Melling has some good information on pumps on their site http://www.melling.com/support/bulletins/view.asp?id=12

I'm using a Milodon HV/HP pump, have zero problems or issues, and it works perfectly.

For what it's worth, most of the "bad" things you hear on this issue are anectodal...stuff a friend told them about a guy whose uncle knew a guy whose friend... and the trash that passes as fact on Internet forums.

If the question was "must you use one?" then I suppose the answer could be different but you'll clearly do no harm if you do use one. So at worst, it will be inert. At best, it could provide a valuable margin at higher rpm. One thing, though, is that since the FE doesn't meter valve train oiling through the lifter, as the tech article states, it wouldn't hurt to restrict rocker oiling with the insertion of Holley jets (I recall that 80s are the norm) under the rocker shaft supports. I haven't done this myself and have no adverse issues but it wouldn't hurt.

I have a HP oil pump and wondered the same thing before I installed it as it came with my engine package. I got on the phone with an engineer at Melling and he told me that the HV pumps were good for drag racing and the HP pumps were good for the street because the HV pumps will empty the pan very quickly. On a long trip you could have a problem. The stock pump is not a bad choice for normal street driving with an occassional romp.

I cut some valve cover tops off to watch the oil as the engine ran. I also experimented with different size restrictors and different weights of oil. The optimum set up with a HP pump is .060 size restrictor with 40 weight oil. Any bigger restrictor or thicker oil and the seals are submurged in oil creating a oil drinking problem. Thinner oil seamed to work Ok but as long as I didn't use anything thicker than 40 weight I was Ok. A Holley jet that size works great on a stock Ford head but you will have to get creative if you have an Edelbrock head since the oil hole in question is half the diamiter of the stock ford head. Edelbrock tried to correct this by making that hole half the size but they could have gone half again smaller and still been ok from what I have seen. I hope this is what you were looking for.

I've trashed a few sets of bearings before I realized my HV pump was causing oil starvation issues when the pan was sucked dry. I could hear the lifters clatter on hard corners and could watch the oil gauge ping zero.

My present rule is to use stock pans only when you run a stock pump, and only if the car is not faster than about 14 seconds in the quarter. I'll also overfill a stock pan an extra quart, just as Ford did for the later 428CJ engines (the ones with the windage tray and recalibrated dip stick). Proper rockershaft restrictions are important, too.

Since I typically run faster engines than this, I tend to run stock depth T-pans (Canton or Milodon are common ones) made of steel, as cast aluminum pans can shatter if they run into road debris. I'll run either stock or HP or HV or an HVHP pump with an oversized pan.

The HV pump makes the most sense on a car with super loose bearing clearances. HV pumps were used on FT trucks, but they run all day long at full throttle and 2000RPM, so it makes sense these slow engines could use some extra volume at the lower RPMs. Cammers came with stock volume pumps, and at 8000RPM they can pump way more oil than they'll ever need.

Since switching to a high capacity oil pan (about a decade ago), my bearings have had no problems.

JMO,
Shoe.

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I bought my car because it has a 4 speed.I like being able to shift the car when I want and as hard as I want.To me automatics are too boring.Just my oppinion.The only thing is on the highway I wish sometimes I had another gear.My car took about 4 years to restore and didn"t have any rust.I just took my time.But now thats its done It"s the most fun car to drive and enjoy.I have the dyno sheets but not with me.I can"t remember the torque.Just think what year mustang you want and what you want out of it.Thats what I did and it worked out great.My car looks 100% original,and the engine is almost 100% correct except for a few performance add ons. Fpa headers,edelbrock heads to name a few.

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You'll have a better chance of actually keeping the car long enough to fulfull your goals if you like looking at the car in the driveway. As long as everything works you can always do the major mechanical upgrades as time and finances allow.

You can't generalize when it comes to FE blocks. The only way to know how far your block can go is to have the bores (all of them) sonic mapped. Sometimes they can go 0.080 over and sometimes not but most times -not.

Obviously you wouldn't want to sink money into pistons until you knew for sure.

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The nostalgia market for obsolete engines just isn't that big. So H-M want's a slice of an already fairly small piece of pie shared by Shelby and, dispite their shaky beginnings, Genesis (you can also throw Dove in there as an unknown variable)?

Just my opinion, this seems more like a pipe dream than anything else. And I seriously wonder about the high riser approach since the genesis of FE heads has been the HR to the MR and to the TP so if there was to be development of the cylinder head technology, why not do a canted valve TP or even a proprietary FE port similar to the designs used on the Chevy Z06?

Don't get me wrong, I'd love to see anyone and everyone pouring and forging FE parts since the laws of supply and demand apply to FEs as well but there is a financial component that can't be denied.

And for what it's worth, Ford also considered running up the foundry for 427 Motorsport blocks but it never got off the ground. I know the profit margin considerations are different for Ford and an independent but even FoMoCo understood that the market is too small to support their investment in their own engine design.

Yeah, it would be great if you couldn't throw a rock without hitting a 427 block somewhere but I just don't see that happening.

The 390 is fairly easy to produce 400 horses. It just takes a good intake,cam,heads.I personally like 67 fastbacks.Mine has a 390 with a 4 speed and dynoed at 365 hp at the rear wheels.It goes pretty good.

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