N/m

You might also try your local NAPA parts store. They'll send your pump out for a rebuild (my 428 CJ pump cost about $80), and you'll save on shipping and have someone local to deal with if there are any troubles.

Scott Hollenbeck
Mustang 428 Cobra Jet Registry
http://www.428cobrajet.org

For those of you who have never seen the 352/390 HP head used in 1960-61, the combustion chamber looks like the ones used today on aftermarket heads. Ford did not realize what they had and dropped that combustion chamber design when the 406 came out in 1962. I have heard stories from guys who had 1961 390 HPs back then who could outrun 406's and even 427's.

Good picture Mike. Thanks for sharing it with those who have never seen a C0AE 6090D head.

these were the weapon of choice for Ford when they were competing against the 348 Chevy plank head boat anchor.

After Ford ran all over Chevrolet for a couple of years with heads like these, Chevy was motivated to get back into the hunt.

In 1961 Ford and Chevrolet both threw their cards on the table again Chevy had the 409, and Ford cards had 390 cubes.

You can see how fast Ford scrambled for more cubes, having introduced the 406 and 427 in the next two years.

In 1963-1/2 when Ford rolled out the 427, the party at GM was over........and during the 1963, 64, and 65 season, Ford won 101 NASCAR races to 9 (nine) for the Chevrolet boat anchor.

Cool piece of Ford high performance history ya got there! I was in high school at the time, but I do remember a guy who had one that was a few years old, but still faster than a scalded cat. I recall how the front of the car would kind of raise up at speed when he applied power in any gear. It was pretty crazy back then, when high school kids were out on the roads with power (and chassis) like that!! One other nice thing about those days, many of the SUV's were powered by FE's (we had a 1959 Ford Station Wagon that had a Thunderbird motor, and it would eat up the road with ease.

P

i read on another fe forum about oil passage problems with the edelbrock heads when using studs. I don't remember all the details of the article, but it mainly said that one of the studs may cause an oil passage in the head to be blocked. The machinist who posted this said that ford made the passage a little bigger than the edelbrock engineers made it, therefore starving the engine of oil. Like i said before, I don't remember all the specifics of this article, but you can read more about it on fordfe.com. This was posted a few weeks ago, so you may have to scroll through a few pages to find it, but the title is similiar to the one i posted. Good luck.

nm

Many people use a high volume oil pump and are sorry, according to the shop that built my engine. If the motor is going to be run on the strip only then the high volume is a good choice. High pressure oil pumps, according to the machinist, is the choice for the street driven cars as a rule. The stock oil pump on the FE is a good one especially since Edelbrock made the oil passege small on the head for you already. This passege way was the first thing that a 428 guy would restrict on the stock head to keep more oil on the bottom. You will not have that problem with the Edelbrocks. Hope this helps.

Charlie, check out KB-Sivolite(www.kb-silvolite.com) for their 'hyperutectic' pistons. They offer a one for the 390 that should yeild the comp. ratio your looking for with the right deck height. If your after a forged piston, I beleive Ross still offers a 390 piston. The TRW's are fine, but leave a lot to be desired when compared to the other pistons on the market.
JM2C

James,

I have used original CJ cams (same as the 66-68 390 GT also) and find them very mild. It would surely slow your car some. I don't know about the copies but have faith in products from Comp Cams.

The specs in your current cam sound like a good match for a stock converter, too bad a lobe is going away.

Royce Peterson

I wonder which tranny mounts up top that?

Great pic Royce, thanks for sharing it. Never seen a photo of it, but heard something about it way back. Would make an interesting GTE motor?

P

I am not sure about the dribbling fuel, but a long duration cam usually takes a higher idle to keep the engine running. That causes the throttle blades on the primary to be opened past the idle curcuit holes. Fool the engine by cracking the secondary butterflies open allowing the primary ones to go back to their normal position. On a Holley there is a small set screw on the secondary passenger side that can open the throttle blades. Give this a try and if it works, send me the $250.

692 early version, 712 later....piston alone.

for it looks stock to the untrained eye, has proper linkage, smaller primary venturi that helps drivability, virtual bolt on, readily available, reasonably priced, and Ford recomends it as the first step in doing just what you described.

n/m