WTB '64 narrow case top loader bell housing or a dual pattern bell produced later that permits a narrow case attachment behind an FE in a car.  This is not for the sake of originality, only to get something close to the right part without going aftermarket.

I've been looking and am getting conflicting results.  It's a given that the '64 only narrow case HEH-D used a 4-11/16" front bearing retainer, '65 and newer went to 4-7/8".  What I am trying to determine is whether '63 and older T-10's used a 4-7/8" major diameter retainer as well as the '65 and ups, making the '64 bell the only year set up for the smaller diameter.  Looking to figure this out for trans and bell compatibility.  Input appreciated-  Len 

VIN is 7R01C100686, breaks down to a 1967 hardtop with the lo-po 289 2V auto trans built in San Hose California.  Car is sitting in a barn (of course) on concrete an appears to be solid without digging in too deep (bottoms of fenders, rockers doors and quarters all there).  Lousy red repaint peeling off of the original medium blue metallic, black interior.  Looks to be a complete car.  Clearly a restorable piece but in need of just about everything from the look of it, hasn't been run or moved in over 30 years.

This valuation is needed for estate inheritance for a good friend's family.  I know this is precious little info but I was hoping mustang folks would be able to ballpark it for me.  Input appreciated.

Some time ago I indicated that my son in law and I were musing about making Galaxie 500 beer.  Well, as it turns out there are Galaxy hops and you can build a recipe around a '64 Galaxie 500 to make the brew.  So then, it was kegged yesterday and will roll out at The Brewerie at Union Station tomorrow here in Erie PA.  The label features my '64 getting it's 15 seconds of fame.

Picked up a '69 F100 with a 300 that runs perfect (don't know the year), but when nosing around I spotted an odd plug in the block just aft of the oil filter, north and down from the oil sender.  Plug was only in a thread or so and the wrong thread to boot, looks like a passage to an oil galley.  Can someone put me some knowledge what this threaded boss is for and/or the correct thread size?  Looks roughly 5/8ths diameter, "finer" thread.  I'm looking for the right thread designation to plug it properly, but I'm also wondering about the purpose.

You can never have enough sockets or extensions at least.  Just so you '64 Galaxie owners know, if you aren't as slim and pliable as you were back in the day you may not be able to squeeze through the hole behind the back seat .  Therefore, it takes roughly 8 to 9 extensions (you may need 1 or 2 from a neighbor), a deep well socket, 2 beers and about 1/2 roll of cheap electrical tape secure it all to successfully remove the 2 bolts that fasten the trunk latch to the deck lid.  My preacher clip decided to jump off the lock assembly rendering the trunk lock inoperable.

The other thing you can do is check the condition of the assembly while it still works.  I did not find out how common this problem was on the '64's until I joined the club.

So I'm half-listening to my local news this morning, hear this story about a cat with a kidney stone.  Youngish guy says it cost him $700 to get medicine for the cat to ditch the stone.  Then the cat gets sick so he gets it an operation.  By now I'm looking at the TV.  Then they show a picture of a nice looking two-tone '72 F-100. 

Guy says I had to sell my truck to pay for the operation.  Took less than an hour to move it for $1,200 on Craig's list he says.

So at what point would you have the .22 in one hand and the the title to your truck in the other and say to yourself, well, the truck's gotta go, fluffy's sick......

445's running great, took it out on the local back street and was immediately rewarded with a "buzzy" vibration through the shifter, much more noticeable on deceleration.  Coasting 25-30 mph with the drivetrain unloaded feels as though the driveshaft is the culprit, the vibration turns into an out of balance feel, or whip.

Pulled the driveshaft and took it in for balance check today.  Trans is a toploader, new seals and gaskets along with a fresh tail shaft bushing.  The trans internals "look" good, and the magnetic plug showed a slight amount of gray metallic matter but nothing substantial.

What I'm wondering about along with the driveshaft balance is the amount of end play that should be present at the end of the tail shaft when it's not supported by the yoke, bushing or seals, and then also if you should be able to get any lateral movement at the yoke with all parts assembled.  I'm picturing a possible wear problem on the inboard end of the tail shaft.

There is no vibration associated with the clutch and input shaft operation, gotta be on the move to feel it.

Sorry if this comes across confusing, just trying to sort out possibilities.