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He worked magic on my 3300/3301 BC/BD carbs. Wonderful experience.

Inspiring!

I have an FAA mandatory retirement coming. I have been sliding into "less work" for the past year.

Many years ago a grizzly old Captain said to me: "You'll go when you have enough and you've had enough."

All the best to you Randy!

Well done. Fun to watch someone good at what they do.

Handles the low speed spin out at 2:05 gracefully.

This beauty was at a Shelby meet at Texas World Speedway in 1982. I was an Engineering student at Texas A&M University with an affinity for all things Ford and fast. They opened the track for the GT-40, a Daytona Coupe and Jay Bittle's '67 GT-500. Those three were blasting around the track in close formation and the sound was making the hair on the back of my neck stand up.

As a Navy Pilot with around 400 catapult shots, I can confirm that he had no idea. Cat shots are cool but 200+ down the Mulsanne in a MKII would beat it every day and twice on Sunday. Once you go off the pointy end of the ship there is very little reference of speed. The eyeball height of fhe MKII/MKIV (about 36") with the terrain whizzing past has got to be magical.

This is on 6S135.

  Let me add to this a bit.
     "ALL" engines will ONLY flow a specific amount of air through a carburetor REGARDLESS of CFM capability of the carburetor. Now it would be stupid to take my statement and put a ONE barrel , 6 cylinder carb on a 427 or vice versa. Those who subscribe to the 289=600cfm rule as an absolute are WRONG. Last time I checked there are about 60 DIFFERENT 600cfm Holleys and only about 5 or 6 that really work well on a 289. WHY? Because they are "generic" in design. In late '64 , Holley engineers spent allot of time calibrating an existing Holley four barrel to work on a 289 High performance engine with a "high rise" intake and tubular steel headers. The result is the 3259 , "GT350" carburetor. It was revised ( better front metering block) and given the 3259-1 list number and the S2MS9510-A ID number added . The adjustments made allowed this former 427 FE carburetor to work on the smaller 289. While the maximum air flow potential is 715CFM , (again) the 289 will only flow a lesser number as produced. The extra air capacity does NOT  "flood" the engine!!!!!!! THAT is a physical impossibility! Pure and simple. Carburetors are not designed to POUR fuel into an engine , they are designed to add fuel to air SUCKED in by the engine underneath it. The vacuum "signal" that the "boosters" "see" , pulls fuel out of the float bowls. YES a smaller CFM carburetor "can" be easier to calibrate because the smaller venturi helps the "pull" on the fuel. The amount of air flowing through the carburetor is UNCHANGED from the 715. Now change the camshaft , port the heads etc . and the AIRFLOW the engine creates will change and a larger carburetor "might" be needed. Random picking of a carburetor by size alone "may" not provide perfect calibration and require adjustments ( much like Holley engineers did on the 3259). There are at least 30 different 750 cfm carbs and "most" of them would require adjustments to fine tune them to a specific engine.
     This is what keeps carburetor specialists like Drew busy. Drew has the experience needed to match a carburetor to an application OR tell us it won't work. Most of us can change jets , power valves , gaskets .FEW of us can "optimally" tune a carburetor with air bleeds, power valve restrictions etc. like an expert does.
    Randy

That is GOLD! Great explanation.

I can't tell but are the cutouts the remote electric valve activated variety or manual ?

Electrically actuated. Switch is under the dash.

No holes were drilled and no hammering on any panels or towers. All the original equipment is safely stored in my attic.

Thanks everyone for the great info. It really helped me put a set of headers on my '67 R Code Fairlane.

It was a tight fit but it worked out great!. That motor is really breathing now.

I bought Mad Dog Headers after a strong recommendation from a friend who has used them several times. Great set with good quality. Easy to install. Took about six weeks to get them built and shipped. Tight clearance on the driver's side shock tower but nothing terrible.

I had to remove the starter, alternator and motor mounts. Jacked up the motor about three inches. Not too bad after all that stuff is out of the way.

The original cast iron headers and the original "H" pipe exhaust were in great shape but the small (2-1/4") size were creating a fair amount of back pressure.

When I was taking it apart I found a flapper valve on the passenger side directly after the cast iron header. Someone told me it was to provide heat to the automatic choke. Seems like an odd way to do that.

I put 3" pipes all the way out the rear with a set Moroso Spriral Flow mufflers and a set of cutouts. Sounds great!! The motor has been "improved" and when I open the cutouts it is LOUD!!!! I have side exits on 6S135 but this is another dimension of loud. Wife says it is brutal, vicious and ferocious. I get a perma-smile that lasts for about an hour after reving through the cutouts. Through the mufflers with the windows up it is quite enjoyable.

The same blue Comet sold at Bonhams this year for $80,614 all in so don't feel like you missed out too much on a flip at 135k!

I don't think it went for $135K. When I called about it the guy told me it was already reduced and had been for sale for several months.

Greg,

Sent you a PM.

The same blue Comet sold at Bonhams this year for $80,614 all in so don't feel like you missed out too much on a flip at 135k!

Yeah, I saw that a couple of weeks after the auction. Information is useful. Timely information is powerful.

SFM6S135

Looking for an R-Code Comet or Fairlane from 1967.

Missed this deal by one day. Sold to a lucky guy in Chicago.
https://classiccars.com/listings/view/1329348/1967-mercury-comet-for-sale-in-holliston-massachusetts-01746

Current seller says he bought it in 1988 and never tried to get the engine running. Didn't even see if it would spin. I find that odd.