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 With the flywheel and stock-style...  With the flywheel and stock-style clutch already having been balanced together as a unit, it easily bolts onto the back of the crank followed by a cast-iron bellhousing, another item salvaged from H&H’s yard.  One item Mike doesn’t have...  One item Mike doesn’t have to rely on using up a limited supply of is the starter plate—H&H uses their own aluminum ones, as good originals are hard to find. They accept stock and/or high-torque gear reduction starters such as Powermaster’s XS.  One item Mike doesn’t have...  One item Mike doesn’t have to rely on using up a limited supply of is the starter plate—H&H uses their own aluminum ones, as good originals are hard to find. They accept stock and/or high-torque gear reduction starters such as Powermaster’s XS.  For induction, we’re using...  For induction, we’re using H&H’s new Regular Dual Navarro intake with Speedway’s 9Super7 dual-barrel carbs and linkage (fuel supply will be addressed once the engine’s in the car).  One thing I’ve never really...  One thing I’ve never really liked the look of is a modern alternator mounted on the front of a vintage Flathead. This is one area where aesthetics rule … well, sort of. Keeping the old-time looks and reliable charging is achieved with a 75-amp PowerGen alternator.  Same can pretty much be said...  Same can pretty much be said for the MSD electronic ignition by simply swapping distributor caps; plug wires are cloth-wrapped and insulated (suppression style, NOT solid core).  Same can pretty much be said...  Same can pretty much be said for the MSD electronic ignition by simply swapping distributor caps; plug wires are cloth-wrapped and insulated (suppression style, NOT solid core).  Finally, all buttoned up and...  Finally, all buttoned up and ready to be test run. As good looking as it was (and still is), right at this point I started getting flashbacks of my earlier Flathead experiences and had my doubts about the forthcoming test.  But without exaggeration,...  But without exaggeration, the motor fired on the first crank and idled perfectly on the test stand. Throttle response was super crisp and the siamesed exhaust sung that undeniable Flathead tune through the stand’s Hushpower mufflers. Once he’d got 50 pounds of oil pressure, Mike allowed the engine to cool before re-torquing the heads. My worries had been laid to rest just as quickly as they’d appeared. Now all that’s left is completing the rest of the ’33 …
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