FORD_MAN

new crate 430hp 475ft/lb 7.3 Godzilla is $7000 USD, then plus taxes & freight, there is at least 2 companies importing them to Aus, My Bro uses a knife sharping stone at work for cleaning up block & head surfaces. BEAR/Norton KS100 large Silicon carbide combo stone, has coarse & fine side, I use same for knifes. Rod shop mounts look good, I have their trans mount in my black ute, Cam range is based on 351 so 1500/4500 would be more like 1000-4000ish on 400M, like my 302C cam is rated as up to 5000 but pulls to 5500, Crow cams have a few of lower lift (under .550") hyd rollers up to 226/230@50. also one at 552/553 which should work with std rockers

Pistons are Hypertec 20.5cc dish 3.7"/0.020" https://www.precisionintl.com/v/ford-australia-falcon-xf-4-1-1986-1993-petrol-ute/c/100000-standard/107000-rotating-assembly-components/107101-pistons Have also seen Silv-o-lite 3328H which is similar specs to ACL's crossflow 9411 8CC dish piston, Yes was aiming for 10.8-11:1ish comp but head was measured at 49cc, I dare say the flow from the head helps to make up for it, or head CC is off?? but does have dished face EVL valves.

Philthy Builds on Youtube (SA,Aus) is getting one for his '67 F100 swb, https://www.youtube.com/channel/UCfB9gU7BNw4XtJ9X_jmmboA

Umm no it wasn't look up the (petrol) 7.3lt ''Godzilla" used in US F trucks, thats a engine I'd like in my XE ute, Harrop recently made 1000hp at Dandy engines with a stock engine, GT350 throttle body & a supercharger kit they're developing, also seen 750hp N/A, ?1340hp? can't remember turbo/supercharged. stock is 450ft/lb 430hp, add turbo

Gerg has already posted a good guide. & yes they get can expensive once your looking at over 250hp flywheel, they are only 140hp stock with carb, Crow roller rockers will need 7/16" studs & guide plates, I'd go with Yella terra. I run the flat top polished version of Aussiespeed rocker cover, brought from Ron/Kustom bitz as well. Key to power on Crossflow is head work, there is also a thread on xflow head porting in the Crossflow section, standard flow around 175cfm@.550", ported street head tend to be around the 205-215CFM@.550" quite a few ported heads tend to flow upto .550" then become harder to get higher lift flow. my CNC head flowed 236cfm at .550" & upto 250cfm @.650". A lower flowing head will need more camshaft duration to make similar power. Auto would be nicer for the strip, My XF ute made 252rwhp rebuilt myself, balanced, 250 crossflow with hypertec pistons, resized rods with ARP bolts, C2 CNC ported head, 237@50 550" hyd cam, street terra rockers, crow moly pushrods, aussiespeed 4 barrel, QFT600 Vac sec, stock BW51 & regraphed XE/XF dissy (for now), 3.45LSD, figures say 10.1:1 Comp, still yet to race it after being tuned. build thread below

I have blue & black closed chamber heads, some time might see if neighbor still has his flow bench & compare, but I'd say wound be minimal flow stock. Sean/Clevo120Y flowed a 2V closed chamber few years back I was looking at 351C or 400M vs 393/408C awhile ago figured similar, may as well go stroker,

Price was for a set of STD 3330 pistons

@CHESTNUTXE there was also the possibility at these pistons (above) with 400M rods bushed, just saw a STD set on US ebay at $133.55usd From memory THOM also had EFi on his Customline's Clevo with downdraft ITB's. & Back when I was looking at Holley's Terminator X EFi Kit for 5.0 Windsor, I figured it would run a Clevo if you used a Holley Dual Sync dissy & had a intake modified to fit injectors.

think it was on the inlet, my fault partly gouged the tip of the burr in that area, hadn't done any porting for a while, but is a scrap head any way (I'm good at making holes) Yes 9.806/136mph(2018), cast iron 2V closed chamber ported by JB Automotive/John Barbagallo (former Pro Stock racer), found a thread on AFF in 2016 made 664hp@7500rpm. A.E.D who cnc ported my crossflow head told me they recently made 550hp on a 393, back when I asked them about CNC porting 2V clevo heads.

