I never really doubted John Slack's mechanical ability, it was more the idea if a racing induction system could be made to work on the street or if the CROSS BOSS was one of those factory efforts that just did not work well. It makes sense when you are responsible for a 4,300 hp, 12 cylinder racing airplane engine, the same process can be applied to sorting out the issues we had on the CROSS BOSS. It was a learning experience to watch John investigate several aspects pertaining to the prior installation of the CROSS BOSS. The final area were modifications to some of the internal parts of the In-Line carb. All these changes and new pieces were made from scratch right at John's shop. Multiple drives provided feed back in degrees of improvements and other areas that needed to be addressed. When I was once thinking about putting Webers on a '65 GT350, Jack Hoare (Shelby American's tuner for the Daytona Coupes) told me to read the plugs. Sure enough, after each drive we would look for changes in the plugs. It all has come together in the end, the CROSS BOSS is running better than it ever has. John feels it is 95% percent there, I was pretty happy at 75%, John wants to go after the other 5%, that's John. My first 100 plus mile drive is tomorrow morning, at that point, we will have another 8 to 10 heat cycles and it will be time to re toque and safety wire the intake bolts for the second time. A learning curve on how it is done correctly. People like John and Randy Gillis are blessings to our club and now I can touch the surface on understanding where the shortcomings were on the CROSS BOSS but also how it can be improved upon from when Ford stopped the project. Mark