The fist of the small port heads showed up in 1966, despite whatthe books might have you thinking. About 3/4 of production for 1966-67 got small "velocity" runners to help emissions and low-end response. About 99.9% of FEs got small runner heads from 1968-70, and all got small runner heads from 1971-on.

The C6AE-R head was a "transition head available in about 1/4 of all FEs in 1966 and 1967, and it kept the old ports and runners, but added thermactor emissions bosses (usually undrilled), and also revised exhaust manifold bosses (for drilling if it was to be used in a Fairlane/Mustang application).

The intake you have is only unique in that it's the first year the oil filler was absent from the manifold and the last year the runners were large. These large runner iron manifolds are identical, whether 2V or 4V, and were only slightly modified in 1966-72 when a small portion of the runner nearest the head was tapered down a little and a "T" was slapped onto the #1 runner, and when EGR was added for 1973-76. It's not a performance intake at all - mainly a smooth runner. For performance there are a whole slew of intakes to choose from.

Shoe.

The cam dowel should be at the top and the arrow or dot should be at 6 o-clock. Read the manual again you may be confusing the dowel with the timing mark whitch should be at the bottom.

Since the cam rotates at half the speed of the crank, the dowel can face directly up or directly down with no problem.

Just rotate the crank one turn and it's in the other position. They're both correct.

Shoe.

Patrick, I think you mean the oil pump drive shaft not sending unit. This shaft is a short hex shaped rod that fits loosely between the bottom of the distributor and the top of the oil pump. I bite my tounge when I say it rarely falls into the pan. Now that I have put the whammy on your deal there I have sucessfully fished 'em outta the pan with a long flexible magnet. If ya gotta pull the dist there is no way around the possibility of it fallin into the pan. I say just go for it. Anybody else?

[Post relocated by Admin.]

There is a small retaining clip on the hexagonal oil pump rod that is supposed to keep it in place. I can attest to the fact that it anyway may slide up high enough to get out of the pump and then silently drop into the oil pan. That cost me a rebuild years ago. However when you have pulled the distributor you can visually verify that the top of the rod is still in its place in the small hole where the bottom of the distributor sits. If you don't see it - time to pull the oil pan.

[Post relocated by Admin.]

FPA makes headers to fit.

p.a.w. has shorter push rods hooker makes headers to fit but very expensive!and a bitch to install.keep looking for exaust manifolds thear worth the wate.

n/m

i would look for a webbed 360 block throw away the 360 littel rods and crank and pistons look for 390 partsto bild with the 360 and 390 have same boar.and deck height.

http://www.transmissionadapters.com/ford_fe.htm

I'm not familiar with the CEAZ steel shim gasket. Here are the thickness' that I'm aware of for the steel shim gaskets. C3AE-BS and C4AE-BS are 0.020" thick while the C3AZ-B is 0.015" thick.

As mentioned in the above post, the B and BS versions of the C3AZ-6051-B gasket are slightly different. I'm not sure of the thickness, but the BS version is stainless steel and the B verson is coated steel.

Uncoated steel versions of this reinforced head gasket were repopped not too long ago, and are readily available at several FE retailers for a good price.

I don't recall seeing the C3AE prefix being used in the context of the FE steel shim head gaskets. I'm unaware of any CEAZ prefixes on any head gaskets.

Shoe.

n/m

David casting # 5752143 is part of a casting # system ford used for a very short time somewhere in the late 58 early 59 time frame prior to that they used a casting # that looked like EDC-6090-C after that they used a # that looked like C0AE-6090-D.The early and late systems gave you some idea of what the part you were looking at was and the late system would tell you specific information on what the part was originally designed for and when,this in between system has me baffled.I have also seen Y-block parts of this era using this casting # system.So provided it is definitely an FE engine in your car I would guess that the heads on your engine are late 58 early 59 352 heads that have the as cast combustion chambers,which are essentially the same as all standard performance 352-390 heads up to 1964 with a couple of exceptions one being the 1963 390 4V engine using the C3AE-C heads which had significantly smaller combustion chambers.This head was basically the late 406-6V head with standard size valves and no machining for valve spring seats.

you probley have a couple burnt valves you have a decent set of heads hard seats on exaust valves is a must on earley fe heads.

check gear for ware. Remove gear from speedometer cable and using a reverseable electric drill spin cable and see if the speedometer works in both directions. If not take the speedometer head out and have it rebuilt.