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 |  How do you tell if your intake has been milled? -- James Dodson, 07/19/2002
I have a PI intake that I believe is alowing the engine to drink some oil into the intake runners. It could be that the Fel Pro gaskets are the culprits as some have been known to cause this problem but while I have it apart I wanted to make sure I wasn't doing all this work for nothing. Are there measurments or characteristics that I need to be looking for while I have it off that would tell me if it has been milled or maybe warped? |
|  | RE: How do you tell if your intake has been milled? -- David Thayer, 07/20/2002
Take a reference point ( a bolt hole, etc) and make a measurement from a manifold that has NOT been machined. Then use that same reference point on yours.
Does somebody here already have numbers and a formula?
David |
| |  | RE: How do you tell if your intake has been milled? -- salid, 07/21/2002
I had that same probelm with mine. The FelPro gaskets with the printed silicone seemed to fix it for awhile. I think I may be getting the problem back. My intake has the look of original surfaces, of course, that doesn't mean the are original. I'd be real interested in reference measurements too. What do you think folks, will the iron CJ intake be the same as the PI? I've got one of those off, that I can go and measure, if we can figure where to measure. |
| | | | RE: How do you tell if your intake has been milled? -- Royce Peterson, 07/22/2002
The story about iron CJ intakes being the same as a C7AE 9425-F / Police Interceptor aluminum intake is wrong. The intakes are similar in many ways but there are considerable differences especially in the area where the pushrods pass through. Also the CJ intake does not have provision for a road draft tube or oil filler tube. The PI intake is also about 1/4 inch taller where the carb mounts.
Royce Peterson |
| | | |  | RE: victor gaskets -- mustangoldtimer, 07/22/2002
have both felpro and victor gaskets in my hand, the victor gasket looks kinda cheap, but softer,maybe thats the answer. what do you think? I never had a felpro problem, have six running fes, I do not use the cork end pieces anymore, the the cork weeps after a while.I use 3m Ultrapro 08700 at home and at the dealership, its black and its the best, instead. Ray |
| | | | What about measuring the area where the... -- Dan Davis, 07/22/2002
...distributor sits? That should be a constant thickness on any FE intake. If it is thinner, then the intake has been cut.
Of course, there are those who do not cut this surface...for those intakes, a quantative measurement is not as easy :^(
Regards,
Dan |
| | I'm a rookie, but . . . -- Orin, 07/22/2002
. . . I'd think that if the intake had been milled the bolt holes would not mate exactly with the holes in the heads. A metal-to-metal mating of the intake and heads would leave the holes "a tad" off to account for the lack of the gaskets, right? If the intake had been milled wouldn't that "tad" be considerablly larger because it would be sitting lower between the heads? |
| intake gaskets -- James Dodson, 07/19/2002
My car drinks some oil on accassion. I had a leak down test done on it and it is fine. Every cylinder was exactly the same at 110 pounds. One person told me that those Fel Pro blue striped gaskets were famous for leaking on the bottom side of the intake and letting the intake runners suck oil into them and into the combustion chamber and that I should replace them with Victor intake gaskets and it will quit. Does anyone in the forum have any experience with this? I have Edlebrock heads and a PI intake. Thanks in advance. |
| GT500KR @ 135mph -- Mike McQuesten, 07/19/2002
Today, 7/18/02, was a great FEin' day for me here in Spokane,WA.
It was a total thrill to see our own occasional contributor Greg Sali blast within six feet of me(I was standing behind a cement divider operating his digital camcorder catching the moment)accelerating on a straight stretch to 135 mph! This in his 1968 Shelby GT500KR/C-6/3.50 candy apple red convertible.
How would this happen? Greg's brother in law is a local proud owner of a '99 dual cammer Cobra. He rents the local facility for a full day. Spokane Raceway is a combination drag strip/road course that includes the drag strip while being operated as such and then a full circle track for stock car racing, etc. It's a facility with a lot of potential that has fallen into a state of disrepair albeit still functional and that's what matters now with so many drag strips going away.
