Here's one that show's the headers and how the rear set now exits straight down, as opposed to exiting right at the starter solenoid when I bought them. I ended up chopping a wedge out of them and welding them back. Now they are identical to the Clifford Performance "high-starter" headers that Clifford no longer makes (ugh-it's still in their catalog though)
You can't really see it, but I painted the extruded part of the fan blades yellow, while the rest is green. Looks pretty cool when the radiator is out or when you are up close!
Here's the junk in the motor: '64 block and head, block .030" over, head ported and polished, milled .100" big valves, 340 springs, Erson 280 deg, .465" cam, double roller chain, balanced rods and pistons, ARP rod bolts, Offenhauser 4 bbl intake, Edelbrock 500 4 bbl manual choke, Clifford shorty headers, HEI (Mopar electronic distibutor, Accel 35367 module, MSD Blaster coil, Magnecor wires (too bad they are blue, they don't match at all!). I think that's all, maybe I'll remember something else later.
Thanks for all the help along they way, you guys are the best!
. I bet it sound`s good open header`s too . I put a Clifford set-up on a customer`s Duster once and it running good with no problem`s to this day . Fast Too !!! Andy
for getting it in, and for having the know-how to fix the bugs, as for timing, that changed when you put in the cam, the fastest way to get it close to where it performs is to use a vacuam gauge and set the carb, then with test drives (beware at the stop light, fords & chitty's may pull up next to you) you can fine tune it, you'll be going in a circle trying to set everything, and I would STRONGLY suggest you get it set perfect and have time to drive it BEFORE you go the TURBO on 
