Cast SCAT crank and I-beam rods, 4032 11 cc dish piston, square decked iron block and heads, 6000 rpm max shift point, no rev limiter. Have not measured how much they rock in the bore, but should be minimal.  Street driven but might take a few runs down the track.

Trying to buy a little compression back, build was planned for a 8554 gasket, but if I go 1020 I can sneak up on compression a little, but quench goes to .036. 

I typically use .040 as a min, but see all kinds of crazy numbers out there, some much tighter than .036, thoughts?

Anyone know the difference between a Felpro KS2307 and an FS8554PT full gasket set?

Both show everywhere as the same parts, at least in terms of pictures, but one is 20 bucks cheaper.  8554 may indicate that it has the 8554 gasket, but all the references show the same head gasket in the 2307 kit.

I thought maybe the 8554 came with the block saver shims, but I don't see them in the description

Thanks!

First, let me say that Summit dragged me around for a month, finally said the manufacturer didn't have any.  To which Brent jumped in and I had it in 3-4 days, with a tracking number which I was able to revector to a Walgreen's pickup so 2 grand worth of EFI stuff didn't sit on my front porch.  This isn't a bitch about Summit as much as how easy it was for Brent to get the deal done.  So don't think if him as just engines, clutches and cams. 

Second, it arrived pre-packaged and assembled in a nice box that keeps everything safe.  I bought the setup that comes with a tablet, and is supposedly ready to bolt on, but I suspect it will need some customizing for my use





The setup has nice parts, an idle air motor, and everything you'd expect, to include a distributor and the tablet.  Although you can tell it's a street system, the feed lines are smaller than I run on my Mustang, but certainly adequate for the rating and 36 lb injectors.  Should be a nice truck or mild build setup



Last for now, I anticipate the intake will need to come apart, both for some porting and fitting but also because STILL Edelbrock doesn't get that EFI needs more than one access to water and Fords don't give you that access anywhere like a  Chevy  If they only would add a bung to allow use of a heater, a gauge, and the coolant temp sensor this would be easy



I will end up doing the same to this one as I did the Massflo setup on the Mustang

I have a couple of sets of nice connecting rods I am selling, one brand new unopened set of SCAT 2-454-6700-2200A, these are the upgraded ARP2000 rod bolts NOT the cheaper 8740 bolts, note the A suffix on the box and the picture of the bolts

These are 592 a set on Jegs, these are absolutely brand new, example Jegs listing below, I will knock 100 bucks off, 492.00 shipped CONUS, anyplace odd, talk to me first

When searching for yourself, again, these are the 600 dollar rods, not the 425 dollar -2200 rods with the 8740 bolts.  These are stout and the right con rods for any of our BBC rod strokers.

https://www.jegs.com/webapp/wcs/stores/servlet/SearchResultsPageCmd?Ntt=2-454-6700-2200A&requestYear=&storeId=10001&catalogId=10002&langId=-1&year=&make=&model=&submodel=&engine=&Nrpp=&No=&persistYmm=false

Actual pics of my connecting rods






The other set is a set of C7AE-B Ford 6.49 rods I took out of a running engine, bearings are like new, as was the crank that came out of it.  I wouldn't hesitate to install with these standard bearings, that is why I left them in.  All within 1-2 grams, decent balance tab on all.  These are 3/8 bolt, not CJ but came out of low mile std/std 428.  125.00 shipped CONUS, anyplace odd, talk to me first





Paypal gift OK, personal check or money order equally good, but need to wait until it clears

Thanks!

So, first, as I write this, I realized I didn't take any pictures and I am kicking myself for it.

So here's the run

Day 1 and Day 2 - Omaha, NE to Louisville, KY  - 10 hr drive that turned into 12 thanks to St Louis traffic.  That place is just a mess.  Too much traffic and not enough infrastructure repair IMHO

Delivered a nice little 289 core to Brent, found at a swap meet, and he'll get better use out of it than me.  After years of friendship online, got to hang out with him and his family and he even put me to work for a day, which felt less like work than fun.  It was a very nice time, and we got a lot of BSing done, along with some significant SBC and 351C work.  However, the secondary reason for the trip was to grab that hot rod 396 TFS headed FE for delivery.  I was going to Massachusetts, and only 30 minutes or so from Dennis (the new owner and forum member), and it made it a safer and easier ride in my truck versus letting the shippers beat it up.

