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 |  If you tried to post in the last few hours... -- Joe Oliphant, 08/16/2002
you were probably frustrated. Sorry about that. There was a fair amount of tinkering to make things work in the forum's new home. This code is fairly complex and it's a bit like stacking spaghetti when you start playing around with it. ;-)
It should be Ok now.
-Joe |
|  | Thanks for all the effort. -- Dave Shoe, 08/19/2002
It becomes clear how important these forums are when they are taken offline to be upgraded.
Thanks for all your efforts, Joe and Allen.
Shoe. |
| | | RE: Thanks for all the effort. -- Tim B, 08/19/2002
Thank you, thank you!
Tim B |
| | | | 3 cheers for Dave and Allen Hip,hip,hip Hooray.n/m -- POP428, 08/19/2002
n/m |
| | | |  | I meant JOE and Allen, Sorry JOE ! :( -- POP428, 08/19/2002
How do you edit your posts?? :( I would have loved too fix that mistake up? |
 | 427 Value? -- Joe Catylic, 08/07/2002
What would an early 2 bolt motor mount 427 block be worth? |
| | RE: 427 Value? -- joe schepker, 08/07/2002
there are too many variables to answer that one. how complete is it? how many miles on it? any damage? what will it bore to? has it been bored? what is the casting number?
not trying to be difficult, just need to have MUCH more info to accurately give an average going rate.........joe |
| Has anyone ever... -- James Dodson, 08/07/2002
left the oil drip rail plates off there heads? What did your enginge do? |
| | RE: Has anyone ever... -- joe schepker, 08/07/2002
i've known people who do leave them off, but i know that they aid in oil drainback and in a few cases, leaving them off caused a bit of oil consumption........joe |
| | | RE: Has anyone ever... -- John, 08/07/2002
I did...at the advice of FPP as their rocker supports don't fit well with the drip trays. And also on their advice I used their HV/HP pump. I'd start the car, watch the oil pressure go sky high, and then drop momentarily when I tried to move the car as all the oil went to the heads and didn't drain back fast enough. Once the oil was warm, it drained back OK. Changed to a HV only pump. Oil pressure gauge then indicated constant pressure. But in order to ensure I wasn't on the edge, I added the oil drip trays to help reduce the problem. I will add them from now on. There's been a recent number of letters in here about it. Try a forum search on "drip trays" to find out more. |
| | | | John, were you running oil restricters and... -- James Dodson, 08/07/2002
which heads were you using? I am using Edelbrock heads and am in the process of installing restrictors. I also am running a Hi Pressure oil pump that my engine builder recomended that I use. It is putting way to much oil to the heads. How I know that is that I chopped the top off of a set of junk vavle covers and watched it flow. It is doing exactly what you described. Instead of swapping the oil pump I have elected to go with the time tested restrictor cure. I am curious if you were running the restrictors when this occured with your engine and if you still had the same problem I will probably just go get a stock oil pump and stick with the restrictors. |
| | | | | RE: John, were you running oil restricters and... -- John, 08/07/2002
Yes, I used restrictors...a couple of slip fit aluminum "dowels" with a 0.090" hole down the middle. The heads were just standard 390-428 Ford heads. I'd stick with the HV pump as it gives more psi at the low end of the rpm range and has been a recommendation of Ford and other "experts" for decades. Just don't use a HP version. I was getting 145 psi at cold idle! |
| D0VE-C head question -- George, 08/07/2002
I found a pair of D0VE-C heads today, still on the engine. The car is a 70 Continental, and I could not tell if it's a 429, 460 or 462. Do I want these heads? I've heard them brought up a lot, but I'm more of an FE guy. The price shows me that they should not be passed up, but I want to be sure. I don't need more trash clogging up my garage. The engine also has a 4 barrel intake marked D0VE-9425 B. Is that something I should grab, too?
There's also a 66 with heads marked C6VE-6090 E. Are those anything?
I know these are not FE items, but I feel like I can trust the fellers here than anywhere else.
