Just looking for a truck rear 65” hub to hub, ratio doesn’t matter, don’t really even need the center section.  Anywhere in mid atlantic

I haven't really been in the market for a new ride in awhile, but am fairly tuned in to some of the old resources.   Issue is, it just seems that Ebay/Autotrader/Classic Cars.com which used to be resources, are just flooded with classic dealers, which have ridiculous pricing and dubious cars.  Looks to me at least in this area, Craigslist has dried up.   Facebook Marketplace is decent if looking for a project and is basically the new Craigslist in essence, but I'm looking for a finished car for my father to use, and just don't see too many nice cars on there.  I'm on a lot of the "classic car market" sites on Facebook as well, but you can't search/categorize, have to scroll through posts to find cars and it's tough to do regionally. 

BringATrailer is the best resource I've seen lately, but they just don't move much volume. 

So, is there any site out there that I'm missing, or just a matter of having to keep combing those I've listed?

In another thread, I described a 352 I'm working on.  Quick summary, it's an old 352 shortblock my father ran in a dirt track stocker in the mid 60s.  352 block and crank, LeMans rods, Jahns 332 pistons, 246* HiRiser FoMoCo cam, and it has one C3 427 head and a C1 generic head on it when I got it.  It also has two .050" cylinders and the rest are .040", with .040" pistons all around...this is definitely a cheapie build but I want to keep it as is for my father.

I bought another C1 head and tried my hand at porting the intake ports, then sent off to Les Schmader to look over and make sure I didn't screw them up, and do guides/valvejob and ported the exhaust as I didn't have time to finish up.  I cobbled together spring/retainer/lock package from TFS takeoffs, and Ferrea 11/32" 2.15/1.65 valves. 

Les said the ports were ok, he did clean up the guide as I just couldn't get a cutter on them that didn't chatter like hell, otherwise my shape was used.  He smoothed them up a bit but they're definitely not as nice as his work I saw in the shop and on the exhausts he did, I definitely need to get a steadier hand.  Admittedly, I didn't go through a lot of calcs to get throat size to match CI and flow requirements, this is my first port work besides some 460 exhaust port work to remove thermactor humps, so I just wanted to dig in and get a feel for it.  I did try to widen the short turn to slow it down over the low floor, and raise the roof a bit.  I didn't touch the floor other than knock casting flash and junk off.  I worked on a "bump" in the vertical wall short turn quite a bit as it forms a "ski jump" in the middle of the port, and some rough transitions into the bowl.  I did take out the bumps for the rocker bolts, which seems to be a mixed opinion on these, but I wanted to raise the roof and they have to come out to do so.  Learned a lot, learned I really don't have a smooth hand with the grinder yet, and want to keep doing more now that I've recovered. 

Immediate things I notice with the closeups, how chewed up the port edges look, need to keep the cutter moving.  Also, the corners are getting too much grinder time and there is less metal taken on the flat surfaces causing a "bow" on long flat surfaces.  Not sure it hurts flow or not, but something to try to improve on. 

.200   168cfm    115cfm
.300   250cfm    155cfm
.400   263cfm    179cfm
.500   284cfm    193cfm
.600   295cfm    198cfm
.700   298cfm    202cfm

I've previously had my '63 Merc on my regular insurance, but need to add a second "classic" and looking into specialty insurance.  Quote from Hagerty to insure my Merc and a '90 Saleen Mustang is $998/yr.  Seems really high for collector cars, no?  Values were $25k and $23k respectively.  Anyone mind letting me know what you're paying for vehicles of similar value?   I feel like most guys are in the $400/yr range.   

I think the consensus is that Ford did very well with this thing.  I was really surprised they didn't water it down too much, it comes with pretty nice hardware and capability.  I already know the gripes, it doesn't have a V8 and some won't like that it doesn't have a solid front axle.   I don't see how this is surprising, as it's based on the Ranger, so follows that architecture.  I'm fairly surprised its offered with the 2.7L, and very happy to see it as I'm very happy with the 2.7L EB in my F150. 

I will say I'm disappointed, very, that the manual isn't available with the 2.7L.  It's a bespoke transmission, so not sure why they didn't build it to pair with all engine options, it would make for a killer drivetrain. 

Looks are great, the fact that you can get dual lockers is great, and 4.70 gearing is beyond anything I'd have imagined, along with 35" tires being offered. 

What it's not, is cheap....but it's right on par with Jeep pricing so not really a shocker, just a harsh reality of modern vehicles. 

I got a couple sets of rebuilt heads in a recent hoard purchase and I’m currently checking out the springs.  Seems every time I check springs they’re on the low side, while doing a little research I came across posts that pressure should be checked with the retainer in place?  Why is that?  Doesn’t seem like it’d matter.    I’m sure there’s a good reason but curious to know. 

Change of plans so selling off a pair of Medium Riser heads, C5AE-F.  Heads have been rebuilt, very nice shape.  One is a 65 casting, one is a 70 with port work.  Thumbprints still there but they’ve definitely been cut.  $1500 plus shipping, willing to separate