![]() ![]() Also, on the passenger side, you may need to take a disc grinder and take a little off of the backing plate for the upper suspension mount, at the upper edge of the plate. BUT- the fit is so close to the inner fender/suspension mounts that you will need to REPLACE the motor mounts with good quality new mounts, and put up to 1/4" spacer plates under the mounts to raise them a little. The prototype for the headers was jigged up on a running '62 with AC and power steering, etc., so they do fit- and the steering gear can be serviced or removed without removing the header on that side. Good luck with them- once they're installed you'll be amazed!Ī few notes of caution- as you noted there isn't much clearance. There are a couple of tricks to getting these things in, so call the plant (number should be on their website) and ask for the instructions- I just got them over the phone and gave them to the muffler shop. One last note- when I got mine, they were fairly new in terms of development, and there were no written instructions. The fit is so close that these headers are best left to a professional shop who does a lot of custom hot rod work to install. The Holleys have a very good electric choke. Also- there is no heat sink for the hot air choke for the stock carb, so you will have to deal with that somehow. One of the tubes comes very close, but it will clear. ![]() The headers were over $400- actually by the time shipping and tax was added, it was over $500.00.Ī few notes of caution- as you noted there isn't much clearance. Get two sets of gaskets- one comes with them, and get another set just in case- also expensive, about $25.00 pert set. The headers are very good quality, but a little pricey- but this company is the only one that makes them. I could have changed to '63 manifolds, but finding a good set that wasn't an arm and a leg was too hard. I didn't get them to increase performance, just to get away from the cracking iron manifolds. The stock manifolds must really be restrictive! I use a Holley replacement carb, and it was not necessary to re-jet- just re-set the idle mixture. The system was upgraded to 2" before I put the headers on, and some increase in power was noted, but the difference in power due to the addition of the headers is hard to believe, and the noise level increases only very slightly- still pretty quiet. The mufflers are stock to fit the tri-power 'Birds, as they have a 2" system. I got a set last year for my '62, along with increasing the diameter of the exhaust system to 2". ↳ Tutorials Tips Tricks and How To.Go to for headers for the TBird.↳ MEL Engine Ignition and General Electrical Topics.↳ MEL Transmission Basic Specifications.↳ Introduce Yourself and Show us Your Ride.↳ Welcome and About the Forum and The Rules.Important Announcements and How to Use this Forum.Since the 4 HP difference was in a way smaller, less powerful 312 engine, the difference in the larger, more powerful 430 is likely higher. That means the Mercury version of the 430 is actually a bit stronger than the Lincoln version despite its slightly lower rating. So the Ram Horn manifolds are indeed better. With the ram horn manifolds, the engine made another 4 HP more than with the big port overhead log manifolds. There were 2 different port sizes available on the chassis clear - overhead log manifolds, with the bigger port manifolds the engine made 5 HP more than with the small port ones. The ram horns were only used on 1961 - 1964 medium duty trucks, all other applications had the overhead log style manifolds. As the Ford MEL V8, the Y-Block was also buildt with chassis clear - overhead log style exhaust manifolds and with ram horn exhaust manifolds, both look very similar than the MEL manifolds. Ted Eaton did a dyno comparison on exhaust systems for the Ford Y-Block V8. I think I can finally answer my own question. ![]()
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