"There will be a 560 cubic inch limit on all engines except the Ford 429/460 based power plants which will be allowed 620 cubes."

     Yes, I agree the '66-'67 Fairlane would make a good competitor, but I just might lean toward the '71 "J" code 429SCJ Mustang with the above statement in the rules.     

     I'm kinda amazed at this ruling, though not complaining, as GM has had way to many favors in the rule making over the decades, but still............?     

     Scott.

Sounds like they wrote that rule to nullify any advantage to using an aftermarket block since that is about where the stock BBC block will top out,while you can easily exceed 560 with a stock 429/460 block if you find a thick one.

Yes get all of the old gas out and start with fresh gas,I have an old electric pump that I use to pump the gas out of a rig thats been sitting long enough for the gas to go bad,which with todays gas can be a year or less.A jumper box works great to power it up and a hose on the discharge to stick in a gas can.I made the mistake once of trying to run the old gas out of a car that had been sitting for a while and the varnished gas ended up coating the valve stems and guides and causing some valves to stick.I initially got the car running by running a hose from the engine driven pump into a can of fresh gas after cleaning out the carb and it ran great for a couple of hours.After checking it over for leaks and checking the timing and carb adjustment I switched the fuel supply back to the tank and took it out for a test drive.After taking it on short drives over a couple of days it started running worse and worse,after checking it out I found multiple valves sticking,and after swapping the heads out and inspecting the old ones the stemms were heavily coated with hard varnish and you could see where it was being scraped off by the guides.

Another common problem with vacuum advance distributors is failing to reattach the braided ground strap when replacing the points.I've even seen distributors that were missing the ground strap,the pivot for the movable breaker plate doesn't always provide a reliable ground.

Quote from: 427John on July 23, 2021, 02:56:29 AM

Yes Frank at the time of my post about the FT crank possibility the C4AE forging number had yet to be disclosed and when I clicked on the pic thumbnails to read the forging number the pic becomes so large and grainy I still couldn't read it.

Just a tip: When you click on the pic and it gets super large, right click on the big picture and choose "open image in a new tab". It will come up as a full screen picture, not the super large pictures that people post.

Thanks I knew it was probably something I was doing wrong,my computer skills are limited.

John, we are talking about the OP's crank, right and it's origin?

If you'll look at Mikes pictures of the FT cranks, you'll see that there is no way that the OP crank could have been made from a FT crank. It doesn't have the markings or crank flange of the OP's and I don't think they would have welded up the radius on the counter weights. Plus the FT cranks are light and use external balance. Lastly, as someone else inferred, the crank bolt would be larger.

Yes Frank at the time of my post about the FT crank possibility the C4AE forging number had yet to be disclosed and when I clicked on the pic thumbnails to read the forging number the pic becomes so large and grainy I still couldn't read it.While the C4AE forging number does exclude it being an FT crank,the appearance of the counterweights on a crank that had been stroked wouldn't necessarily.Also when FT cranks were converted for pass. car use it was normal for the flywheel flange to be thinned to match the pass car version to allow compatibility with car flywheels and bellhousings.As far as welding up the radius on the counterweight the weld was added on the outer half  of the throw to increase the stroke including the arms of the throw to allow offset grinding  back to the original journal size to increase stroke,the additional weld on the arms of the throw and the outer half of the journal was to allow them to form a new radius when offset grinding it.Any weld added to the inner half of the throw would be ground back off when offset grinding to a longer stroke,and would typically only be required when repairing a badly damaged journal.There was a ton of labor involved which made it expensive and explains why stroking didn't become really common until the availability longer chevy rods that allowed offset grinding to a smaller journal size and the relatively inexpensive cast stroker cranks.

Quote from: 427John on July 18, 2021, 08:58:41 PM

Another possibility is a welded and stroked 361 or 391 crank,that wouldn't be the first one done, back in the days before the availability of the stroker cranks we have today it wasn't unheard of for someone to take a steel 361 or 391 FT crank have it welded and stroked and have the snout turned down for pass car use.Thats how the whole stroker crank business got its start.Some of the more reputable shops did such fine work that it was hard to tell anything was done.

Regarding this, the 361 that I have and the 391's I've seen (3 of them), have distinct counter weights, that have a large radius.

Frank when one of the shops welded and stroked factory cranks there was usually some amount of reworking the counterweights too,in some cases they even added counterweights where there wasn't one before.Its also not uncommon to cut down the counterweight radius to make the crank fit into a smaller crankcase,an example being reworking a forged steel y-block crank to fit into a 289 block or a 454 chevy crank to use for a 348 stroker crank.

Another possibility is a welded and stroked 361 or 391 crank,that wouldn't be the first one done, back in the days before the availability of the stroker cranks we have today it wasn't unheard of for someone to take a steel 361 or 391 FT crank have it welded and stroked and have the snout turned down for pass car use.Thats how the whole stroker crank business got its start.Some of the more reputable shops did such fine work that it was hard to tell anything was done.

Unfortunately I never had the pleasure of working with either of those guys,though my cyclone did pass thru Bill Irelands  shop at some time prior to my ownership.This guys name was Schultz and he was partnered with another guy who's name escapes me they raced together for years from the mid 60's to the early 70's and then had some sort of falling out. He made it sound like while they did OK in SS for independents they weren't very successful in Pro Stock.