Greg's bro-in-law recruits a few other speed addicted die hards who want to get it fully on without fear of breaking the law. So what shows up? A Razoo Red Ferarri that I must admit does scream. A couple of Porsche 911s in various states of modification. Bill's '99 Cobra as mentioned, and Greg's GT500KR. They flat out put the pedal to the proverbial metal. On the complete road course one at a time mind you.
Greg drove all the way from Boise Idaho. No short jaunt to say the least. Greg is the original owner on this fabulously original Sheby ragtop. He purchased it bran new in July of '68. He has done a lot of living with this car and it shows which is one of the many reasons I'm so impressed with the car. I'd guess over 80% original paint. All the little road debris chips and little nicks are just so cool in my opinion. The all original black interior. The nicely worn Shelby wood shift knob controlling the R code C6. Greg has installed a brand new top and the mildly built original 428 Cobra Jet is perfectly detailed....not to be a lawn show winner but a tough competitor on the hard pavement of drag strips and road courses like this one was set up today.
I'm not going to give a lot of details just a few that Greg shared, i.e., a Cam Research hydraulic stick along with original non adjustable rockers; a C7AE PI aluminum intake; recently installed FPA Tri Y headers (Which are very impressive both for fit and sound/performance) the CJ C6 and the 3.50 traction lock rear. Also a Boss 302 rear sway bar. That's just the basics and there's more but not a lot more than how the car was equipped new.
Okay so the Ferrari sounds high tech and as I said it screams. Bill's Cobra is a super fine car and sure sounds/runs well. The Porsches? They're cool too. I'm not about to part with my hard earned bucks for one of them. But as you can imagine, it's the '68 Shebly KR that spins my crank as very high revs.
It was great to meet Bill in person. He helped me out a lot by finding the '60 HP intake I needed to replace the milled one I was attempting to install last winter. It was thanks to this forum that he read my lament. He remembered seeing such a rare intake and did the leg work, negotiating, purchasing and shipping to me.
The sound of that '28 CJ exhausting through the FPA Tri Ys and Flowmasters at over 5 grand is just as Martha would say, " a good thing...." |
| | RE: GT500KR @ 135mph -- Martin Edridge, 07/19/2002
Well it gladdens my heart to hear about someone with the right attitude (IMHO). It makes me a little sad to think that so many of these cars (all musclecars of all makes) are reduced to formation parking (shows) when they were built to do so much more. All credit to anyone who USES their musclecar to the full, and I don't mean just drag racing. I have been enjoying my '70 Fastback for years on racetracks and it knocks drag racing into a cocked hat. I too have had my car screaming on some tracks and with a 466 CJ with 2.75 rear you can imagine the speed. Full brownie points to this Shelby geezer.
Cheers, Martin. |
| | | RE: GT500KR @ 135mph -- salid, 07/20/2002
Martin, I note that you are using 2.75 gears. I promised myself I would not run over 5500 RPM. 135 mph is actually about 5700. It still wanted to go more. I'm guessing with 2.75 gears and something like 28-29 inch tall tires, you are running something like 160 to 165mph?
By the way, (although a little off the FE topic), I just did that Shelby 1 inch lowering of the A-arms. That made an unbelievable difference. The car used to have significant bump steer and plowed the front fairly bad in tight corners. Lowering the A-armsalmost eliminated the bump steer and dramatically reduced the front end plow. Having the PI intake may have helped that too since it takes about 55 lbs off the front.
And who are you calling a geezer? When I'm sitting in my Shelby, I'm a stunningly handsome, ultra studly young 54 year old. I am clearly a hero in my own mind. Unfortunately, when I step out of the car, I am transformed into a stuby little old gray hair fart of a wannabe.
