If you are idling at 600 RPM or lower, you can get some low oil readings in an older build. If it pops up to 25-30PSI at 1000 RPM, you are likely in O.K. shape.

Too much pressure can have the effect of excessively draining the pan, and with five quarts many CJs with aftermarket pumps have bit the big one due to oil starvation.

Your low oil pressure situation may not be ideal, and it may indicate severe bearing wear or damage, but if the oil pressure behaves well as you tip above idle, the odds are you can drive for a good bit longer without needing a rebuild. Wisdom suggests you pull the engine apart now if you intend to stress it at all, but chances are you can have fun for a bit before anything goes ballistic.

JMO,
Shoe.

pull the pan check bearings replace oil pump with hv type

n/m

I haven't seen one with just a dot, is the dampner in good clean shape? Has it been repainted?

http://www.428cobrajet.org/id-governor.html

n/m

Thanks John and Mr F !

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You've got either C6AE-6090-R or C8AE-6090-H heads.If they have the tall runners (like 1958-65 heads), then they're the C6AE-R castings. If thy're the shorter runer design, then they're the C8AE-H heads.

Note also that the books are wrong. There are no C8AE-6090-A or C8AE-6090-B heads for the FE. There are C8AE-6049-A and C8AE-6049-B head assemblies, but head assembly numbers are about useless, since the head assembly numbers mentioned were used only on the production line, not at the service counter, and were never marked on the head assemblies.

If they are C6AE-R heads, as found on about a third of FEs in 1966-67 only, they're easily converted to CJ specs. C8AE-Hs are a somewhat different casting, though still quite worthy of being put to use in performance applications. The C8AE-H heads were standard on most all 1968-71 FE engines except the CJ.

Shoe.

Are you sure they dont say C6AE 6090-r? because if so they are very close to the cj and are good heads.

The D4TE could be found in FEs from 1974 to 76, and FTs from 1974-78. The cylinder jackets might be the heavy 361/391 FT type, but most likely they are the standard 360/390 FE type. A drill bit shank poked between the cylinders throught the core plug holes will tell the story (search this Forum for "drill bit test", for more details).

You can tell the engine by looking at the crank flange. If it's still in the vehicle, turn the damper to TDC, pull the inspection cove off the bellhousing, and look for a hefty half-circle cutout on the flange, just to the drivers side of the square notch which points directly to China when at TDC. The football shaped cutout indicates the crank is a short throw, as found in the 360. no major cutout nect to the square notch indicates it's a later 390 crank (early 60s 390s got the cutout, just for the heck of it, even though the rear throw could be hollowed out without the extra flange cut).

It's most likely a 360, since it was standard in most pickup truck V-8 packages. Since 1973, 390-2V was optional on F100 trucks, and 390-4Vs on all larger light trucks. The 4V that was standard will lokk about identical to the 1965 jobby (which lacks the oil fill tube), except it'll have an EGR port on the carb flange and the familiar "T" on the #1 runner.

The block does have reinforced cranksaddles, since most all FE/FT blocks got them by the time the mid 70s came around.

Sounds like a solid foundation for your Galaxie. You will want to get a sonic mapping of the cylinders if you plan on performance action or heavy boring, as a little core shift can be expected in many blocks, and you don't want to bolt a lot of expensive racing goodies onto an engine with thin sections to the cylinders.

The 1959 4-barrel will be a tall-runner intake (generally the same as any 1958-65 era iron intake, except 1965 lost the oil filler tube) and can use valve covers without any oil filler ports in them (1958-64 era covers), since the intake has the oil filler tube in it. I'll work O.K with the small runner heads, but a better match might be a set of 1958-65 FE heads, since these all have the matching tall runner.

1966 was the first year the heads got the smaller runners, and the D2TE-AA heads on your D4 block are of the small runner type. It's my understanding these work fine with the early tall runner intake.

JMO,
Shoe.

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http://www.woodyg.com/fairlane/finfo/390intro.html try this link it goes into 390 buildup in great detail

Yes, you must use pistons with the same pin/deck height relationship as the 428. Badger makes cast replacement pistons for 410 Mercurys and they're available across the counter at NAPA, not much more than any other piston except belly. Ross makes liteweight forged 410 pistons in at least .030 over.