Do you drive the car on the street much? How do you like the cam?
What RPM does it start to pull at? Any idea what the minimum torque
converter stall speed would be to work with your engine combo? Does
the cam have enough vacuum for power brakes?

> Speed Pro L2303N Pistons

Are those flat top with eyebrows or do they have a small dish like the
428SCJ pistons? The reason I'm asking all the questions is that I have
a 1956 F100 project truck that was originally set up with a 289, a Ford
Motorsport X-code T5, and an open 8" rear. I had planned on swapping in
the 351C out of my Pantera when I build the stroker motor for it. The
351C is pretty much a bolt-in, as it bolts to the motor mounts and the T5
and is as about as much motor as the T5 can safely handle. Lately though,
the voices in my head keep telling me how much cooler a 428SCJ would be
under the tilt nose.

I've got all the bits to put together a tri-power 428SCJ. I've got the
pistons (cast pistons with "SUPER" lettering) and 428SCJ block from dad's
1969 Fairlane Cobra. They were removed with maybe 100 miles on them when
he built the 427 side-olier stroker. He used the rods and crank but later
came up with a spare crank and has several sets of PI/CJ rods. The crank
has a stripped keyway but I'm told can be easily repaired. I also have a
406 tri-power and a set of CJ heads. The heads have been opened to match
427 domed pistons so would reduce the compression a bit. I figure I could
always mill them if need be or use a piston without the CJ dish. I pulled
the block out of storage a while back and the bores were covered with dust
but didn't appear to be rusted. A few of the pistons were stuck in their
bores but a night of soaking in penetrating oil loosened them right up.
If the bores look okay, I was planning on reusing the original pistons.
Are the cast 428SCJ pistons any good or should i just plan on getting
forged pistons (which I may have to do if the bores need honing). BTW,
I have a copy of an old (July 1999) Car Craft article on a 428 tri-power
using the Crane cam that you run. They claim the 11:1 compression 428
made 450 HP at 5600 RPM and 495 ft-lbs at 3000 RPM.

My '56 F100 has a custom frame from Fatman Fabrications with a Mustang II
style front end. Canton makes a 7 quat dual sump FE oil pan meant for FE
fox body swaps that should work. Out back, I have a Lincoln Versailles
disc brake rear with 3.70:1 gears and a Trac-Lok which would replace the
8". That leaves the transmission to consider. I already have 4 vehicles
with 5 speeds and would like this project be an automatic, preferably with
overdrive. There are bellhousings available for AOD's behind FE's and I've
heard of a guy who is supposed to do a run on adapter plates for the same.
Supposedly the AOD-E's are the strongest of the bunch with wider (2 inch)
overdrive band, no TV cable to worry about, and a better torque converter
bypass system (EEC-controlled clutch instead of the AOD's fixed lock-up
concentric input shafts). There's also a wide ratio version of the AOD-E
with steeper 1st and 2nd gears. The downside is the AOD-E needs computer
control but Baumann Engineering makes a controller for that. With 255/60/15
tires and an AOD-E tranny, cruise RPM would be around 2250 at 70 MPH.

------------------
Alex Denysenko
Co-Administrator and Moderator

NHRA/IHRA/SRA member and licensed Superstock driver
MCA member# 53321
NHRA and IHRA SS/LA National Record Holder '00,'01,'02,&'03
Fleet of FoMoCo products including 88 ASC McLaren Mustang #28
Professional Manwhore
The Barry of BarrysGrrl

I think that I tend to agree with Alex on the cam, Lotsa power 3500 to5500, I plan to try some 6000 + shifts at Sacramento on Saturday.

out of my Pantera

Dan the Man

??

------------------
Glen
67 GT 390
65 Galaxie 500 XL 4 Speed
It was not a Red Light they gave me a Slow Tree
I WAS NOT LATE the Tree was Fast

[This message has been edited by Glens67 (edited 02-24-2003).]

Didn't realize it was that old of a grind.

> Believe it or not it has too much bottom end and dies out in a hurry
> at 5500 RPM. I went back to a CJ regrind (Crane stocker cheater style)
> with 1.76 rockers and was very happy. 4000 lb street car with a/c.

Any recommendations on a cam (solid or hydraulic) for the above combo
(428 with CJ iron heads, tri-power induction, and an AOD-E tranny)?
I've driven a 428 with a Comp 294S and it was great in a 2500 lb Cobra
but would be a mite much in a '56 F100. The Comp 282S seems like it
would be a bit small on duration for the 428's 4 inch stroke but maybe
not?

> If you are still interested Dan I will make a phone call and find out
> all pertinent info on those never used Ross 428 stroker pistons my buddy
> has.

Yes, I'm interested. Any info is appreciated.

> #1 Yes, Better than the Crane 288, No experience with autos I'm a gear
> banger Dinosaur (Thanks Steeve) Idle at 900 Ok below that be ready to
> stand on the brakes

900 RPM is fine.

> #2 Double eyebrow Flat top, 428, Cool Factor High

Very good.

> I think that I tend to agree with Alex on the cam, Lotsa power 3500
> to 5500, I plan to try some 6000 + shifts at Sacramento on Saturday.

Let us know how it works out.

> out of my Pantera

Yes. The Pantera had 16K miles on it when I picked it up a few years
back. The engine was a totally stock 4 bolt Cleveland with open chamber
4V heads, dished pistons and spreadbore Motorcraft. From the beginning,
the plan was to stroke a spare Cleveland for it and use the stock motor
for a future truck project. Having spent my wad on the Pantera, I didn't
have the cash to do the stroker right away so I slapped on a set of Aussie
2V closed chamber heads on the stock short block (to get the compression
up), along with a Weiand Xcelerator 2V intake, a 735 CFM Holley (off dad's
428CJ), a mild cam, and a set headers (1 3/4" primaries).

Since then I've been working lots of overtime and acquiring parts. Along
the way, plans have changed several times. What started out as a simple
offset ground crank 377C stroker is now going to be a Fontana aluminum
block stroker (4.1" or 4.125" bore by 4" stroke) with A3 high port heads
and an independent runner EFI system (Weber look-a-like).