cant work on it till Thursday, 1st thing is look at the plugs. It wasnt puking any smoke and I didnt feel any loss of power so I dont think its fuel related. From the sounds of it Im thinking ignition, which consists of a new MSD Pro Billet distributor, a 13 year old (10K+ mile) MSD 6AL and equally old Blaster II Coil. Does this sound like an MSD box going poo poo? As always, thanks for you imput. ww

Does anyone have experience/feedback using the Stewart Stage I Cast Iron Water Pump on an FE. I'm considering one when I installed my new Griffin Radiator I have on ordered.  I currently have an Edelbrock.  I'm chasing the low speed/ stationary cooling issues I've had with the car from day one.. Thanks. ww

http://www.stewartcomponents.net/Merchant2/merchant.mvc?Screen=CTGY&Category_Code=FordSTG1

http://www.summitracing.com/parts/emp-16153/overview/make/ford

I posted this on the FORDFE.COM site but I wanted to get the word out to as many as possible, Jay I hope you understand. If you wantto participate please go to the other Forum so I can get it back to John with one link.  Jay I want to provide him with a link to your site so he can see how serious we are about the Ford FE engine.  I truely believe this was an eye opener that could jead to so really neat parts for our cars.  Jay please let me know if that is ok. This is what I posted on the FORDFE Forum.

 I just got off the phone with John Hotchkis, owner of Hotchkis Sport Suspensions, we talked almost a half an hour. At the end of the call he was very excited about our conversation and that there is a big enough market for the prototype parts they made for Jay Leno’s 7 Litre.

I told him about our Forum dedicated to the Ford FE and the cars they came in.  I also made him aware that while there are growing sources to make big reliable Ford FE power, we do not have sources to readily bring the level of the suspension, steering and brakes up to the power levels we can generate.

He wanted to know about the Comet, I told him the 65 and earlier Comets shared the Mustang platform but the 66-67 Comet and Fairlanes are very popular because they are big blocks. I made him aware that the 65-67 Galaxies/Mercury’s  and 66-67 Fairlane’s/Comet’s are difficult cars to restore and modify  due to a lack of aftermarket support especially in the areas noted.

He wanted production numbers and I will provide them with some of my literature. I made him aware of the rebirth of the FE engine and the growing numbers of aftermarket parts.  I also made him aware of Barry and Survival Motorsports and his new cylinder heads.

When I send him the production information I want to link this thread so If you want to tell John about your car and the suspension pieces you would like to see him make this is your shot.  I also am going to link Barry and Jay Brown site as well as Brent at B2 and POP.  This is the real deal, the more we talked the more questions he asked.  His team recently met on this and didn’t think there was enough of a market yet. I told him we understood they needed to be able to sell enough to make it profitable. His reply was yes but we want to service the market as well.

This does not mean the parts will be available next week or next month, they currently have new projects in the pipeline. But I think we have a good shot at getting our stuff in there as well.

The focus of our talk was the 65-67 Galaxie/Mercury and 66-67 Fairlane/Comet.  So take the time to talk about your car, add some pic’s and again let John know what you need.  ww