I was once talking to the owner of RRS about subframe connectors.  RRS is also an Australian company that makes Ford suspension parts.  He was telling me that they tested just about every frame connector they could get their hands on and more or less said they're not worth the weight they add to the car, which isn't much.  He had a setup where he would jack up a corner of the car and measure the flex/twist with dial indicators along the chassis.

They are supposed to work with a roll bar/cage to stiffen the chassis and help support it in case of an accident. If he was taking measurements without it being welded into a roll bar or cage I could see it not be worth the effort but I wouldn’t believe his statement if it was.

I looked it up in the NHRA rule book for stock eliminator and it reads the stock mounting points must remain. It looks like they wouldn’t be legal.

I ordered Cal-Tracs for my Shelby clone stocker. The Cal-Trac split mono leaf springs were wider than stock springs and caused a tire clearance issue because I had purchased rims with back spacing based on the factory width springs.

I ran dual 660 on my 427 engine for many years. This was an engine used in 2 of my race cars that saw frequent jet changes. I kept a good supply of new O rings available as the frequent removal of the transfer tubes seemed to cause failure. Make sure your tubes are in good shape, they seem to be made out of cheap metal that becomes rough and pitted over the years.
With good clean tubes and new O rings I didn’t have any leaks.

Not sure what year, my manifold has Shelby name plate cast in manifold with no Edlebrock identification.  The Shelby name plate manifold comes with a cut down divider. For a ‘67 Shelby in stock eliminator a Holley #3418 850cfm is also legal.
I’m surprised at the jet sizes I’m running and it appears I can go larger although my experience with FE’s is leaner is usually a little quicker.

NHRA Notes:
Cylinder Head Castings
1 - C7AE-A, C6AE-A, R, C8OE-N,(F5WE-A Stock Only)
2 – Carb sizes 1.750 X 1.750/1.562 X 1.562 or 1.686 X 1.686/1.375 X 1.437
3 – Alternate intake manifolds C7AE-C, C7AE-F and Shelby (nameplate cast in manifold)
4 – Alternate intake manifolds C7AE-H and C5AE-E Shelby nameplate cast in
5 – Carb number C5AF-BC  1.686 X 1.686/1.313 X 1.375 or BU & BT  1.686 X 1.686/1.375 X 1.437

What gear did you change to?  My 4.86 gears are a little steep. I’m changing the tire to the smaller roll out 30” Hoosier radial as soon as I get a chance.  The 9x28’s on there now put me through the lights about 7,600rpm, it should drop to around 7,300 or so with the change.
My best run so far has been 10.23 at Pomona Winternationals. My goal after I get settled at the new house in Arizona is to order some REF headers and put the radials on and hope with some tuning pick up a couple of tenths to get to 1.00 sec. under in A/SA.

How about the least power?  Or what a factory street TP would have been.
I had a factory supplied engine used by Mickey Thompson for endurance record attempts at Bonneville.
The only item I didn’t have was the correct carbs. The engine was stock 427 bore and stroke, 12.5-1 pistons, nascar rods, stock iron heads, 8v intake, stock adjustable rockers and solid lifters. Cam lift was about .577 (I didn’t know the duration) it even had a factory nylon coated timing chain gear.
I ran the ET & MPH numbers through Wallace Racing calculator and it showed the factory stock engine produced approximately 540hp.