Slightly off subject here but a small hats off to Jay Broader for his help with a problem (self inflicted) with my C6 build. He didn't know me from Adam but was very helpful (answers his own phone)!

You can't argue with that kind of performance (331). I built a Shelby speck. GT350H a few years ago and used an Eagle 331 stroker assy in it. Had Trick Flow heads, Blue Thunder intake, Comp. solid cam, dual point dis. and a real K code carb. That engine was a pure joy, always eager to buzz 7000 pulling all the way!

 A friend is looking at a Cobra replica purchase and asked me about the 347 situation. My opinion is that the combination is a bit less than ideal so before advising him I attempted to do a bit of research. Google search revels mostly anecdotal info from Mustang forums or people selling engine parts, but an almost total lack of input from actual engine builders with experience in this area. Particularly the 331 vs 347 comparison for engine life and oil consumption. Comments anyone?

Yes I did, my opinion is in the case of the '60, the less gingerbread the better. I also eliminated the backup lights with LED lights across the top of the license plate. Sending you a photo.

Looking for '63-'64 factory chrome 427 valve covers. FOUND

    Two thoughts on this, first, the way I see it if standard replacement ring gears are available it would make no sense to tool up to produce your own. These flywheels are defiantly a low volume item. The second, I know this will sound a bit Mickey Mouse but if you ever looked at a ring gear that was damaged by a bad starter, generally the damage is limited to about four spots on the ring gear. This leaves quite a lot of useful areas still existing. You could heat the ring gear until it falls off or can be tapped of, relocate the bad ares and reinstall. Iffy I know.

     Aside from altering DCR would a change from straight up to four degrees advanced cam timing have a noticeable effect on torque production in the 2,500 to 4,000 RPM range?