On two occasions of running 2.5-in pipes through approximately stock under-chassis routing and tailpipe exit locations (in an 80 El Camino and a 67 Cyclone) the fit was VERY tight, especially going over the axle tubes and out the back.  I imagine with 3-in tube it would be a first-class exercise in frustration.  But Freiburger's zip-tie philosophy is not in the least bounded by such old-fashioned constraints.

As someone who messed with more than his fair share of thrashed muscle cars back in the day, I can't think of many -- if any at all -- that had pipes bigger than two and a quarter inch diameter.  But they weren't making 600 hp either, most realistically only about half to two thirds that amount.

I've always found Jok Nicholson's views and perspective thoughtful, this column no less so. 

For better or worse, bracket racing is like most (if not all) motorsports -- as the technology evolves and the prize money goes up, the low-bucks operator gets squeezed out and the big player has to seek every possible advantage at ever increasing expense.  Then the sanctioning body makes an effort to level the field and...presto!...pretty soon you have NASCAR's 'car of tomorrow' and drag racing main events that struggle to attract 16-car fields with race cars (funny cars, at any rate) that all look like anal suppositories.

Human nature at work I think..and the inevitable consequence of the engineering tendency to achieve homogeneity of design in the pursuit of perfection. 

Musical!

I loved my '66 Falcon wagon with the 428 and 390 and toploader.  Would love to find another to build.

haha...was the 390 in the back and 428 in front?  (sorry, couldn't resist)

Nice looking machine...but I'm confused.  Was the Marauder its own car, or an option package on the Montclair, or on the Monterray?

I was informed by a number of Blue Oval enthusiasts with experience at the old Norfolk assembly plant that Ford was notorious for changing small parts/fastener suppliers part-way through production runs, especially if they could get the part cheaper and increase profit. Accordingly, not unusual to have multiple parts suited for the same job, especially for small stuff like this.

As you have already indicated, if concours is NOT the objective and you are only striving for functionality, a solution is to use plastic or nylon threaded body inserts re-shaped on the bench grinder as required to fit the application.  This worked a treat on the 67 Mercury. It goes without saying, buy the inserts in bulk from a jobber instead of paying the rip-off (insert auto parts store name here) prices for one-sies and two-sies.

Howie: the 70 Mach 1 I owned for a short period had a 351C 4V with the shaker scoop; I'm quite certain it was the original engine.  A very quick car which easily thrashed a 71 340 Duster and a 70 Chevelle SS with a 325 horse 396.  Almost, but not quite, as quick as a 69 CJ 428 Cougar in the stable at the same time (late-70s).  Unfortunately, like so many northern cars it was beyond restoration and therefore junked for parts.  Today's restorers would be elated to find a car in similar condition.

Fine looking automobiles, those 66 Galaxies. Excellent and very informative video -- he goes driving at min 29.  Would be interesting to know what the total investment is in a project like this.