The rebuilding of the long block for 6S817 was carried out by Automotive Machining Services, Inc., run by Doug Meyers, a very well known and highly respected local engine builder.  Doug has a particular interest in Ford products and his reputation is such that he was the natural choice to do the job.  And his prices are exceedingly fair.  The following tables break down the parts used as well as the machining operations performed in this rebuild:

Located on a pad just in front of the left cylinder head, is the original engine assembly date: 5L3 (1965-NOV-03).  The "T" is the assembler's initial and this stamping is thought to be the final build date.
[154659]

This date code appears on the right side oil pan rail back by the block casting number and casting date code.  This may be the date the block was machined.  The significance of this cross shaped stamping is unknown, it may be an incomplete numeric stamp (a "4") or an inspection stamp of some sort.
[160921]

Clearly visible just above oil pan rail and just in back of front cover on passenger side of the block is the VIN 6R09K152XXX.  This location is typical of most Hi-Po blocks installed in Mustang chassis.  The Shelby American Automobile Club maintains a list of all Ford VINs for the chassis used to produce every 1965 and 1966 G.T.350, and every 1967 G.T.350 and G.T500.
[162850]

We're not sure what the significance of this stamping is.  It appears to be a "6" or "9" within a circle and could be an inspection stamp.  It is located adjacent to the oil pump mounting location.
[161002]

The bare block, left side, with four sleeves installed.  The original assembly date stamp can be seen at the far left.  The 8.195 written on the top of the block is the deck height.
[145513]

The bare block, right side, with four more sleeves installed for eight total.  This brought the bores back to standard for the build.
[145421]

Block mounted in the boring machine.  The VIN is also visible on the lower right side of the block.  This area of the block was masked off during cleaning operations so as to not damage this all important identifying feature.
[1881]

Cylinder sleeves are clearly visible here.
[1882]

Block being honed.  Plates are torqued to the block to simulate the clamping forces on the block that have the potential to distort the bore diameters.  The result is a bore that is closer to being perfectly round once the cylinder heads are bolted and torqued to the block.
[1915]

The rods being reconditioned.  In this shot, the jig is being set up to hone big end of the connecting rods.
[1916]

Again, the rods being reconditioned.  Still setting up the jig in this photo.
[1917]

Rods being reconditioned.  This photo shows the big end of the rod being honed.
[1918]

Rods being reconditioned.  Another photo of a connecting rod being honed.  Rods at top of the shot have been finished.
[1919]

Center main bearing cap is installed.
[1924]

No. 4 and rear main caps have now been installed.
[1925]

Bearing clearances being measured with a dial indicator.  The main cap bolts have been run down.
[1928]

In this photo, the timing set has been installed.  Note the additional counterweight that sits directly behind the crank gear.  This is to compensate for the additional mass of the heavier connecting rod bolts.
[1930]

Fully assembled bottom end.  Connecting rods are original to this engine.
[1931]

This photo shows the No. 1 piston in its Top Dead Center (TDC) position.  Pistons are forged flat tops from CP Pistons.
[1932]

Cylinder heads have now been installed as has the camshaft.  Cam is a reproduction of the Ford C3OZ 6250-C from Howard's Cams & Racing Components.  The specs on this cam are virtually identical to the Ford profile.  The remainder of the valve train (lifters, push rods, and rocker arms) has yet to be installed.
[1933]

Long block assembly, left side.  The rest of the valve train has now been installed.
[160504]

Long block assembly, right side.
[160514]

Long block assembly, left side.
[160633]

Long block assembly, right side.
[160602]

Left side bottom end.
[160842]

Right side bottom end.
[160852]

ARP rod bolts installed in connecting rods and rear main cap.  Note the extra thickness of the main cap, which is characteristic of Hi-Po blocks.
[162645]

Rods Nos. 3 and 4 with ARP rod bolts.
[164654]

Crank gear with additional counterweight.
[160721]

One piece rear main seal.
[162605]

CP Pistons installed.
[163553]

CP Pistons installed.
[163611]