Yup. Two of 'em.

I know Ross has them for a little over $600. Check them out at rosspistons.com.Also search through some older posts with "410" there were some other manufacturers listed a while back.

Making a 390 into a 410 is as simple as using a 428 crank and flex plate, and your forged pistons, if thats what you prefer.

Napa stocks cast 410 pistons, sometimes on the shelf. (My 2 bits worth)

Just don't forget to rebalance everything, and resize the rods, if you don't use the rods from the 428 crank. (some will say resize anyways- matter of preference, I guess)

Cheap and dirty ! try changing springs. Everybody has- um. Stay away from cheap when it comes to springs, most of the old type will not last long under heavy use. You'l see and feel a big difference, get something with a spring rate of 125 pounds closed X 350 open @ 1.850 installed height, you should improve your time. Ray P.S. When I was sprint car racing, I changed springs every 6 or 7 shows, when power started going down, same difference with yours.

Have you checked what the dist. 's advance curve and what is the total advance? What are you runnung for dist and coil and,points /elect?

If you're talking strictly performance, you'd be better off with a good single 4 intake.

If you're talking cool shxt, the cross ram is about tops.

You may have problems closing the hood - I don't know. The x-ram sits pretty high.

The reports I've seen say the x-ram makes great power. It's just a hassle to tune two carbs.

and there is the coolness factor (below not an Edelbrock):

thanks for your opinions guys...I will give it a go and see how well we can get it to run..There is a very experienced motor guy that has a roller dyno just down the road from my workshop...he is extremely good at sorting mech. problems..tuning carbs etc.. he road course races here in Sydney. If he has no luck with this setup... we will have a nice coffee table base! Manifold has good linkage setup already and is way smaller in the penulum than that smokey x-ram..!! have started to fiberglass mould my hood already ..no way will it close on this with air filters etc....a lot of work I know but fun all the same.....thanks...Larry

Good for you Larry, go for it ! Thats american spirit. Ray

In 1965, Ford redesigned the FE with four bosses for bolting up the motor mounts. Prior to this, all FEs had two bolts holding each motor mount to the block.

It may be a challenge to mount the motor mounts to the engine with two of the expected mounting bosses missing. On the other hand, it might be doable, I dunno.

I suspect the 1969 Falcon uses 1967-70 style Mustang motor mounts and frame brackets. I don't know this with any reliability, but it's a direction to start looking. If my suspicion is true, all you need is Mustang frame mounts for a small block V8, as they are easily converted to big block mounts by redrilling five holes n them. Brand new FE insulators and "repro" FE engine plates are easy to find, too.

Crites Restoration has a great website with lots of hints for you. This site can answer questions that I'm only guessing at.

Shoe.

A 390 or 428CJ 68-69 Falcon GT would have been a great competitior for the 396 Nova SS of the same vintage. It was a missed opportunity in my opinion. I would make a great "phantom" Ford at the car shows. All the parts are there and as Royce pointed out, it's the same engine bay as the 66-67 Fairlane. Same frame shortened a few inches. The Aussie Falcon GT came later with a 351, another story.

Tim B
1969 XR7 428 CJR convertible
http://members.aol.com/timbrands/index.html

Two great engines. My opinion is that it's a personal choice issue.

Will: Thanks for your answer! I need one tiny, but critical piece of info: Is the transmission bolt pattern the same for a 390 and a 351? In other words, can I replace the 390 straight up with a 351? Or do I need to change the transmission as well?
Thanks in advance for your knowledge.

You guys are giving some great advice. I appreciate the differing opinions especially, but what I need right now is the cheapest and easiest way to get the truck back on the road.
To answer a couple of questions, it is a 351M for modified (?), in a 78 truck. I know it is out of the league here for the date, but will this M version bolt up just like the 390? I am getting conflicting info locally about interchangeability, so I need to hear from you all. Everything sure looks almost identical, down to the brackets and all. Thanks again!

The iron intakes from 1958-1965 are all basically identical castings, except in detail.

There is some variation in the location of some of the drilled holes (vacuum, oil fill, etc), and the thermostat hole may be cast for either the small or the large diameter thermostat, depending on which car it was destined for, and the carb flange angle may be tilted a few degrees differently if it was machined for a Tbird or something. Otherwise, they all breathe the same.

Even the 2-barrel intake is the same as the 4-barrel - just the carb flange was cast differently.

This intake was modified in 1966 by necking down the runners as they mated with the heads. It became known as the "T"-marked intake. It was available in 2V and 4V form. It was aparently available until the FE was retired at the end of 1976.

If you are interested in performance, it's my personal opinion that it's not really worth swapping an iron intake for an iron intake, unless you've run across a 428CJ intake - as this is a uniquely great iron intake.

Feel free to mix-and match the early iron with the S-marked or the "T" marked intakes of the emissions era. I don't believe you'll see much difference, but it's always fun to experiment.

Shoe.

I got the Ford Power Products parts master catalog for the 428 Irrigation engine and just having a quick glance at it, it looks like the crank and rods are 'normal' parts, but the block, heads, pistons and more have unique P/Ns. (Even that the basic design of course can be the same as a ,let's say, CJ part).
If interested I can give You more info out of the catalog.

That is verrry strange. The exhaust looks like a truck manifold but the bolt and port pattern appear to be different. The head has the boss' for the air injectors like the 428, though not needed. The timing cover bolt pattern, just above the oil filter, looks strange also. It's curious as to why Ford would put a clutch actuating arm on an industrial engine as I've never seen another with a clutch, to my knowledge they use a drive plate that bolts to the flywheel just like a marine I/O set-up. another curiosity is the valve covers, they too are a bit different, somewhat like the 360 hp-352s without the nice little decal.

has seat inserts for non gas, bigger chambers too, no new piston needed $$

Did it say anything about the counter rotation engines. Their always been that myth that alot of marine engines rotated backwards. I've seen some early models up to mid 50s and not all were counter rotation motors. Ever hear of the guy that put the marine engine in his car and he had 3 speeds backward and one forwards.

A stock C 6 is strong enough for most 390s if it is built to the GT specs, I ran a stock C 6 behind a built 427 8-V for a few years with no problems at all. My C 6 came with my GT 500 KR Shelby.

A C6 will go into a '64 'bird. I'm not sure exactly how but it's very doable. I did install a C6 in a '61 Galaxie with little trouble behind a 428CJ. Even was able to keep the stock apperance with the column shift. But if you're not going to be drag racing, why not just have the original Cruisomatic rebuilt. Have a competent tranny man go through it, add a shift kit, and it'll work great. There were and probably still are shops that would beef up the old cruisos with internal supports, etc. I just think that a cruising '64 'bird will run well with a nicely built cruisomatic.