I'm not sure of the various dates, but the FMX (Borg Warner tranny contracted by Ford) was a tranny that fit between the FX and MX (both FX and MX terms became publically known in 1966, though both were introduced in 1958), so you can sorta consider it a heavy duty FX or a light duty MX tranny. The goal was probably to offer a tranny that fell halfway between the strength of the C4 and C6.

The oil pan gasket is different for all three, and is probaly the best way to determine what ya got (not that I can even tell the difference in the actual FX, MX, or FMX trannies, as I can't because I mainly study the C6).

Good luck. I've noticed that some literature uses the term FMX generically to indicate any of the three trannies. I guess even the tranny repair writers had trouble determining what was what.

Shoe.

http://jcoconsulting.com/forumfe/reply.aspx?ID=1049&Reply=1021
http://jcoconsulting.com/ForumFE/reply.aspx?ID=3233&Reply=3212
http://jcoconsulting.com/ForumFE/reply.aspx?ID=9103&Reply=8973

n/m

It will give it more horses.

Hooker truck headers are rumored to work with C7AE-A heads.

Be aware that Hooker headers for cars don't port match to the low-exit FE heads. Besides the flow issues related to a 5/16" port mismatch on the top and bottom of the port, there is insufficient gasket crush at the weld bead along the lower portion of the port, generating an irritating series of exhaust leaks.

You need to get away from C6AE-J, -L, -U, -Y, C7AE-A, C8AE-H, and D2TE-AA and go towards 1958-65 heads, or C6AE-R, CJ, or 427 heads for a proper port match.

FPA (fordpowertrain.com) has headers that will work in a car - make sure you get the ones with the proper flange - and some other manufacturers also make the proper header.

Shoe.

You'll also want to get a timing pointer for the 1968-later style of damper, and the timing cover from a 1968-later FE might be nice to properly support the pointer, though the pointer issue is really a minor concern - I just thought I'd remind you of it.

Since the late style damper lacks a cast-in pulley, you'll also want to pick up a pulley (single grooves are readily avalable in a few different diameters, usually all good performance diameters, but you'll usually have to watch ebay for a week or more to find one. Note the crank pulley bolt pattern is different of the 1968-later pulleys (common type and SCJ type) compared to the 1958-67 pulleys (all versions), so a late crank pulley will be needed.

Damper spacer is the same for all FE damper designs, and crank pulley groove offset is also identical for all FE dampers so you don't have to fuss with the water pump pulley. Note that the first years of the late damper offered 40BTC markings, but these dropped back to 30BTC as emissions issues overtook performance.

JMO,
Shoe.

I bought a balancer from dsc off ebay a while back was suppose to be nuetral balance. Seems to be good quality but the balance was way off. I've bought a 2nd since, but they get balanced with rotating assm. before use.
Charlie

390 car has 9 inch so the driveshaft is shorter. hawkrod

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

Those are ordinary heads from any of the FE line except 427 in the 1966 - 67 model years.

I drilled mine for the 16 bolt pattern so it would not be unusual to find another set that way. Makes them seal really well when using headers if you install all the bolts in the 16 holes.

The ones with the big "R" come from Ford's Cleveland foundry. See the casting mark C with superimposed F?

Royce

I have heard rumours that these heads properly modified will out-flow just about any production FE head. My cousin is getting ready to run a set of these heads on his 427 street/strip (mostly strip) '69 torino. I laughed at him initially when he told me he was putting "390 GT" heads on his 427. According to him the C6AE-R heads have a larger radius intake port that flows much better than other FE heads at high RPM. He is still prepping this car for this season so I can't report his performance with htese heads. I will say that I have heard others (including FE racebuilders) say great things about this casting. Just to put it into perspective my cousin has a set of 427 MR heads on his shelf but chose the C6AE-R heads instead. I am still skeptical.

http://www.classicpreservation.com/rochestermodel2G.html

You can also check this out- http://www.gerlecreek.com/ This guy has been around for awhile.

This is called a coil spring insulator. Yes you need to keep it, keeps metal from metal rubbing together helps with wear and noise. They run about $3.00 for original style and about $20 for poly. For the price replace them before you get all the new pieces in.
Charlie

these are the standard 67 FE head and was used on all sizes of 67 engines including 352 390 and 428. sorry, not special. hawkrod