Very nice cleanup of the radiator support. Well Done.
I asked about Raystown in that my friends with boats generally go to a cove, tie up together, and enjoy beverages. Not much boating other than that.
A 65-73 toploader is indeed near bullet proof for a street car (and can hold up at the strip too if built to big block specs.)
My choice would be one with a wide ratio (2.78) low first gear. Good for acceleration, street and strip. With a 306-347 in a light car you could get away with the 1 1/6" small block input and 28 spline output shaft for quite a while. The big block ones are stronger (of course) and use a 1 3/8" input, 31 spline output shaft. Unfortunately factory big blocks were only built as a close ratio. The aftermarket stepped up and they can give us a good replace big block input type input in wide ratio form. Because I was twisting small block transmission's input shafts week after week at the track once I got my suspension working, I updated it with the that adapter big block input and it holds up just fine. Later I swapped to the 31 spline output too.
Lots of good reading about the conversion here: https://www.fordmuscleforums.com/tran...placement.html
You will want a toploader with the long pilot shaft stub to fit a small block:
You have to be careful of the 390 as it has the small diameter input shaft/output shaft AND the short pilot bearing stub. The input can be swapped to a long one if needed though.
You want the wide mounting 8 bolt case used in late 65-73', not the narrow 4 bolt case used only in 64':
Avoid the late 70's OD 3 speed like the plague for performance use. It looks very similar to a good toploader 4 speed but uses a puny gear for OD. They are common and often cheaper than a normal toploader. Not a good source for parts either as the guts are pretty much unique. The case will be cast with at least a D7DR and maybe a D8 which signifies late 70's.
I do not know which output housing you would need for a Comet, but assume that the one from the 64/65 Falcon would be correct because it locates the shifter forward. The housing is 14" long and would require the common 24"' output shaft that is used in the Mustang/Cougar. David Kee sells a universal tailhousing that covers most applications by having multiple bolt-on locations, as seen on the bottom of this photo:
The top one is typical Mustang with the shifter at the rear.
This sounds like a lot of info, but the good thing about the toploader is that parts are very interchangeable in the factory case. Change 2nd, 3rd, 4th (then input shaft) gears and the cluster out and you can make a close ratio into a wide ratio and vice-versa. For this reason, don't automatically assume that the ID tag on the side of the case is correct in this respect. It is common to find a mis-match and the only real way to know is to remove the top cover and count the # of teeth on 2nd gear.
If you want some very good reading on the toploader I suggest visiting David Kees website: David Kee Toploader Transmissions, Inc.
I have bought stuff from David and have no complaints. I also get stuff from other vendors too. Getting any part for the toploader is really easy thanks to good vendors and Egay.
This summary should give you some idea of what you want and what to avoid. If you should need help with your toploader, just let me know as I have a little knowledge of them.
Due to my racing, I keep a few things around too.