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 |  Mixed matched heads from the factory? -- Mike Harris, 05/11/2003
I pulled down what appears to be a 66 390. One head has C6AE-R were the other head has just C6AE. One also has a large C with an F in it were the other does not. The NON r head does have a R between the end exhaust ports. Does it seem these heads were switch at birth or later on? I can not make out the date on the NON " R Head" but the other seems to match the blocks production. |
|  | Prob. just different castings of the '-R' head. No biggie. [n/m] -- Mr F, 05/11/2003
n/m |
|  | RE: Mixed matched heads from the factory? -- Travis Miller, 05/11/2003
Possible warrantee work was done on the engine in it's early life. Could have had a head replaced at the dealer. |
| |  | RE: Mixed matched heads from the factory? -- Mike Harris, 05/11/2003
That was my thinking, It seems the castings are the same except for this minor variation. |
| | | | What are the date codes? N/M -- Royce Peterson, 05/11/2003
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| | | | | RE: What are the date codes? N/M -- Mike Harris, 05/11/2003
does 5l22 sound right? I cant realy tell the code on one head untill it gets hot tanked. |
| | | | |  | More like '5L22', sure. That'd be 22 Nov., 1965. [n/m] -- Mr F, 05/11/2003
n/m |
| | It sounds stock to me. -- Dave Shoe, 05/11/2003
The two heads are C6AE-Rs, and will be basically identical, though some insignificant variations might be found, such as the "Big R" version from Cleveland might have three reinforcement ribs in the water jacket atop the exhaust valve pockets to stiffen the exaust valve seat when the head is torqued down, and the C6AE-R head (probably from DIF) may not have the ribs. Functionally, they're the same.
Minor mixing of these castings are quite common. It's undesirable to mix C6AE-R heads with C6AE-J, -L, -U, or Y heads, as these have different runners, and the C6AE-U and -Y have different chambers, too.
Your "R" heads are desirable castings.
Shoe. |
| | | RE: It sounds stock to me. -- Mike Harris, 05/11/2003
I did a search and have seen that they come up quiet offten on this board. The motor was pulled because one exhaust valve stuck open. I need to pull them all the way down and get the tanked and maged. If they pass Im going to sell them. What is a reasonable asking price? |
| what carbs on dual 4 -- scott, 05/11/2003
what carbs should i be looking for to run on a dual 4 lowriser intake to be put on a freshly rebuilt 390 with a mild cam in a 65 galaxie? |
| | Would this be with stock exhaust and ignition system? [n/m] -- Mr F, 05/11/2003
n/m |
| | | RE: Would this be with stock exhaust and ignition system? [n/m] -- scott, 05/11/2003
yes for now, but would like to upgrade to headers and ei in near future after recouping expenses from this procedure. |
| | I would look for some list 1848's or 1849's.... -- Larry, 05/15/2003
They were used on early model Ford FE's (1958-1963?) and were rated at like 465 cfm for the list 1848 and 550 cfm for the list 1849.
They also look very similar in outward appearances to a BK/BJ carb but at a lot cheaper price. The vacuum balance tops for the vacuum secondaries can be added and the choke removed from the front carb.
Another alterenative is to find some early model list 1850-1's. They are rated at 600cfm. |
| | 450 Holleys -- Ross, 05/16/2003
I wholeheartedly recommend 450 mechanical secondary Holleys @ 189 each from Summit or any of the others.
I have run these on a cross rammed 428, multiple 428's with Ford intakes, a 457 med riser Galaxie with a mildish cam, and I have NEVER had a lick of compaints. Matter of fact the response is awesome compared to a 600 vac sec. With only one accelerator pump, they run nice and clean too and are a bolt on.
You just cant beat em in my eyes, under 400 for 2 new carbs, 900 cfm is plenty for all but the biggest motors, and they are a bolt on and drive away
I wouldnt even mess with a stock carb anymore unless it was a resto |
| | | Flow of a pair of 450 Holleys -- Royce Peterson, 05/16/2003
Actually the pair of 450's will flow something like 600 CFM on a 8V setup. The formula for flow is diferent for an 8V setup. A pair of 600's flows about 800 CFM I think. Someone posted a formula once before, anyone have it handy?
Royce |
| | | | RE: Flow of a pair of 450 Holleys -- Ross, 05/16/2003
Royce, maybe so. Although I still stand by the recommendation. Especially for a street motor they run so good. On a dyno, maybe the stroker could have used a little more carb, we dont know, we never dyno'd it, but you wouldnt know by the way it ran. For a 390, those carbs are plenty. The price is icing on the cake.
Dont get me wrong that on a drag car, you probably need more, but this is a low riser manifold on a 390. 800 is plenty
Beleive me, this isnt an idle recommendation, and I'll get off the soapbox soon :) I have run these on a bunch of manifolds on different combinations and I have never been dissapointed. Throttle response is all over the generic 600's, and the pirce is just too good
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| | | | | I agree the generic 600's are no good. -- Royce Peterson, 05/16/2003
My setup is the original 600 CFM BJ - BK's and it is so responsive many people ask after riding in the car if I have nitrous or fuel injection hidden somewhere. Do you have a balance tube on the secondary diaphragms? Are you running progressive stock style linkage?
