I'm far from a C6 wiz, but the only difference I'd know of between a 1969 case and a 1971 case might be that one has thevacuum modulator fastened to the tranny with a clamp (clamps sorta like an FE distributor), and the other has a threaded-in vacuum modulator. The change may have actually happened in 1972, I can't remember.

Starting in 1969 (late 1968 models, too?) a few extra holes were drilled in C6 iron (not the case) to promote extra drainback or lubrication in a couple areas for severe racing. There are plenty of rebuild kits which explain how to drill out earlier parts to match later parts. All C6s after this were drilled.

I suspect you can swap cases without any issues, possibly excepting the alternate modulater mount requiring the new-style modulator.

I have heard one faint rumor there is an FE case with extra ribs on it, but I presently believe it's a false rumor. You may want to compare the CJ case with the 1971 case, just to be sure they cosmetically appear identical on the outside. If different, please let us know.

JMO,
Shoe.

nm

All non-perf dampers starting from 1962 or 63 (I forget) through the end of 1967 are correct, regardless of which FE engine you pick.

If you have a 428PI, then you likely have a damper similar to the 427 LeMans racing damper, but standard 428s for 1966-67 got the regular FE damper with the 0.75" wide inertia ring with fan belt groove cast in (and often hidden by pulleys).

Note the timing pointer markings will vary from the earlier years, so you may want to hang around the latter years (maybe 1965 through 67) to assure the timing mark is of the same style. The marker differences are obvious. If the timing marks on your engine are located on the stamped steel pulleys which cover up the damper, then you need not pay attention to the damper timing marks.

Note that ALL FE dampers are neutrally balanced, no FE dampers are externally balanced.

JMO,
Shoe.

As long as you only need to use the vertical exhaust bolts (as I believe is true on boats), you are correct in stating 352/390 heads will suit your needs well.

I would recommend any common production 1959-1965 heads, as these are all exactly the same (in my opinion), and will flow just slightly better than the C7 marine heads because they lack thermactor bumps in the exhaust. Yes, the chamber and valves are the same on these heads as on the C7JE heads, and the runners are the same, except for thermactor bosses.

You may want to avoid mixing in C6 and later castings (except C6AE-R and CJ), as these tend to have small "emissions" type runners and slightly smaller combustion chambers. Having said this, emissions heads would perform great for a stock 300HP marine motor, particularly since your friend probably has the matching "T" marking on the #1 intake manifold runner, indicating the manifold is designed for small runner 1966-later emissions heads.

I suspect new heads are around someplace, but I haven't seen any sold for a while. You'll probably have better luck looking for used heads. If the valves are sunk in the heads you buy due to too many valve jobs or use of unleaded gasoline under heavy service conditions, you may wish to install hardened valve seats. Note also that small runner "emissions" type heads also accept hardened seats very well.

When it comes to used heads, one concern will be whether the head has been milled. The most accurate way to determine this is to measure from the deck to the center of the intake manifold bolt holes. No other deck reference has quite the positioning accuracy of the intake holes.

JMO,
Shoe.

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. .but also check with Mr. F, he might have an extra one he's using as a paperweight laying around. :-)

Usually I put permatex thread sealer on the bolts if they go into water jacket. I omly remember lower pass side going into water jacket

n/m

I had three 1969 428PI engines long, long ago. It sure seemed like they had some fancy flowing heads at the time, but didn't know enough about FEs or engines to understand port sizes.

It turns out 428PI engines basically had 390GT heads with the Galaxie exhaust drill pattern for the plain log manifolds with large H-pipe diameters, manifolds which are apparently common on pickup trucks. I believe all 428PIs from 1968-70 got the Thermactor bosses drilled out, and only California PIs (mayby NY PIs, too) got Thermactor in 1966-67.

The 390GT/428PI head was just an ordinary FE head used in all FE applications, but with heavy duty valve springs, non-rotating machined retainers (stronger than the stamped type), and associated valve locks and valve stem grooving for the machined retainers.

In 1966-67 this could have been the new small port "velocity" head (for emissions efficiency), such as C6AE-U, C7AE-A, or several others, as well as the "transition" style large port head, the well known C6AE-R. In 1968-70 the head would have been the ultracommon C8AE-H. It performed great in the PI package.

The 428PI got an aluminum intake until the 428CJ intake became available, at which time the PI inherited the cost saving iron intake off the CJ. The PI got a 600CFM Autolite carb, and this carb/head combo pretty much assured the engine would eagerly start with approximately a half turn of the engine - very eager starting.

The 428PI used ordinary 428 pistons, not 428CJ pistons, as the dish volume was correct for the chamber volume. Early CJ pistons were the same as ordinary 428 pistons (but with an alternate dish size) until November 1969, at which time the SCJ was born which demanded an extra-duty piston casting. The CJ and SCJ would both inherit this reinforced piston (they shared the same dish size), and the PI would retain the ordinary 428 pistons and original crank balance.

The various 428 cranks functionally differ only in balance, as all FE cranks are cast of the same pearlitic nodular iron. The blocks, too, are identical.

It's likely you'll find a partial VIN number stamped on most PI blocks (and most CJ blocks, too), at the rear of the block behind the #8 cylinder on the casting pad right near the cylinder deck.

Shoe.

Hey Steve, I don't remember off hand but I'll crawl under that '58 Country Sedan donor later today after work and get that measurement for you.

http://fomoco.com/mustang-forum

the GT intakes have C6AE and C8AE part numbers. you just have a standard ole' cast iron intake. the GT intakes are not really special as they are the same intakes used on galaxie and tbird for the same years. the only one that is really special is the 69 IP 390 which has a C9ZE intake which only fits the intermediate and pony cars. hawkrod