Unfortunately, I did not take the time to measure the final CR.

Cool. Thanks for the info. Do you know what you ended up with as a final CR? I'm going to shoot for under 10:1 to avoid any problems with pump gas. If the 06 uses the same piston as the later 2V (01-04) which from what I can find is a 15.8cc dish and the PI heads have a 44cc combustion chamber then the CR should be around 9:1.
If I change the pistons to a 10.5cc dish then that should put me around 9.5:1 with PI heads. I'll also add some port and polish to the heads to help them breath a little better.
Like you said before, I think it was you, if we don't do anything that makes it stand out during the visual inspections the rest is fooling the sniffer. If I have to I could get Mike to write one just for them.
Thanks again for the info and I'll post a build thread on the forum when I start actually putting it all together.

The 5-Star tune is pretty well ironed out. I still get a slight bit of pinging on trailing throttle at 3K, but it is only due to my laziness. I'm confident Mike would tweak it and fix it if I asked!
It runs like a champ! Absolutely NO smog issues and passes easily. I am in Butte County so we have only visual and stationary tailpipe sniffing tests (idle and 2500 rpm). No rollers. But with closed loop injection, it should do equally well on city tests.
The failure on mine was severely f-ed up spark plug holes due to a hack "mechanic" hired by PO. Heli-coil failed, leaving massive hole in head. Stumbled on great deal, so replaced bottom end at same time as heads. The old short block went to another FTE member and last I heard, it was still going strong!

Hey I haven't seen anything lately about how the custom tune worked out from 5-star. Have you got it ironed out? How's it running? And as a fellow CA smog victim did you have to get a custom tune to pass the sniffer? I'm looking at building something simular to what you did next year. I'm going to start rounding up the parts, build the engine in my shop before the original one in mine bites it. I'm sure I got afew more miles left. It doesn't use any oil to speak of and runs good. It's got what sounds like piston slap in the morning that clears up a few seconds after running.
Was there a failure on your engine or did you swap it before it had the chance to fail too? I'm at 260K right now.
I've been reading post, taking notes, and formulating a plan.

Hi, just bought a pair of 03 v10 heads and a 2000 intake to put on my 99 v10 which has egr. Will my left exaust manifold work on the 03 heads? The manifolds that I got with the heads does not have the fitting for the tube. Other than the heater hose problem you told me about last summer, anything else to know? what about pinging under load? Read in another post about removing egr system when doing pi swap what is your thoughts, don't want to loose any milage

Welcome to FTE!
I did measure and found some differences.... I also recall the dish in the piston was a different shape. But my results did agree with yours - I did have more pinging and am convinced the compression ratio is higher with this combo.

I have worked with Mike at 5 star to develop a custom tune. I need to have him do one more iteration to pull out a little more advance at small throttle openings between 2K and 3K.
Bottom line, I do need to use 91 octane when towing on hot days and 89 when empty. But I think the increased combustion efficiency and power are worth it.

Hi, I'm hoping that tou can help me out. I have a '01 f250 (PI) that I put a '05 shortblock in. I noticed that the pistons sat about .090" higher in the bores of the newer shortblock. Wondering if I made a measuring error, or maybe if you measured and came up with the same thing. The reason I ask, is that now that I have the truck running, I have MAJOR pinging, and I have to run 92 octane to not have an anxiety attack from the paranoia that I'm going to grenade the motor. I think that the bump in compression may be too much. Just wondering if you have the same trouble, and if so, what can be done? I'm going to start a new thread on this, but I noticed that you have the same setup so I figured I'd contact you and make a new friend in the process. Thanks

Heater problem? You mean heater hose sizing? I ran 6" piece of 3/4" hose off head bung, then a 3/4 to 5/8" hose adapter, and then enough 5/8" hose to reach heater core fitting on firewall.
Cam gears, sensors, et al: No issues.
Yes, quite doable to change heads without pulling cab (that step was only for one of the diesels). Getting to a couple valve cover bolts on RH side is a bit tricky, but doable. Also, 3 or 4 head bolts on RH side can not be fully removed (or installed!) while on block. Just tie or zip tie them up while lifting or replacing head.
Start by removing shroud, radiator, and fan so you can stand between front bulkhead and engine block . Makes it borderline comfortable!

How did you take care of the heater problem on your PI conversion? Any more problems to to know about, like cam gears etc? can you change heads with out pulling engine? When I had spark plug hole repaired before the told me if they had to pull head, cab had to come off. Is this true?

Thanks for your response, I dropped the pan enouph to get mag tool in and get T-40 out. Back together and running. Took about 30-45 min and all smoke stopped running good so far.