Thank you, I have conformation on another forum that it will work, too.

Regarding spacers and pulley alignment, I make my own so, that isn't a issue.

Has anyone used a 385 dampener on a FE?

I'm considering doing this. I've never been into 460 so, I not familiar with the difference between the dampeners. It looks like it could be done though.

There is about a 99.9% chance that it doesn't have 427 cylinder cores but, it could have a little thicker cores in it.

Are there any markings on the rear of the block? A picture of that area would help, a lot. Of course a sonic test will tell you what you have to work with. Also, you can pull the expansion plugs and measure between the cylinder walls with drill bits or, I use Allen wrenches and get a good idea of the thickness of the walls by how much space there is between them.

On the other side of the coin, as a owner of two K code cars (64 Fairlane and 65 Must 2+2), both with CR x 3.89, Even with the the 228° cams, I had no issues with city driving. The Mustang even had at least 27" stock car tires on it.

Of course in those days gas mileage wasn't a issue. It is for me now. I don't even remember what it might have been on the Must, as I never took long trips but, I think it was ~15 with the Fairlane. I took it from SoCal to WA state, when I first got it, in '67.

That said, I can see a advantage in the 2.78 gear today, not in drag racing but, in a street car. 2.78 x 3.25 would give the same overall first gear as the K code cars. Of course the K code cars were much lighter than the later 390/428 Fairlanes and Mustangs but, even though they have more weight, they have much more tq.

My take, though no one will care.

We are not here for magic, we are here for info.

If you not going to fill out the dyno form, as accurately as possible, then Jay should get rid of it and let everyone post what ever info they want.

I had thought the the forum was to help everyone build these unique engines and don't believe in holding back anything.

I've never like the GM copied Clevelands so, I'm prejudice on that issue.

This link might work better:
https://www.ebay.com/sch/i.html?_from=R40&_trksid=p2334524.m570.l1313&_nkw=Hays+12-241+Billet+Steel+SFI+Certified+Flywheel&_sacat=0

I didn't get flywheels when clicking the other one.

Brent, I went back and read the JJ thread and in it you purchased a set of aluminum rod for JJ and said you were going to install them. That's why I remembered that.

I'm now curious as to the deck height and head gasket you used. When I bought the adapter and TR, I asked you what deck height you used on it (for reference on gasket fit) and if it was your normally std 10.150 DH and you said, yes. Did you also use the 1020 head gasket that you use a lot?

In Brent's defense, my 361 Edsel block was off .018 across the deck and cleaned up at 10.172. It had the same quench as a '58 352 but the heads had no evidence of contact of any sort and would have had a min quench of .038.

But, Ford would NOT have release a engine with a nominal .036 quench if it would not be enough, period. 5 yrs later they built a all aluminum SBF, reliable enough to finish the Indy 500.

Now, if Ross's engine, that had a deck height of 10.155, had been assembled with a nominal .036 quench, It could not have left the assembly line so, it would have never made it to the street.

Last, it is my recollection (please correct me, if I'm wrong) that the the engine that Brent ran .035 quench on, was his JJ, 352 and he had aluminum rods in it (most high strength alum expands at 3 times the rate of steel). It didn't make any noise and didn't hurt anything, either.