Cheers
George |
|  | There is a 429 forum availible in the left column. -- James Dodson, 08/07/2002
These guys will be a lot more help than we would ever be. |
| | RE: D0VE-C head question -- joe schepker, 08/07/2002
i've done quite a bit with the 385 series engine and according to my sources, the DOVE heads (429 and 460 heads are the same) are the best stock iron head to use, bang for buck. i converted mine to CJ style adjustables using BB chev rocker studs, early cleveland rockerarms and stock length moly pushrods. it was cheap to do, and i didn't have to machine the heads for the studs, by using the chev pieces. as for the intake, other than a square bore carb pattern, there's nothing trick about it. good luck! joe |
| FE Galaxie headers -- Jim, 08/06/2002
HELP... I am looking headers for a 1966 Galaxie Fastback 390. Does anyone know of a performance company that makes them? I tried Hooker, Hedman. Does anyone have any Ideas? |
| | RE: FE Galaxie headers -- dragpackdale, 08/06/2002
crites in ohio |
| | | RE: FE Galaxie headers -- Travis Miller, 08/19/2002
Hooker makes them but they are hard to find in the catalogs because they are not listed as street headers but as competition headers. They are actually street headers but because they fit 65-69 they must be listed as off road and are not street legal in CA. I am getting ready to install a set on a customers car now. Look like a nice set of headers.
Go to www.summitracing.com and enter part number Hok-6130
Crites lists headers for 65-69 but did not have them in stock. |
| | | | RE: FE Galaxie headers -- Jared, 08/20/2002
Ford Powertrain Applications makes them. They are a bit expensive, but they are excellent quality and made to fit. http://www.fordpowertrain.com/
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| | | | | RE: FE Galaxie headers -- Travis Miller, 08/20/2002
Just got the Hooker headers installed in my customers 1966 390 Galaxie. These things fit great. Did not have to put dents anywhere. Pipes clear everywhere and collectors have plenty of ground clearance. I highly recommend them. |
| 428Cj Heads -- Doug, 08/06/2002
I'm looking for a pair of 428 CJ heads casting numberC80E-6090-N |
| | You, and 50,000 other people.. -- Gerry Proctor, 08/07/2002
While they can be found (many have been molested beyond normal use, so be careful), expect to pay a premium. Unless this is for a concours resto, a better head is the Edelbrock, or a much cheaper garden variety FE head. |
| | | RE: You, and 50,000 other people.. -- Doug, 08/07/2002
Yes I know about the other people and the aluminum heads but I 'm restoring my early 69 r code cobra and some Joker in the past found a better place for the orignal heads.
Thnx |
| | RE: 428Cj Heads -- S.Corbin, 08/26/2002
got a set of 8090s |
| | RE: 428Cj Heads -- Phil, 11/04/2002
Hi Doug, I've got a pair of heads. Fresh, stainless valves, hardened seats, new springs. can sell with or without Crane adjustable rockers, stands. |
| | | RE: 428Cj Heads -- Doug, 11/04/2002
Hi Phil, How much are you looking to get for them and can you send a photo.
Thanks Doug. |
| | | | RE: 428Cj Heads -- Phil, 11/04/2002
$750 for the heads $900 w/ rocker stands,HD shafts, and Crane adj. rockers. photo can be sent later |
| 1966 C-6: Mercon or F-type fluid?(eom) -- Tim P., 08/06/2002
n/m |
| | Type F....n/m -- Just Strokin, 08/06/2002
n/m |
| | RE: 1966 C-6: Mercon or F-type fluid?(eom) -- Dale, 08/19/2002
Was the trans rebuilt? Your rebuilder could have used components for either tyoe of fluid. My receipt said in big text "USE TYPE F". |
| Shelby aluminum water pump -- etm63, 08/06/2002
Anyone had any experience with Shelby's aluminum water pump? I'm trying to decide between his or Edelbrocks. This is for a newly rebuilt 428CJ that I'm finishing. I know the Shelby pump is about $30 more and was wondering if it was worth it. Thanks for any input. |
| | RE: Shelby aluminum water pump -- Dr Cobra Jet, 08/26/2002
I saw the Shelby unit in a magazine and was wondering if everything would bolt up to it. |
| 390/c6 -- ponieboy, 08/05/2002
will a 390/c6 from a 67 t-bird drop into a S coded 67 mustang? need to know soon as ive got a line
on a set-up. thanks everybody. |
| Normal Oil Pressure? -- Dallas Fridley, 08/05/2002
HI all,