Mike and I took some video. If I can figure out how to get it onto the computer, I'll send something to Mr. F to post. The audio alone is worth trying to share. |
 | Holley ? -- ANDY, 07/18/2002
I have recently installed an 800DP with downleg boosters on my 390. I was wondering how many jet sizes different it should be from a straight leg version due to the stronger signal. I am currently running 72's & 85's. |
| surfing found Fairlanes, 390s, and a lightweight -- RC Moser, 07/18/2002
Might visit woodyg.com/fairlane site. If you like fairlanes and 390s. Also, anybody seen the 406 63 Galxie for sale on autotrader.com. (collector cars) Record holder for 20K. Also, check out the Black Panther 64 427. |
| Rocker Shafts...How many holes? -- John, 07/17/2002
A few years ago I purchased some Harland Sharpe rocker shafts from Summitt. They had two holes per rocker location...one underneath and one on top. Sometime more recently I noticed that Summitt now advertises 1-hole HS rocker shafts. Both before and after my engine rebuild I had gray smoke from the exhaust under reasonably hard acceleration, but not when I started the engine nor when I cruise along. If I accelerate a second time shortly (20 seconds or so) again, it doesn't smoke. If I cruise for a little bit longer and then accelerate a third time, it leaves quite a cloud back there. I have no water leaks at all that I can see and I presume this smoke is from the valve guides and the heads flooding slightly with oil. I have restrictors in the heads but I am wondering about all these oil holes in the rocker shafts. One of the previous letters in this forum told of an engine with the rocker shafts installed upside down that smoked similairly to mine. When this fellow corrected the problem, his engine stopped smoking. I can sort of see why. The rockers press upwards against the shaft which means maximum clearance between the top of the rocker shaft and the rockers and hence more oil flow. Can anybody add their two cents to this before I spend more money buying different shafts? |
| | Evidently..... -- kevin, 07/18/2002
yours did not get tapped for set screws. They used to sell them with set screws that allowed you to flip them when they got worn. You can try to tap them, or plug them with a spot of brazing, weld, or epoxy. |
| | RE: Rocker Shafts...How many holes? -- BEAR, 07/18/2002
what style of head are you running. I runn edelbrock aluminums and the oil drains are smaller and in slighty different location than stock. because of this you have to trim the gasket. Also the oil drains could be plugged. The reason is that I run the harland sharpes with to holes and I don't smoke since i fixed the gasket. However I do have to add oil every once and a while maybe that is why. So youm might want to check your drains. |
| | Very Interesting....... -- John, 07/18/2002
Well Kevin, my rocker shafts do not have threaded holes from what I can remember......they certainly did not come with set-screw plugs. I am not sure if I can thread them or not as they were advertised as "hardened" steel. And to Bear, I am using standard cast iron Ford heads and the gaskets fit fine. I thought of chamfering the oil drainback holes on the heads as some of the headbolts do cut down on the oil drain back rate, but didn't do it. Interestingly, the smoke started after I switched from 10W30 to 20W50 which of course will drain back more slowly and might tend to flood the heads. I guess I will take a shaft out and see if I can tap it for set-screws. I doubt epoxy would survive the heat and brazing might be hard to clean up for smooth rocker action. Thanks guys for your input. Unusual technical questions so often seem unanswered here, but God forbid somebody brings up a FE history question...the thread goes on forever......chuckle! |
| | | RE: Me too....... -- SDP, 07/18/2002
I had the same thing happen when using Dove shafts on a street driven 410. I chamfererd the oil holes in the heads myself and used restrictors(.125") and the motor still smoked and used oil. I also used 20W50 and even tried 50W with no luck. I finally removed the shafts and had the second set of holes brazed closed. No more trouble. On a race only motor the extra holes dont seem to cause any problems...........................................
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| | | | Extra holes -- James Dodson, 07/19/2002
The HS shafts have the extra holes as a part of the Harlan-Sharp's long tradition of trying to think of everything. There is a hole on top and bottom to avoid them accidentally getting installed upside down. this used to happen on occasion so HS did that so you wouldn't have to keep that in mind while you were assembling the rocker shaft assemblies.
A lot of the FE smoking problems have to do with two things. One, using Fel Pro gaskets on the intake. They are not very good and alow the motor to suck oil from the valley into the intake runners. Two, the standard valve guide seals are not good enough. I am currently having this problem with the intake gasket issue. My intake might be warped or previously milled so when I get to the bottom of my oil drinking problem I will post my findings. I hope this helped. |
| 735cfm -- John, 07/17/2002
C60S-9510-M
List-3530
611
Know its a 735, but what was it made for?
