The only one I could find is from Quick time and they are only 1/8" thick.

Does anyone have one or know where I can find a new 1/4" one?

I bought a pair of Edel heads, from a really nice guy, in Bend, Oregon.  He was getting rid of a bunch of FE stuff and he told me, that after he was done selling, that I could come over and get all his left overs. Thank you, very much, Steve!!!

In the left overs was a .040 over, C5AE block, 390 with a 272 Crane cam and C4 heads. It had about 5000 miles on it and it ran nice, when he pulled it to put a 445 in his truck but, it had 1.66 CH pistons in it. So, I ordered a set of 1131, 1.76 CH pistons, honed the bores and also, bought a set of Mr Gasket, .020 head gaskets.

The Edel's are going on my 423, 361 Edsel engine so, I decided to machine the Mr Gasket 202A to match, with a 7°, per side, cutter that I already had. It's a good match for the angle of the ports, too as you can see in the pictures. One of the reasons I wanted to do it this way, is that I wanted uniform 1/4" radii corners down to the valve guild area.

BTW, the #2 port on the gasket, was .020 wider than the rest.

After that, I thought I'd do the same for the C4 heads, using the same X & Y settings, as I was already set up. As you can see in the pictures, the Edel's and C4 have a little different angles on the outside wall (8.5-9°) and just slightly different on the roof. The finished port of the C4 head, is 1.375 wide. The Edels are 1.39 wide. The C4's are narrower, because I wasn't able to cut the outside wall on them. The inside wall, visually, looks identical to the Edels.

On the first C4 head, I cut the lump for the rocker bolt, for both #3 & #4 cyl. The red line shows the end of the rocker stud, screwed in to it's stop on #3 and the #4 didn't break threw. It only took about 10 min each, with a 1/2" ball end burr, to blend both of those area's, as shown. I'll finish those and #1 & #2 , in a few days, as well as blend the Edel's, with the same burr.

CJ valves, will also go into the C4 heads, using a bowl cutter, I made for my EDC heads.

I'll cut the lumps out of the other head, too but, I took a picture of how someone might make cuts and then blend them into a vane on 3 & 4, rather than break threw.

I'm posting this, because I thought it might be interesting to see the difference between the two heads.

I ordered a Bullet cam, a few days ago. Bullet has a full stock of FE cam cores.

The wait is min of 8 weeks on the CNC cam grinder BUT, if you order a Ultra Dyn cam lobe, they can do it right away, on their older grinder. About a 2 wk lead time, after the first.

I've always like mech tach drives and since I have the one, for my 361 industrial block, I've decided to use it, with a Smiths tach.

Has anyone used one in their eng?

It's has a single point cam and I will use a PerTronix conversion but, if there are better ones, please tell me about them. I've heard there can be issues with the PerTronix, I'd like to hear about those, also.

The 391/industrial dist, is about a inch taller than a std dist, that's because part of the governor is below the breaker plate and pulls vacuum through the shaft, to operate a spring loaded weight. It also allows me to use the 5/16 drive and oil pump. 

I took it apart today, removed the governor assy and it's soaking, to clean it up. It doesn't look any different than a std points dist, from the weights up.

I've written about this in my Member Project but, I though many others might be interested in doing this.

I bought the TR off Brent's JJ and while doing machine work on it, I found that the bolt pattern, for the top plenum, was the same as a 4500 Dominator carb and looked like one would fit the lower manifold ports. I found a 8896, 1050 cfm carb, at a swap meet, about 3 mo ago and confirmed that they will fit w/o any throttle interference to the manifold but, I thought it might flow better if a spacer was used, to straighten the transition, to the TP runners. So, I made two 3/4" spacers, with 2.03 bores.

Another problem that reared it's head, was the intern, progressive linkage. They make a 1/1 & 2 styles progressive, my 8896 has what they call a "soft stag", the other is "Staged". The Staged is for 4v application and the Soft staged was developed for 8v applications ans starts opening the secondarys, at 15° as opposed to about 37° of the staged linkage. Now the easy thing to do, is to replace the throttle linkage to the 1/1 but, those little things, believe it or not, are up to $75 each......

I decided to try a a slot in the spacer, about .20/.30 deep & angled to connect both sides, for that first 15° of opening. 1/1 linkage, uses .028 squirters and progressives linkage, use .035's so, I'll replace the secondarys with .028 and leave the .035's in the primarys and see how it works.

It seems more than a coincident that the Weiand TR has the 4500 bolt pattern for the 4150 plenum, did they ever sell a upper manifold for the 4500 carb?

Here are some pictures.

This is a new ad today on Ebay, for a Immerson MFI system. In the ad, it's said that they may have been designed and made in the 60's and only 10 were made. There a lot of picture to look at. I don't remember them them, how about you, Cammer?

I'm posting this here, not as a ad but, as a historic FE part so, more members might see it and a conversation might develop. I have nothing to do with the selling of this.

Here Immerson has adapted a early Chrysler Hemi, Hilborn manifold to the FE. As I remember, that engine has 4 9/16" bore centers and matches up well with Ford's spacing, only about 1/16" off.

Has anyone ever heard of Ernie Immerson? He must have been heavily in the FE, to do this!

Enjoy:

https://www.ebay.com/itm/175294247546?hash=item28d059f27a:g:xhUAAOSwGKxijTIO

I'm looking for a source of 9" axles, 31 - 35 spline and or axle housings for my Austin Healey.

If anyone has a complete rear end, 50" - 52" across the axle flanges, I'd be very interested.

I do have someone, local, that can do the housing work, for me for $275.