I have read that as well on the black block 302 closed chamber heads, thicker material around the short turn & bowl area, from memory read from ?Paul XF1101? He has a XF sedan drag car, runs a 351 cleveland with CNC ported closed chamber heads, ran a 9.98 when I last read up on it. was updating from earlier CNC ported 302C heads to black 302C heads that had updated CNC program chasing more HP, to get into the 9's & As I found they are rather thin in the bowl when playing on a scrap head here,

Just looked at bros ZH fairlane, easiest way would be undo the bottom latch, 2x 1/2" bolts with a few long extensions should be able to reach from back seat, My Brother said he has done it that way before, cable arm is behind the latch (blade screw head holds the cable)

Off the top of my head if you can get to the inside of the boot to the latch there is a 2nd latch for the boot release cable that was optional or on fairmonts, Fairlanes. LTD's, had a chrome handle next to drivers seat for release with a cable running to the boot latch, similar to later XDEF falcon that had electronic boot release that was just a solenoid that pulled a latch with a short cable. Once opened you should be able to remove the lock barrel & locksmith should be able to cut a key from that/decode the barrel XF sedan we have here I squeezed through the rear armrest hole into the boot & pulled the cable, then tied a rope to the latch so you can pop the boot from the back seat.

I'd say different as sites listing repair panels have sedan, wagon & ute under different listings

Shame about the 400 block, did read about early blocks cracking. Could be stitched with suitable cast plugs but would take a lot of work for the length of the cracks, I'd say its hard to find someone who can weld cast iron, fading art. I'll admit to my black utes clevo has fair ring ridge and ran it anyway , Thanks for saying about Mace's cheaper pistons, mates std bore clevo has a bit of ring ridge been thinking of getting him to bore to 4.020".

I've was looking into Holley Terminator X awhile ago thinking for Drag XE/XF sedan/ute with 5.0 windsor, maybe build as 347 & turbo with my built C4 auto (Terminator Max X can run 4L60/4L80 auto & smart tuner maybe able to setup to BTR Auto) also, & with suitable dual sync dissy & EFi mods will work on Cleveland & 429/460 Big Block, My thinkings AU engine would need to change to dissy with either stock EB-EL TFi or Holley's dual sync, Fox Body kit has adapter loom for plug in TFi dissy or don't use adaptor & plugs straight into Holleys dual sync, Or also MSD ?CDI 600? Coil pack per plug kit can be added as well if use Holley Cam sync instead. Holley have few vids on fitting to a fox body with both above kits, & KSR Performance & Fabrication did a bit of vid on setting it up the other day. like LSX idle motor is better then ford unit.

I know local engine builder has ground 351 cranks for 377 strockers, so thats not much trouble, isn't the 351w & Cleveland cnorods both 2.311" size? normally 377c/3.7" runs 2.100" SBC rods, other down side not sure who now makes a 377c piston,

I've been wanting to & thought of multiple hi rpm 302c for ages, hope to give it a go one day, my current 302 has revved to 6800 & 7200 buy the recall on my tacho. From likes of CNC ported 2V's 11:1 comp, F246+ (i can remember worked out to 445hp 410ft/lb), OR 12:1 351c 6" chev rod dome pistons, 6.25" H beam, Crane SR 268/278 758/758, AFD 2V or CHI 185 or 208 3V, also thought about offset grinding crank same as 377c for 3.2" stroke or 326ci(4.030")

Random browsing, Silvolite part No. 3330, Australian Ford Cleveland. Comp height 1.720", bore 4.000", 0.912 pin, unsure of dish CC's tho, may work with bushed 400M conrods https://uempistons.com/series-4280-silv-o-lite-australian-ford-351-5-7-3330.html

@CHESTNUTXE 2D27 1972 April 27th https://www.fordification.com/tech/datecodes.htm Same pistons I Iooked at when you built your last one, I was thinking of a "street/strip" 400M build, Molner H beams, Comp 308R street Solid Roller cam, AFD/CHI 3V, CHI intake,

Yeah I watched it later & commented how the Cleveland is easy to get in Aus as are the 302c heads but the 400M isn't seen for sale that often.

Thats nice, makes going 400M a lot easier, Arrow Cleveland is cast iron, & are advertised as "semi finished" meaning needs full machining to final clearances, also remember reading on ford forums that Arrow/Headtorque says bolts are only there to hold main caps during ruff machining & freight, & to replace them with ARP bolts or studs.

hehe few around Vic on facebook, Saw 400M with big block Bell patten for $1600 (South central vic,) was like Hmm, also saw a 521 stroker short block near (Shepparton Vic) for $5500, (listed as 532 but is only 0.030" over) 460 short or block (can't remember) in Melbourne $1400, isn't the 3 bolt engine mount patten on the 351/400M just the big block patten? EG> CRS big block mount

Cork gaskets needs dowel pins added (some small nails will work) when I brought my V8 ute front cork was pushed out & later after my 3rd intake swap pushed the rear valley cork out (no pins), went with Felpro pan kit again after that, Felpro intake valley pan kit comes with nice rubber valley gaskets with moulded dowels, smear with RTV, & blob RTV at either ends near heads works well. But most these days will just run a thick bead of RTV. (Felpro in pic)

I think D head is close to C2 in chamber CC's anyway, My 89 XF ute original engine has D head & 84DA intake,

I remember Boingk brought a ebay alloy radiator with thermo fans in his XF ute,