I installed a set of Dove's for a customer's engine build and found them very functional. The Dove design actually permits you to preload the rocker shaft toward the head and works well even with the, moderate-high pressure, solid roller springs. I doubt that I would recommend that rocker arrangement for a race setup utilizing race spring pressures; the individual shaft type race roller rockers are needed to take advantage of those ultimate spring pressures.

I too relied on Holman Moody for FE advice and parts during the '60/'70 era. A relationship was formed with both Joe Rumph, H&M's cam grinder and dyno operator and Paul Norris, an H&M employee that was entrusted with driving and maintaining the A/FX Mustangs that Ford financed under the H&M banner for a drag racing presence. It begs the question, where else would you go for the best real world information on FE engines?

It depends, there were different versions. The early version was made with a horizontal shelf, molded to the inside, beginning at the front edge of the wheel opening and extending forward along the upper edge of what was a formed recess for the bumper extension on the steel version production fender. The "shelf" was intended to provide an attaching point for each side of the one-piece, fiberglass bumper/fender extensions that was part of the early series cars. NHRA rejected the design, proclaiming only metallic bumpers would be accepted for Super/Stock so Ford made a run of aluminum bumpers which were provided for delivered cars and DST changed the build on the remaining cars to include the aluminum bumpers. Later fender design was altered to, mostly, replicate a production steel fender. I'm not certain of the number of the exact first car that DST built with the revised bumper but there are members of this forum that have that information. Effectively, the first design incorporated the front lower fender extension and the bumper ends (the molds were made using a '63 Fairlane bumper design instead of the '64) into a single piece that had the appearance of bumper and replaced the lower grill valance.

I converted a wet magged FT 391 crank to to 2.200 rod pins x 2.00 wide leaving the mains at -.020 FE size for service in an NHRA SuperStock engine. I nitrided the crank and cryogenically processed the entire piece. It developed 3 major cracks after 36 quarter-mile runs and took up residence in a dumpster. My conclusion, if you begin with sub-standard material, no matter what band-aid you apply you still have a sub-standard piece in the final analysis. I understand that a number of racers and, especially, parts suppliers are touting the benefits of cryogenic processing but you need to ask yourself whether or not this is simply to enhance the bottom line. Scientifically, the theory seems rational but the treatment cost may be better invested in obtaining a, metalurgically, superior product in the beginning. Just relating personal experiences.

Heo, you just made my day! Again!!

The very reason I chose "supposedly" to describe the broken cap was they were supplied by Tim to replace a cap (gray iron) the owner dropped on the floor that broke in half on impact. The "supposedly" caps were machine finished on all surfaces and appeared to be billet, at least to the untrained eye but the new "billet" #4 cap cracked while in service. The result was evidenced by a loss in oil pressure and a destroyed bearing but this carnage was discovered while, primarily, repairing a broken roller lifter. Initial inspection concluded that debris from the lifter's demise had reached the bearing and was also the cause of that damage. After further review, it was determined that the lifter caused the teardown and discovery of the cracked cap was simply a fortunate occurrence. A decision was made to replace the same caps (2,3,4) a third time with Program Engr. and the engine is performing at a high level as of today.

Sort of a known deficiency with Genesis blocks using the original cast main caps. You don't say whether you have billet main caps so pardon any implied assumptions. I have heard of racers dropping a cast cap on the floor during assembly and finding two pieces. Most users that I'm aware of switched their caps to Program Engr. or Genesis' own steel caps long ago. I believe that steel caps were factory installed on the last series prior to Genesis closing down.

Horribly slow loading. In all honestly, I contribute, at least a share of my problems to Apple's update to Big Sur operating system, 12/20. I hope their next version corrects the slow upload problems.