For other information on the F11F, see http://tailspintopics.blogspot.com/2014/10/f11f-tiger.html
The first 42 Tigers, BuNos 138604-138645, had the so-called short noses (BuNo 138603 was a static test article); the last 157, BuNos 141728-141884, had long noses. In between were two F11F-1Fs, BuNos 138646-7, which were powered by the General Electric J79 and demonstrated what the Tiger was capable of with a first-class engine.
The first three F11Fs, then designated F9F-9s in accordance with their origination as a product improvement of the Cougar using its production funds, had really short noses.
The Navy intended to equip the second lot of F11Fs with a visual-assist radar for an all-weather capability employing Sparrow IIs, so the nose and instrument panel were modified accordingly. The in-flight refueling capability was changed to a probe that retracted into the right upper side of the nose and the gun camera was moved to the base of the windshield. However, the Sparrow II program wasn't fairing any better than the F11F so for production, the APG-30 ranging radar was retained but relocated to the nose. As a result of F11F-1F flight test, a leading edge extension was added to the inboard leading edge of the wing along with two more stores pylons.
As usual, the best single references are from Steve Ginter. The F11F-1 is covered in Naval Fighters Number Forty and the F11F-1F in Number Forty-Four.
Hasegawa produced an excellent 1/72 kit of the long-nose F11F. It was subsequently reissued with a resin part for a conversion to the short-nose configuration, but unfortunately the transition to the shorter nose begins too far forward, which means it doesn’t look quite right. Some might question whether the stowed depiction of the arresting hook, upside down and backwards, is correct but it is. On prior Grumman fighters, the tail hook slid aft in a tunnel and hung down from the very aft end of the fuselage. The F11F installation was simpler and lighter.
Another minor problem with the Hasegawa kit is the main landing gear installation.The top of the main gear strut has to be positioned slightly away from the interior of the wheel well (I put a small wedge of plastic on the interior of the strut just under the locating pin) or it cannot be positioned at the correct angle due to interference with the lower edge of wheel well. The attachment pegs on part C12 also have to be modified as well so it can be properly positioned.