You may wish to consider that Precision Oil Pumps sells an ARP stud kit to replace the standard cap screws, originally, used by Ford

I'm curious if the headers you use have the sealing bead around the port, or are they flat? The sealing bead seems like they would tend to warp the sealing surface when the "ears" are tightened down, at least when using no gasket. Just guessing at that though.
[/quote]

My flanges were water jet from .250 thick material and TIG welded completely on the inside and gap welded on the outside with a surface mill for final. Please understand that these headers are competition only and from inception they were intended to mount directly to the head. I would not suggest this method for the street in any way.

I have done the Auto Parts storeroom search for a lower hose for my 64' Fairlane (FE) and found the answer contained within the lower hose, formed-to-fit, for a 2003/04, F350 Super Duty with a 6.0 diesel. My purchase was a Gates#22779 which turned out to be excessively long for my application and I needed to trim approximately 1 inch off only one end but both inside diameters were correct for the lower rad. outlet and WP inlet. Although my application is Fairlane the situation is very similar. Good luck.

It wouldn't change the maintenance problem since the ratio spread percentages would remain the same as a 4speed. Additionally, you would have invested approximately $1100, or more, per trans for no benefit if you ran it as a 4speed instead of a 5.

Thanks for the info. Liberty promised that it was a unknown problem when I brought it to him and he would get it fixed.  I tried multiple iterations of shift dog counts (all at my expense, I might add) and all it did was make matters worse. Actually, the highest shift count achieved was with a 3-dog setup that Liberty said would never work but it was the only one he had that I hadn't tried. I tell you this so you won't be drawn into their revenue machine when the 4 speed begins to have problems. My trans were both built with 5-dogs; he had me try 6 and when that reduced the shift count by almost 30%, he suggested 7. I requested 4 and the answer was, he didn't like making those because that's what his competitor used and I already told you the 3-dog story, but I insisted on the 3 and, somewhat, improved durability. The "company" line was that the original design had 3-dogs (5 speed trans) and Greg Anderson requested they try 5-dogs to reduce maintenance frequency and they switched all production to 5-dogs, based on Anderson's satisfaction. Again, the results are based on 5 speed applications in an ultra-light weight combination. The racers using 4 speed trans will all tell you (if truthful) that the two trans act like two, completely different, parts based on the ratio drop benefit derived from the extra gear and starting line weight of the application. The almost unbelievable fact is that, as a driver you can actually feel that the 3 dog setup shifts easier and quicker but I've only used it on 2nd and 3rd speed. No need for 1st and 4th is completely different animal and pretty reliable at 50 to 65 shifts before needing service. Breaking any internal part is almost none existent but 4 speed dog wear can be an issue. Good luck.

I already sense the flames but if you have a choice between a Liberty Extreme 4 speed and a 5 speed clutchless, choose the 5 speed. I race in NHRA SuperStock with a Liberty 4 speed clutchless for the last 10 years and can verify that maintenance on a 4 speed is, exponentially, higher than a 5 speed. The problem is universal to any manufacturer's 4 speed clutchless; the gear ratio spacing is simply so wide on a 4 speed, by comparison to 5 speed spacing, that gear rpm equalization damage during the upshifts accelerates to the point that 3rd speed dogs and slider require service (replacement) between 12 to 20 full rpm shifts. This is NOT an issue with the 5 speed boxes, as SuperStock users report that they easily go 100 runs without requiring service. You will hit the B.S. wall when you attempt to verify what I am reporting from mine and several other S/S racer's 4 speed experiences. Don't misunderstand, my Liberty Extreme is a brute and this is the only issue I have ever had with his trans. Additionally, don't miss the fact that a ProStock car is 2350lbs, requiring a lot less 1st gear ratio than a 3300lb SuperStock car which calculates into causing those gear spacing statements made earlier. Choose wisely, good luck.

Currently, the only Cobra I'm aware of that is running NHRA SuperStock and SS/GT belongs to John Stock, based out of Ohio and his cage/roll bar resembles a funny car-type enclosure around the driver's upper body. I believe John's car is a Kirkham, prepared for NHRA racing by Pat and Andy Kronenbitter of PK Race Cars, based near Columbus, OH.