Day 3 and Day 4 - Louisville, KY to Richmond, VA - Beautiful ride.  Went to visit my buddy Danny. One of my closest friends, he was key to the recent CJ reunion and is restoring a very rare 68.5 4.30 geared CJ 4 speed coupe alonf with a concours thoroughbred 390 GT fastback   We visited all over the local area talking to car guys, but best part was determining the build for the CJ and then loading all the parts into my truck for me to do over the winter.  Originally planned as a BBM headed, RPM intake hyd roller stroker, even though the neat aftermarket stuff is with me, we are going to do a max effort streetable stock looking FE build, iron CJ heads and intake, with only headers looking non-stock.  Sort of a "Day 2" look, but with all the modern tricks inside.  We ended up loading basically another engine and a half in the truck, around the 396, and off to Mass!

Day 5 - Met Dennis, the new owner of the 396, a great guy and forum member, and it was good to hear someone "without" an accent for a change   As a Massachusetts guy myself, my northeast accent has drifted away until I get a couple drinks in me LOL.   We unloaded the 396, BSed a bit, mostly about him tearing up his shoulder and the plans for the engine, but it was about 10 hrs into my day so I got out of town and headed to my hometown

Day 6 - 10 was uneventful, family stuff, although I tried hard to find more FE parts in my hometown area. I just couldn't track anything down.  Stayed in a very traditional and old Bed and Breakfast, expected it to be weird,  but it was beautiful and incredibly quiet and calm.  My quad cab 4x4 diesel didn't really fit in with the Civic and Prius in the yard, but it was a nice place and really relaxing.  Normally I stay at an AF reserve base nearby, but they were having an exercise and couldn't fit me in in, even using my "Colonel's voice" LOL

I saw all my family, cruised around the back roads with my uncle in his 51 F1 flathead truck, came up with a game plan for him to get his survivor 70 440-6 4 speed Road Runner going (which is a beauty of a car)  and started to run out of things to do so I boogied back to Nebraska, one 12 hr day to Toledo due to traffic, and a 10 hr day, in the hammer lane at 80, with the diesel getting an average of 22.5 MPG over the entire trip of 3000+ miles.

What a great time, two good down days with friends, one with Brent, one with Danny, and then some slow down time in my home town, likely the first time in 23 years to really take time and see the small town again

Like I said, no pics, wish I would have brought my wife, she may have hated the trip but would have taken pictures .

I have never been happy with the power brakes on my truck, vacuum is around 12 in/Hg and I decided I may try one, but it feels like a band-aid at best to me, waste of money at worst.  Anyone use one?  Were they magical?  Useless? a decent cover-up?

Thinking the tank style, just a reservoir, not something that makes vacuum

I have never had to do it, but about ready to go manual brakes on the F100 so though it may be worth giving it a shot first

I have a nice electric fuel pump that came with my EFI for the Mustang, I assume it's a Mallory EFI pump, likely a 29257, but the numbers don't match up and it has an on fitting on bottom.

Do any of your guys recognize the number, or know if the blue fitting would be a return coming from the fuel rails or a relief to bleed back to the tank?  Sending fuel from the georotr back to the tank seems like an odd thing to do, but not sure you could use it as a return from the injectors either.

The reason I am asking is I want to see if an FITech can control this pump using it's voltage control.  I elected to use dual in-tank pumps in my Mustang, but an external pump will be significantly easier in the F100

I think this is a decent pump and not cheap, and I know it's made for EFI, the odd return fitting and part number has me stumped though.  Any ideas?

I have a set of STD 428 pistons, all usable, all came out of a rebuilt 428 I bought to build a 462.

The issue is, they do not seem to be a matched set.  However, send me a PM if someone needs them, there is some value

I have:

5 Ford "Super" pistons 4.13 bore, used, but measure good, I measured both ring lands and skirts, should be an original Ford cast SCJ piston
2 L2287P pistons, pretty sure forged, 4.13 bore, very nice shape, measure good, almost look new, standard as well, but seem to have about 1-2cc more dish than the Supers
1 No part number matching piston to the L2287P, also very nice shape, seems to match the 2287P in dish and shape

All pistons are 428 pin height, standard bore (4.13) with good pins and c-clips and are clean.  I would not hesitate running any or all of these, but they clearly aren't a matched set.  If you need them, let me know, I'll go easy on price