Royce |
| | | | | | RE: I agree the generic 600's are no good. -- Ross, 05/16/2003
Royce, I dont run them, I have set up customer's cars with the 450's. With the 450's they are mechanical secondaries, so you dont need the balance tubes. However, when I run 600's or 715's I always run the balance tubes. With any carb I run the stock progressive, and it bolts right up to the 450. Of course with the cross ram I couldnt do that, they were synchronized, set by vacuum at idle, but thats a different animal.
The 450 is unique, its a mechanical secondary but has only the front accel pump, you would think it would bog, but the small bores work fine with a single pump on each carb.
I still love them to death, especially on a street motor, from stock CJ's, to cross rams, to even that 457, I havent found anything that is so easy to drive and so responsive. Keep in mind they were probably a little small for the med riser stroker, but the car was build with a 282S cam, and 3.00 gear in a Glalxie, so the combination worked out super for the rpm range the motor was built for. In a 390, I still thank the 2 450's are more than enough |
| | | RE: 450 Holleys -- mike, 05/22/2003
ross...what is the list number of the 450 holleys that you have used on a dual quad setup...thanks from mike at c.t. marine... |
| | | | RE: 450 Holleys -- Ross, 05/25/2003
Mike I am not home right now, so I dont have the Summit number I normally order or the list #. However, they are the basic Holley 450 cfm, usually chokeless, mechanical secondary carbs from Summit. They are priced between 175-185 depending who you buy them from
Dont confuse these with the common 4 and 6 cyl carb, the 390 cfm, those are basically a mini 600 style carb, electric choke and all.
When I get home I'll update you with part numbers, but I think if you open a Summit catalog it'll be clear. |
| | | | | RE: 450 Holleys -- knightj, 05/30/2003
I-m confused. What Holley 450 carb are we talking about. The one that looks like a quadrajet i.e. Holley 7454 or the one that looks like a Holley 600 cfm i.e. Holley 4585? |
| | | | | | RE: 450 Holleys -- Ross, 05/30/2003
Sorry for the confusion. From Summit: (Page 17 in my book)
HLY-0-9776
450 cfm, no choke, universal calibration, single feed, side hung floats - 185.95 each
It looks just like a 600 except that its mechanical secondary, but only on accel pump. There is a link below you can look through too. Some of the Cobra replicar guys are running them all the way up to stroker 427's. IMO, for most street apps, except for the mega motors, its spot on balance between power and street manners. The mechanical sec and small venturis make it SUPER responsive, and the both together run real well on top.
When I find a decent deal ona med riser intake or tunnel wedge, I am going to pull my Portosonic to put the same setup on my Mustang
http://www.clubcobra.com/forums/forumdisplay.php?s=d8f305b7c8fef11c9cbabd836ac5151f&forumid=71 |
| | | | | | | RE: 450 Holleys -- mike, 06/01/2003
ross...thanks for the list numbers on the 450 holleys...i've got a 2000 holley catalog and they weren't detailed in that catalog... i was going to use a pair of 650 mighty demons mounted sideways on my 427 tunnel port dual quad intake but you have a great alternative at a much lower cost...thanks again ...mike |
| | RE: what carbs on dual 4 -- Bill, 06/15/2003
what a great thread this is! I too have a C3 dual quad intake for a '66 Galaxie 390 and have been wondering about what carbs to use.
anybody have any pics of an installed setup?
progressive and/or nonprogressive? |
| | | RE: what carbs on dual 4 -- scott, 06/15/2003
well, ive gone with 4160 600's instead of the 450's because a buddy of mine gave me the 600's. ive ordered the correct throttle shafts for them through carls ford parts. heres a pic of it so far. |
| fuel tank for 65 galaxie -- scott, 05/10/2003
ive been looking for a new fuel tank for my 65 but all im able to find is 59 to 64 and 66 and up. any help guiding me in the right direction would be appreciated, thanks. |
| 2x4 intake C3AE 9425 K? -- scott, 05/10/2003
was wondering what this factory aluminum dual quad intake would be worth, i picked it up for nothing and wanted to use it on my 390 but am thinking of putting it on ebay. thanks |
| | Depends on exact condition, but prob. around $300-350. [n/m] -- Mr F, 05/10/2003
n/m |
| 427 Dual 4 BBL Manifold -- Dwayne Russell, 05/10/2003
I have a rather odd 427 FE dual four barrel aluminum intake manifold. The Carburetors (which I dont have) appear to be mounted backwards. I have the reverse linkage that confirms this. The part number is C72X-9425-A
Can anyone tell me more about this interesting part? I assume its a medium riser manifold. But how rare, worth, originally used on?
Any info would be helpful!
