It sounds like the crank is late enough to make an accurate identification using the flywheel flange features. Note this does is not accurate with 1965-earlier cranks, but I'm thinking you've probably got a later crank.

This info is probably accurate from 1966-later, but since you're talking 360, I'll constrain the dates to the 360 era which started in 1968.

If the flywheel flange has a 1/4" square cutout and six threaded holes, it's a 390 crank.

If the flywheel flange has the above mentioned features PLUS a crescent (half moon) about an inch diameter cut into the flange to create clearance for the drill bit that hollows out the rear crank throw. Note that the early 390s also got this crescent, until the engineers realized the 390 throw was long enough that there was no need for the extra machining step. I think this epiphany hit when the 410/428 crank was being designed.

Shoe.

you didn't say if it was just one lifter ticking or several. it is possible that what you have is a worn rocker and or a worn push rod on the one that is ticking.

The price sounds about right too. They were not supposed to be removed. It keeps the heater blower motor windings a bit cooler.

Royce Peterson

n/m

pass side

1 2 3 4

5 6 7 8




driver side

nm

There is an oiling hole in the small end of the rod which allows oil to get to the wrist pin. It should be pointing toward the top inside of the engine and not down and out. Maybe it could work the other way ok, but Ford didn't do it that way. The C clips used to keep the wrist pin in the piston go in a certain way also. Install them with the smooth rounded edge side against the pin and the rougher sharper edge side to the outside.

The COAE-D head is correct for 1960 HP352 and 1961 HP390.

They are increasingly difficult to find just like 406, 427 and 428 Cobra Jet heads.

You can trade them for CJ heads if you can find someone who is willing.

The COAE-D does have a 58cc combustion chamber. If run with a flat top piston the compression ratio would be too high for available at the pump fuels. I'm running a set with C3J marine/industrial pistons that have a dish similar to the '61-'62 390. This provides a 10.5:1 compression ratio which will be marginal with 92 octane unleaded.

C3AE-6090-J is a 1963-64 427 Low Riser head.

C4AE-6090-H is a late 1964 and early 1965 427 Low Riser head.

I know the passenger side lower bolt goes into the water passage. You have to make sure you put sealer on the bolt threads or a leak will develop.

Is it the gasket leaking or is antifreeze coming out from under the bolt? Three of the bolts that retain the water pump have lock washers permanently fastened to the bolt. The fourth bolt does not use a washer and has a special seat right under the head. This was Ford's way of sealing that bolt that goes through to the water jacket.

on the head. Three bolts do have lock washers, bit there is no sealing washer on the problem bolt. Thanks much for all the input.

Phil J

The FE does have one oiling problem, but it's not related to all the BS that's been written over the years.

The only weak spot in the FE oiling system is the 5 quart front sump pan, because a hard accelerating FE can dump the oil to the rear of the pan causing the pump to suck air.

Oversized oil pans in performance FEs and avoidance of performance oil pumps in stock panned slower FEs are keys to longevity.

Lots has been spoken on this topic in this forum. An factory FE race engine flows as much as 12 gallons a minute at 7000 RPM, and a stock volume pump will flow twice this amount at 7000 RPM.

The 390 is a great street engine for a Mustang. If you seek performance in a Fairlane or Mustang, you'll NEED to remove the stock exhaust manifolds and install headers which port match the particular head you are running. There are two port positions in FE heads, and none of the header manufacturers (except FPA) seem to be clued in as to which type of port a car has, so you'll also want to verify you've selected the correct headers before buying them.

Search keyword "mismatch" or maybe "reversion" to find the exhaust port topic, and "sucking" or maybe "quart" to find the oiling topic.

Shoe.

...it came on all 1965 FEs including 352 pickup trucks.

I don't recall whether it's a 2V or 4V version, but both were exactly the same, other than the carb flange. Also, I believe some of these intakes had large holes for the thermostat, and some had small holes, but the casting number may have been the same for both hole sizes.

If I recall, the oil filler had disappeared from the intake manifold after 1964, and only a trace of where the filler tube was positioned remained in the manifold casting. By 1966 the oil filler features had fully disappeared.

Note the 1965 manifold was basically identical to the 1958-64 manifold, except in minor detail such as position of fittings and such. The 1965 intake was used only one year.

Because of new State and Federal emissions laws, 1966 marked a whole new era for the FE intake. The design was markedly changed in 1966, and two distinct designs resulted.

Shoe.

Give these guys the head casting number, that might help with the analysis. I'd guess that since it's a pre-emissions motor, a dual plane manifold, 4 barrel carb, and a set of headers would bump the power output up some. It's probably got smallish valves (~2.02/1.55) and low compression (~7:1) which would limit it some.