John |
| | Actually it is a 600, not a 735 and is from... -- Dan Davis, 07/17/2002
...a 1966 Fairlane with a 390-4V GT engine and a manual trans. I believe that the date code of 611 translates to the first week of January, 1966.
Regards,
Dan |
| | | RE: Actually it is a 600, not a 735 and is from... -- John, 07/18/2002
Hm.. Thoght that 9510 ment 735cfm?
john |
| | | | Nope, 9510 is the Ford basic part number... -- Dan Davis, 07/18/2002
...for carburetor.
Cheers,
Dan |
| | | | if that were the case i have a lot of 735cfm... -- hawkrod, 07/18/2002
2 barrel {G}. the 9510 is a basic part number. ford numbering system is actually very easy to understand and follow. all carbs are basic part number 9510 so when you go to the parts book you just open it up to section 95. the distributor is 12127 the brake shoes are 2001 etc.... evry ford part has a basic number and the prefix and suffix give year (C6=66), model(O=fairlane), engineering (F=fuel), and specific application (M=390 std trans). hawkrod |
| Offenhauser 360 Dual port manifold -- Chris Thompson, 07/17/2002
I require information about an Offenhauser 360 dual port manifold #6078-DP. I am looking for a low end - mid range manifold for a fairly stock 352.
Anyone with knowledge or pictures ? Thanks in advance |
| | RE: Offenhauser 360 Dual port manifold -- Gerry Proctor, 07/17/2002
An interesting concept and design that, unfortunately, is a miserable and expensive manifold. You would be far better off with by either keeping your iron manifold or going to an Edelbrock Performer390. I actually tried one in the mid-seventies so experience is talking here. Again, on the surface the concept seems sound but it didn't work then and it doesn't work now. You can find images and info by using your favorite search engine. |
| | | RE: Offenhauser 360 Dual port manifold -- Martin Edridge, 07/17/2002
I am inclined to agree with Gerry on this. Although not with an FE, I have some experience with one of these on a warm 460 and was very disappointed. Slower than the stock iron intake. It's still sitting in my loft as I can't think of a use for it. I also agree with Gerry's suggestion of leaving it alone (iron stocker) or plump for the E-brock, but from experience, I would save the money and leave it. HTH
Cheers, Martin. |
| | | | RE: Offenhauser 360 Dual port manifold -- SDP, 07/18/2002
I agree totally with the last two posts. My brother tried one on his GT390 Comet and lost a couple of tenths at the strip. The motor felt lazy to me when I drove the car compared to the "S" intake that he had on the car. A great design on paper, but it sure does not work in the "real world". Now, the 360Degreee intake and the Port-O-Sonic are very good intakes so Offy did make some stuff that worked............................. |
| | | | | I lost count of how many of those I see hanging... -- James Dodson, 07/19/2002
on someones wall that the owner was really trying to talk me into buying. Now I know why. |
| | | | | | RE: I lost count of how many of those I see hanging... -- Chris Thompson, 07/20/2002
Thank you gentlemen for your responses, I am now wiser and wealthier with your help. Thanks again |
| | Refresh my memory -- GCF, 07/23/2002
Is this the manifold where the primary and secondary runners of the manifold were completely separate all the way from the carb to the intake port? |
| | | RE: Yes, that's the one.{n/m} -- Gerry Proctor, 07/23/2002
nt |
| Fe into 5. 0. -- BEAR, 07/17/2002
Does anyone now if the factory five racing cobras use the 5.0 K member. Because the use everything else from the 5.0's. the reason i am asking is that they sell FE mounts for there cobra's might save me the hassle of building the mounts. |
| Manifold question - tri power -- George, 07/17/2002
Me again. My friend that's looking for Fairlane GTA kickdown linkage is also converting to tri-power. The alum manifold he has, has a big hole behind the carb table. The manifold does not have a crankcase vent tube in the front, like the earlier ones, so logic would tell us that the 2" hole in question should provide some crankcase venting. But, he has power brakes and shouldn't the vacuum for the booster come from the intake manifold? Isn't there some sort of fitting that would make that possible? Do we rely on the valve cover vent to vent the engine? There's another, smaller hole on the rear of the risers for the carburetor platform. What the H is that all about? I don't know the brand name of the manifold, but I do think it's FoMoCo.