Just broke in my new engine. It has Edlebrock Heads with .060 oil restrictors to the rockers and a high volume oil pump. During breakin I had 65 psi at 2000 rpm. With all the stories I have heard about FEs and low pressures I was hoping someone could give me an idea of what a normal oil pressure would be. Does anyone know if this a normal value for this configuration? |
| | RE: Normal Oil Pressure? -- John, 08/05/2002
Yep...I used to get 65 psi at 2000 rpm....sigh!(so far, low oil pressure has been shown to be caused by worn main bearings)
I find the following is normal with a HV oil pump:
Hot Oil:
Idle: 18-22 psi
2000 rpm: 60-65 psi
max pressure: 70-80 psi
Cold oil:
indicates max of 70-80 psi
Note: 20W50 may give you the high end of the 2000 rpm and hot idle figures, while 10W30 will probably show at the lower end. The max pressure will stay the same regardless of the oil weight as it is dictated by the oil pump relief spring. |
| | | RE: Normal Oil Pressure? -- Dallas Fridley, 08/05/2002
Thanks John
I am using straight 50W oil. |
| | | | 50 weight is for...... -- kevin, 08/06/2002
diesels and racing. Ford called for 20-20 in the 427 up to a point. I used to use 60 wt at one time. Now I like the Mobil-1 10-30. I have even run the 0-30 in the heat, with .025 clearances (65 lb's). With that 50, you are just on the by-pass all the time (pump and filter), losing power, wearing the cam-dist gears, not circulating on start up, and overtaxing the oil control rings ability to scrap it off the walls. Welcome to the 21'st century. |
| | | | | RE: 50 weight is for...... -- Joel, 08/06/2002
Is 20W-50 an acceptable weight? That's what I run because I have loose main bearings which cause some seriously low oil pressure at hot idle. |
| | | | | | Bearing Clearances vs Oil Pressure -- John, 08/06/2002
The oil pressures I mentioned in a previous response to this thread are for 0.0025 bearing clearances. Changing oil weight from 10W30 to 20W50 doesn't do much for oil pressure...a few psi at idle for example. But changing bearing clearances does. My 1966 Ford factory manual for these engines specifies:
40-55 psi @ 2000 rpm for the 427 (hot); and,
45-70 psi @ 2000 rpm for the 428 PI (hot); and,
35-55 psi @ 2000 rpm for all other FE's (hot)
The bearing clearances specified are wide:
Mains at 0.0005 to 0.0031" in total for the various FE's and 0.0008 tp 0.0032" for the rod bearings for various FE's.
There is no mention of what weight oil is used for the oil pressure spec. I suspect that the wide oil pressure range correlates with the wide bearing clearances.
I will admit, I can't imagine a clearance of 0.0005" and the engine staying together.
David Vizard writes in his S-A Design book "How to Build Horsepower, Vol. 1":
"Increasing bearing clearances beyond necessary and raising oil pressure by modifying the oil pump relief spring are common "backyard" hot-rod tricks. It remains uncertain what most enthusiasts expect to gain from these modifications, except that they must be driven by the old proverb "A little bit is good, more is better". In the real world, this practise should be avoided. In most cases, abnormally high oil pressure (above 45 to 50 psi) [He's talking about Chev's here I suspect] increases pump drag, absorbs engine power, increases the chance of oil entering the combustion chambers and does not provide improved bearing lubrication or extend component life".
My own thoughts are this...all engines need about the same oil flow at the bearings. This requires a fairly consistent oil pressure with respect to typical clearances. The only reason Ford FE's require higher than the 10 psi/1000 rpm rule is that the pressure is measured way forward of the typically small diameter oil galleries. 40 psi measured on an FE may very likely give the same pressure and flow at the bearings as a Chev measuring only 20 psi.
Anyway, I agree with Dave Vizard's final comment about the best oil prssure is that minimized with consistent reliable operation. I hear that these days, more and more racers are using stock bearing clearances with 10W30 motor oil and have no problems. Many writers to this forum have stated that they don't even believe in HV pumps...I can only assume that for them, they are using bearing clearances much less than the highly touted 0.0025" "blueprinting" figure. |
| | | | | RE: 50 weight is for...... -- Dallas Fridley, 08/19/2002
BTW this is for a an all out race engine which is why I am using the 50W. Sorry I didnt mention that. |
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