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Nice mate, very cool! Love the renewed stickers and decas available now. I was only watching a Hagerty rebuild on youtube the otherday and he was putting a repro 'Thriftpower' decal on an old Chev 6cyl motor.

For longevity, you are better off with a 331 over a 347, most 347's end up with the wrist pin behind the oil rings because the piston are so short, another draw back is also because of the short piston they tend to rock in the bores when the engine is cold and flog them out. There are plenty of ways to reach your power goals but you could help us out by telling us what your intentions are for the car (also what car it's going into), is it a street/strip car, with emphasis on street (and if more street than anything will it be a highway cruiser or an around town brawler) or strip (those can be two pretty different combos) or are corners more your thing, or even just a cruiser that sounds good and is capable of the occasional skid, what is the running gear you are planning to put behind it is it going to be a manual, is it going to be an auto, if it's going to be an auto which one and how much high stall are you willing to run, what's your rear end setup and do you have and what ratios would you like to run the more info you provide the better people can help you

It only took under a week to get my stickers from new jersey and they are pretty close match except i fkd up on the rocker cover decal shes a 73 one i just took a gamble the engine is a 73 but if it turns out its a 72 i will just re order the correct one im really starting to get interrsted in american fords there is so much out there to sus out Sent from my SM-G570Y using Tapatalk

You'll need to run a main cap brace, or the block will often develop cracks. AFR185 cylinder heads are proven, and an intake/carb/injection setup to suit the intended use (rev range etc) of the engine. The go-to cam, was the Ford Motorsport E303 cam, but I believe there are better/more modern aftermarket profiles available now?

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well good news. Finally the Escort is running pretty good. I will drive it tomorrow properly to confirm, but I am pretty sure its running pretty close to right. I went and took the car to my mate, who is a mechanic at The Healey Factory. He owns a Microtech exhaust gas reader (sniffer), but unfortunately a colleague of his has it at the moment. However, he was quick to pick up what the carby needed to get it right. he jumped in the passenger seat, and we went around the block, and I mean around the block. barely out of 2nd gear and he could already tell me what I needed to do with jetting. not the size of jetting, just whether i had to go up or down. The car was lean on the primary, and too rich going onto wide open throttle when the secondary opens. What I was running: 140 Primary main 125 Secondary main Pump jet 50 single squirt What I am running now to get it going: 165 primary main 135 secondary main 40 size pump jet, twin squirt (squirts down both barrels at the same time) I didnt expect to have to go up so big with the primary main. At WOT it feels good, but i suspect ill have to go bigger yet in the secondary main too. But I will leave it for now until i can use the sniffer to get an AFR read out. I borrowed a jetting kit from Angry Anglia so I had access to jets from 110 to 180.