The block's a "pre-smog" 289. I specifically requested that the builder supply me a 1965 or '66 DATE CODE block, and they assured me there was no problem, never confirmed the date code with me, and delivered me a C6AE casting with a 7F14 date code
. This is in fact a block from a 1968 model year car. I was not pleased, but after checking with the county (each county sets its own smog rules here in Utah), was told that it would be treated as a 1966 based on the casting code and that anything prior to 1968 has to meet 1968 tailpipe emissions anyway. So that is why I am not telling you who the engine builder is - I cannot recommend them, even though I'm sure the engine will run great. Cam is a Federal Mogul model with 214/224 duration @ .050" (& 351 firing order).
Heads are Edelbrock Performer RPM with roller rockers. Distributor is an MSD 8479 with the vacuum advance removed & locked out. Water pump is a Flowkooler 1650, which is really a 302 water pump and has its water inlet on the driver's side. This is what the CAV wants, so I had to go a little nonstandard here. It also required making 3 custom 1/4" spacers as it is 1/4" longer than a standard 289 water pump. You can almost see one of the spacers in the picture, between the head and the gold anodized standard spacer for the alternator. The most interesting spacer is between the flywheel and its pulley - for this one I "had to" buy a mini lathe and machine it from a 5/8" thick piece of 4.5" round stock (6061 aluminum). I haven't done any machining since college, but it's like riding a bicycle (which is what I built in college - MIT class 2S15 was an intro to machining "seminar" where you built a bike out of aluminum).
Anyway, the alternator is a PowerMaster and I posted before about how how I had to "modify" or "convince" the adjusting bracket to fit. Pulleys are Ford Racing M-8509s, though as you can see I'm using the alternator pulley that came from PowerMaster.
Topping it all off is a Weber IDF-44 setup from Iglese. IDA-48s would be more historically accurate, but these should be more streetable. Inglese supplied it complete as you see it, with the hoses, fuel pressure regulator, and gauge all hooked up and ready to go. I did have to remove the carbs to do a proper job of torquing the intake manifold...
Dyno2000 shows this combination making 374 HP at 6000 RPM, but I don't believe it.
Oil pan is due to be replaced with an Armando's or Aviaid once I get the car and figure out if it will need any special notching. On the valve covers, I haven't decided yet between "289 Powered by Ford" or Shelby, or possibly even Holman Moody covers.
That's probably more than anybody wanted to know about it...