I've got FPA end stands and their dowel kit on my EDE heads, having trouble finding valve covers to clear both. All help appreciated.
PS It's going into a '67 Fairlane with power brakes, very limited clearance between booster and valve cover.

There seems to be this bitterness about how the FE raced in NASCAR with the stock block,and the Windsor did not. True,Ford raced with the stock FE 427 blocks in NASCAR,but do you know why? because it was ALL THEY HAD!!! There was no such thing as Ford Motorsport back in those days,they did not have race specific blocks in the mid 60's! Alot of people say only the FE raced and won with production line blocks,but they are skipping the 70's! If the Windsor was the only thing that Ford would have had to do battle with,they would have still done it! They would have made it work and survive,just like they did to the FE. The FE was a total failure on the race tracks in the very early days of its racing career,so it was nurtured and developed by the engineers to last through a 500 mile race. You dont think they would have done the same thing with the Windsor if it was the only thing they had at the time? If you dont think that,then you are ignorant. Fast forward into the 70's--the 351 Cleveland,a production line engine,just like the FE,was chosen to carry the Ford name into racing. Why the Cleveland and not the Windsor? Airflow! The Cleveland heads had the capacity to move alot of air,the Windsor heads did not,very simple! Just like the FE's,the small blocks had a rough time in the early years of competition,and Ford was running stock block Clevelands,too! So why didnt Ford chose to run a Windsor? Because they had the Cleveland! It was a better design,it had a lighter rotating mass,compared to the Windsor. It had a slightly shorter deck than a Windsor. It already had performance parts available for it on the market. The Cleveland heads were far superior to any Windsor heads. The Cleveland heads were far superior to any FE wedge head. The Cleveland only needed a few minor mods to the oiling system,the FE needed many mods to its oiling system,even the 427 side oilers still needed alot of oiling mods. The Windsor was just never taken seriously by the factory or the aftermarket in the 70's. The Cleveland was the star child of those times.

I've heard some talk about altering the flow of oil in engines. I dont' know much about engines period so just out of curiosity, how does restricting certain oil passages help the engine? And in what way does it help? It seems kind of risky to me as I hear alot of posts of people saying they have oil pressure that's too high because they blocked the oil going to the lifters or rocker arms. Confused.
Thanks for any help

Sorry about the post instead of e-mail. My e-mail link is messed up right now. I can use e-mail. I just can't send it via a link. :-(

I just got off the phone with you. I'm looking for what I believe is called the dog-leg bracket for a 428 with smog. This bracket is S-shaped with a hole in one end and a slot in the other. It is used when mounting the alternator low to make room for the smog pump higher. I don't need the smog pump brackets. I just need the S-bracket.

I'll be leaving town today at around 3:00pm, and I won't be back until Jan 1 or 2, so there's no hurry. Also, this bracket isn't super critical. I just want it so I don't have to move the alternator to remove the valve cover.

thx,
wk.

ok, heres my predicament, ive got a 76' F-250, c-6 two wheel drive. On the driver side just under the head are the numbers 352, shes a 4-v, and all other numbers are gone, no othe numbers casted on block, the intake manofold is unreadable. not much to go on and you guys are all older fe buffs but any help would be kool
P.S the vin suggests it's a 360, hope not , but ive been told shes a 390 by others...?

The two PIs I have a C6 and C7 have no differences that Ive noticed.
I have a nice sidewinder and it seems to have a very uncommon weak lettering as contrasted to the std Ford Product.I doubt the C9 date as it obviously a 427 Manifold and by 69 Ford had other things on the drawing board for Performance-------429CJ SCJs Boss 9s. Perhaps a non Fomoco plant source.The Manifold while stock has very large ports that even dwarf a CJs yet pale in comparison to the High Riser ..........I believe they are Medium Riser though I never had a MR anything in hand despite owning everything from Boss 9s to 427SOs. The outstanding characteristic of the Sidewinder is the large volume around the high end of the runners sort of like a HR. Personelly I believe that velocity is varried drasticly and performance may be hurt accordingly.

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I have an aluminum FE intake that I am trying to ID. The part number is C7AE-9425-F. I asked this same question about a month ago and the general consensus was that it is a 428PI part. What is wierd is that it has an "open" upper plenum(i.e. no holes/dividers) typical of higher performance intakes. Just today I ran accross a reference(FORD high performance parts identifier)that tags a C7AE-F as 427 "sidewinder" intake. