Try Kanter. They have one listed for $125, but they don't distinguish between power and manual steering.
http://kanter.com/

The heads are standard truck 360 heads, the block was cast May 10, 1973.

To pin it down closer use the following procedure to check the stroke.

Here's the easy way to check the stroke without removing the head. Get a straight 12 inch piece of coat hanger wire. Get a magic marker. Remove the number 1 and number 4 spark plugs. Turn the engine over until the timing mark is at TDC. Put the wire in the number 1 spark plug hole with wire resting on the top of the piston. Make a mark on the wire even with the lip on the valve cover. Now move the wire over to the number 4 cylinder and mark the wire again. Measure the distance between the two marks.

For those that don't know: 3.98 is the stroke for the 410 and 428 engines; 3.78 is the stroke for the 390, 406 and 427 engines and 3.5 is the stroke for the 352 and 360 engines.

Thanks to John Wilkerson for giving me the idea for this.

For some reason, I recall fighting the instructions several times before finally getting signed up properly.

It's been well over a year, but I recall I did receive a confirming email from Net54, and I believe I was required to respond to the email they sent in order to complete the communication loop verification process.

I can review the old email message they sent to me tonight, as it should help jog my memory as to what the process was.

Shoe.

Well Mike. I can offer some advice. If you use the Hooker headers, make sure NOT to use the big body FE heads. I have a 67 Fastback with a 390 FE (63Tird engine) with a C6. Using the hooker headers, it was a total nightmare installing this beast. I'd never do it again. There's company in Ashville, Oh (www.critesrestoration.com) that sells a kit that include modified engine mounts as well as a specialized header. I've never used them, however they suppose to make this task easier. I guess the Mustang/Fairlane heads have a different slant as well as horizontal bolt pattern which makes installation easier....I would not know however...I took the insane route....

He's fill of BS. You are right about the first y blocks being in 1954 and having 239 cubes. Mercury's first y block was in '54 also and had 256 cubes. These sizes were the same as the flat head engines used the previous year ('53). Lincoln got its first OHV engine in '52.

The 272 didn't appear until 1955.

Wrong. The 1954 Fords were the first to be equipped with Y blocks. They looked much like the 1953's but mechanically were a totally new car.

Royce Peterson

Since the FE was going to be built on the old Y-block production line, and budget constraints directed that much of the old Y-Block machinery would be converted to build the FE, there were numerous similarities between the Y-block and the FE.

I suspect there were multiple engine lines in the Dearborn Engine Plant, because the Y-Block would still be made in 292 guise for another five years after the FE was introduced, and I'm certain they'd be built on different lines.

The Y-Block did debut in 1954, Ford getting the 239 version, and the more spendy Merc necessarily getting an upgraded version with 256 cubes. Sadly, this first year was marked by a massive engine recall because the lifters weren't holding up. By the end of the year all was solved, but the Chevy Small Block of 1955 would take the hotrodding by storm, in part because of the Y-block recall, and in larger part because it was a cleverly inexpensive engine to manufacture.

Confusion with the Y-Block may arise from the fact that the Flathead ended up at 239 cubes in 1953.

If you wanna read about the development of the Y-Block from the team pespective of one of it's designers, you may wanna contact www.sae.org and request "technical paper" #540266 (266th paper of 1954). Expect to shell out $10.00 + maybe $3.50 postage. Within two weeks you'll be reading a xeroxed copy of the engine's paper, in the words of Ford Engineer Robert Stevenson. I'm guessing it'll be 18 pages long (maybe 12, maybe 36, who the hell really knows) and will have some fun and revealing info.

If the birth of the 429/460 Lima motor of 1968 is more your bag, try paper 680020 entitled A New Luxury Car V-8 Engine by Ford, by Albert Martin of Ford Motor Company. Same price, 25 pages. It talks manifolding, pistons, sand coring...you know, engineering stuff. Claims that the Lima engine is 2-1/8" narrower than the MEL, 7/16" shorter, 2-3/8" shallower (front to rear), and 59 pounds lighter than the MEL are also made. It goes on to briefly mention that 300 pilot-line engines were built in the Lima Engine Plant to establish that all objectives from the experimental engine were attained on the production line. I wonder if this was done in late 1967 model cars or early 1968 cars?

MEL, FE, super-duty truck V-8 (477?, 534, etc), small-block "Fairlane" V-8 engines are also written about by it's designers. SAE (Society of Automobile Engineers) was established in 1905 as a non-profit organization. They're pretty cool to purchase stuff from.

Shoe.

Rear gear ratio, cam specs, and what the car will be used for as in strip only, street/strip, or street only.

What are the distributor numbers?

And no, never heard of this!

I don't understand your question here Don. If you have the automatic transmission from a '68 390 donor car, you should have a C-6. The FMX was not used behind a FE engine after '66.

But I will tell you that a C6 fits very nicely in your '62 Galaxie. I did the same thing to a '61 a number of years ago and I was able to maintain the original column shift control. Just had to extend the shift rod about 4 - 5" that was from the original cruiso shift lever on the transmission. I cut the cruiso trans shift rod and welded in a piece so that the piece with the flat side could still be used at the steering column for adjustment. Easy to do. Then I was able to adapt the '61 bell crank kick down control to the C-6. Again, easy to do. If I can do this stuff.....it's easy.

What else, oh, I used a '65 Mercury trans cross memeber. I was able to bolt it to the mounts on the '61 Frame. I could only use one bolt/nut per side but it held without any problems. And I was running a 428CJ with R code C6, a hard shift kit & TCI convertor. I also used a couple of 1/4" steel strips for shims at the trans. mount to obtain the proper angle of the engine/trans.

All of this was so easy to do. The '61 Starliner looked like a stocker with a cruiso. My sons and I would load the cooler and drive it to the strip with our jack/M & H street slicks in the trunk(nice roomy trunk). Uncork the dump plugs from the shorty HP exhaust manifolds. Then lay down 13.7 consistent e.t.s @ 102 mph. It ran as well as the stock '69 Fairlane Cobra I once had reasonably free access to.....31 years ago.

The C6 mod is a definite good thing to do.