Dwayne |
| | That's 'C7ZX-9425-A' and it was spec'd. for use on '67 GT500. [n/m] -- Mr F, 05/10/2003
n/m |
| | NB: Ford sold many more intakes than they did GT500s. ;-) [n/m] -- Mr F, 05/10/2003
[n/m] |
| 390 GT heads and what size block?? -- FUBAR, 05/10/2003
I bought a motor from a friend of mine and he said it was a 289, but when i run the numbers it comes back as a FE Ford, the casting number fits all the big blocks tho, how do i tell which one it is? 390? 427?
Block casting: C5AE-A = 1965 Ford engine?
Heads Casting: C8AE-H = 68 GT 390 heads |
| | RE: 390 GT heads and what size block?? -- Petes Ponies, 05/11/2003
you cannot ell the size of a FE engine by the casting numbers. It probably is a 390 since they were so common, but other than doing some tests on it, no way to know for sure. |
| | Based on that info its just a mixed-up, run-of-the-mill 390. :-) [n/m] -- Mr F, 05/11/2003
n/m |
| 428 oil change with cooler -- ed cougar, 05/10/2003
according to sevice manual the capacity of oil is 5 US quarts with filter replacement add 1 for oil cooler total of 6 quarts in all, but when you drain the oil pan does the 6th quart stay in the cooler? |
| | | oil cooler capacity -- ed cougar, 05/10/2003
Thanks to all who respond to this subject, although I know my cooler and lines hold a fat quart of oil because I filled the cooler and lines to find out before I installed it, what this means to me is when my engine starts the oil has to fill the cooler before it gets to the bearings, The adapter doesn't have any type of check valve. I'm going to drain the 6 quarts I put in and see if 6 comes back out including filter of course then I'll know for sure. |
| | RE: 428 oil change with cooler -- Geoff McNew, 05/10/2003
I gotta '69 428-SCJ with cooler and all the metal lines and AN fittings. I figure the filter, yhe cooler and lines hold a fat qt. is about all. The filter should get your mung & chunks, so I wouldn't worry too much about a few residual oz.'s of oil in the cooler during an oil change. The pan doesn't fully drain anyway...ever look at the inside of the pan at the plug...it doesn't let all the oil out. |
| | | RE: 428 oil change with cooler -- Geoff McNew, 05/10/2003
fill the filter before attaching, then add 5 qts. is what i do. |
| | | | RE: 428 oil change with cooler -- alan, 05/10/2003
then would it be correct to say with a 7qt oil pan and cooler you would add 8 qts |
| 390 al intake cracked! -- dennie, 05/09/2003
Hello my new f380 intake has the aluminum missing near the #8 cylinder pushrod opening.All the rod holes are partially open by design on this intake but this one is gone, is this a problem or should i clean it up and go |
| intake manifold -- Grant, 05/08/2003
me and my dad are rebuilding his old shelby. we need a dual 4 barrel manifold for a 428. does anyone know were i could find one? |
| 390 rebuild -- Scott, 05/08/2003
Last weekend my 68 Ford Galaxie over heated on the interstate. The radiator was dry and there were no major leaks. I have been told I either blew a head gasket or there is a crack in the heads or block. Since the engine has about 120k miles on it and there were already some oil leaks and worn teeth on the flywheel I have started to take the engine apart. I am planning to take the block and heads to a machine shop to get cleaned and checked for cracks.
I am following the 68 ford shop manual but I was wondering if anyone had any additional tips or advice.
Thanks,
Scott
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| | Questions before rebuilding -- Travis Miller, 05/08/2003
What is your intended use for the car in the future? Stock rebuild or street/strip racer? Do you want it to remain original in appearance or do you want it to go the hotrod/customized route? Being truthful with the car's intended use will determine which direction to head when the engine is apart.
One mistake made when rebuilding for more power is not following up with a lower rearend gear ratio. Items such as a bigger cam raises the rpm range which takes away from bottom end power making the car seem sluggish when taking off without the proper gearing. The drawback to lower gears is the ability to cruise at highway speeds.
Making the wrong decisions when rebuilding can turn an enjoyable car into a real pig that you no longer like to drive. Of course you do not realize that until after you have sunk big bucks into the engine.
If in doubt, go the stock route! |
| | | Additional Info -- Travis Miller, 05/08/2003
A prime example of the wrong race type parts in an otherwise stock engine follows. Sorry for using the "C" word but the same theory applys to FE's.
A customer wanted me to determine why his recently purchased matching number 454 Corvette with automatic and air would not idle. After tuning on the engine for a while, I determined that a large cam had been installed when the engine was rebuilt. Sure enough it had a huge hydraulic aftermarket cam with needle bearing racing rocker arms. Installing an original cam and rockers brought the engine back to specs and a smooth idle with the air on. Needless to say the customer was happy as the 454 wound up with gobs of bottom end power making it a tire smoking monster that would idle smooth at a stoplight. |
| | | RE: Questions before rebuilding -- Scott, 05/09/2003
I want to keep it as orginal/stock as possiable. I am looking more for reliability than speed. I am not against adding more modern parts (ie replacing the points w/ an electronic ignition). |
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