Sorry I so dumb.
Thanks
George |
| | RE: Manifold question - tri power -- Mike McQuesten, 07/18/2002
George, I'm going to attempt to offer a few things to you and it may turn out that I've got more questions than helpful hints.
First, what do you mean by a "crankcase vent tube in the front, like the earlier ones..."? I've personally never seen a Ford FE tri power intake with a vent tube in front unless you're talking about the oil filler tube? Which does act as a vent tube to a degree too. So you're saying there is no oil fill tube at the front right corner?
Second, there should be a vacuum hole source at the back of the base of the furthest rear carb. Isn't there? That can be an intake vacuum source. It was designed for crankcase ventilation via that big hold you're talking about there at the back. There is a plate and a screen filter that goes there. A hose runs from that plate's nipple to the hole there on the base of that back carb. Make sense? You can use it as a vacuum source and then run valve covers with breathers. Along with the front oil fill tube that should be all the crankcase ventilation you should need.
And as for kickdown with a Fairlane GTA, there's no problem there with a tri power intake since the kickdown lever is actuated by the little paddle on the accelerator pedal rod at the firewall.
Factory Ford tri power on a GT or GTA Fairlane was a very common modification. Ford even offered the package deal over the counter in '66.
No front filler tube? On a Ford Tri Power intake? I'm back for some more learnin'..... |
| | | RE: Manifold question - tri power -- George, 07/19/2002
Mike,
There is no oil filler tube in the front. I'm still not sure if it is a FoMoCo intake. I had a 66 Fairlane delivered today and it is a complete POS. I am QUITE perturbed, and did not think to look at the manifold.
But, you are saying that there is a plate with a fitting to tie the two holes together. Is there another fitting that leads to the brake booster? I am right so far about using the valve cover for ventilating, just using common sense instead of experience. That's cool...
About the kickdown: The question was not whether it would work with the 3 deuces, it was whether or not anyone had a linkage assembly FROM that paddle, down to the trans case. I hear that finding this assembly is like looking for the holy grail, and we should just go with the Lokar cable setup.
Thanks!
Cheers
George |
| | | | RE: Manifold question - tri power -- Mike McQuesten, 07/19/2002
Hmmm, interesting about there not being an oil filler tube out front....I'm wondering if Ford did offer this intake in '66 like that? I don't think so.
You know what you should do is search Ford Tri Power. There is a web site out there that has a ton of info on Ford factory tri power. If you have a digital camera, you could post a picture here for us......
I'd like to see what you've got there before I going talking absolutes, etc. That gets me in trouble but then I do learn stuff too.
Has anyone ever seen a factory Ford tri power intake with a dual port design similar to what Offy offered with their dual-port intakes?
I've seen one.....at John Vermeersch's shop in Detroit. The a friend told me at a swap meet last weekend that he picked such an animal up. He had no idea but said he couldn't pass up such a weird thing....any ideas? When I saw the one John V. had he had no ideas either.
Anyway George, post us a Jpeg if you can. No markings anywhere? No Ford logo anywhere? Even without a part # which most tri powers did not have, you can find a Ford script logo someplace.
No oil filler tube.......
Oh, and yes those FE - C6 kickdowns can be difficult to find but they're out there. Follow that crazy eBay and you'll find it. I found my '60HP air cleaner. It took seven months of watching and now I'm addicted to that crazy place. But I won that damn thing! That was my holy grail I guess you could say. |
| | | | | RE: Manifold question - tri power -- Pop428, 07/19/2002
He is a great site I use for my tri power questions.
http://search.msn.com/preview.asp
peter
69' Mach 1 428Cjr.
WT 7034 Green. |
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