Perhaps some of you have read my recent post about heat riser placement. A while back, Ted advised me to install a heat riser on my 56 Victoria due to probable icing in the carburator. On a cold morning, maybe between 20-30 degrees, the car would start and run ok for maybe the first mile or two. Stop for a traffic light and i would have to do a severe brake stand to keep the engine running. Limp along for a few more miles and the engine would smooth out after reaching warm up. I installed the heat riser and It still happened. Don't know what to try if it happens again. I have even thought about changing manifold and carburator and reinstalling a rebuilt teapot with hot air choke to see if it helps.I have one ready to go. I will pull the aircleaner off and check for ice if it happens again. The post about the 62 Galaxie reminds me of when I worked summers in a restoration shop. Nearly every two door Ford or scruby had to have the hole on the transmission tunnel patched where 3 speed shifters were put in . Funny how most customers wanted their cars returned to automatics.Original bench seats were hard to find and expensive. One dealer wanted $750.00 for a good original 56 Victoria bench seat.

Thanks for reading the post but there's one more story I'd like to share then i'll leave everyone alone:  After giving that 383 '62 Galaxie more thought lately, I remembered it being the only car I have ever experienced known carburetor icing. While on a long trip one night the engine began losing power as if there was a fuel problem so I pulled off the expressway and removed the air filter assembly to check for a healthy squirt from the accelerator pump. The air cleaner was simply a typical exposed element type like many of us have. It was quite strange seeing all that "stuff" built up in and around the primary venturis never suspecting ice until touching it. The ice melted in a very short time and we continued on to our destination with no further drama. I wonder if carb ice has happened to any of us and if one didn't soon afterwards look in the carburetor it would have gone undetected.  I remember the outside temp wasn't real cold, certanly above freezing, but the humidity must have been high that night for this to happen.   Carb ice isn't just for airplanes.
 

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Thanks for sharing.  Those M-E-L engines are almost in a class by themselves.  Did see a 1957 Ford sedan early on with a transplanted 383 Mercury engine. The 383 engines were available as both two barrel and four barrel versions.  That particular ’57 had the two barrel version.

Lorena, Texas (South of Waco)

Very cool story! Sounds like that galaxie would’ve greatly benefited with a good 4-speed gear box and a shorter axle ratio. Bet it was a lot of fun off a 30 mph roll!

Kent — Round Rock, TX
'56 F-100  | '56 Crown Vic  |  '57 Fairlaine 500  |  '57 Thunderbird

THANX! for sharing. Brings back memories as most cars I had were junkyard parts.

Want to hear a fool story?

In 1970 I think it was, a buddy and I decided to go roundy-round in LIMITED SPORTSMAN. He came across a perfect 57 CUSTOM and us not reading the rules thoroughly put a take-out 430 in it. His brother-in-law had just came back from 'Nam and was a helicopter mechanic. He wired a fancy wiring harness in the car you wouldn't believe. The detail was perfect.

Any-who, we found out (later) the engine size had to match the model year and then found a 60 STARLINER sitting on a 64 FORD frame and NASCAR CAGE and allowed an FE as everything else in the class was SBC.

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I thought it would be best to start a new post rather than add to the present "improve oiling for tappets" post where Koltulz asked for comments.  I'm attempting to remember information from 1967-68 and I'm sure many details will be left out.  This was no "sexy" build by any means but rather is about a 17-18 year old kid having a lot of fun with what ever I could get my hands on. My car was a beat up '62 Galaxie, worn out 292 with a 2 speed automatic purchased from my next door neighbor so I knew the car very well - I kept it running for them.  I was offered a 383 L-E-M low mileage engine from a wrecked '58 Mercury, something I just couldn't live without. Very long story cut short, I learned many engine parts were common with the FE engine. Working in the shop at a local auto parts store helped me source a few used parts: FE flywheel and bell housing with related clutch and linkage along with a 3 speed manual trans that was hardly a match for the awesome torque of this 383 engine. The rocker arms and lifters were interchangeable with the FE engine so I purchased solid lifters and adjustable rockers for a 427 at the local Ford store. My thought was in leu of an unobtainable cam I could experiment with valve lash. This engine swap also required fabricating a pair of motor mounts with some help of a welder my uncle knew. I did partially disassemble the engine to check the wear on the rod and main bearings and found none. I was, however, very surprised to see for the first time a wedge shaped combustion chamber due to the deck being machined at an angle (10*?) and the cylinder head surface was totally flat. Don't remember how long it took me to pull the original drive train and get all this installed and running but working day and night it wasn't long.       Sorry I can't remember the exact details of carb tuning, ignition timing and playing with valve lash and the final combination of parts, but this engine was an extreme torquer. I had to gradually build speed in 1st gear or destroy 1st gear on the cluster and wipe out the slider. All street racing had to be done at about a 30 to 40 roll. The rear end was something like 3:1 ratio making this a very awkward combination.  I guess the best race was my buddies 65 327 impala. What made this particular race so cool is my Galaxie used to be their family car. How much more HP and torque the solid lifters and adjustable rockers made, if any, I'll never know.  I sold that car to a buddy a couple days before I entered the Navy, then Vietnam a year after that. 

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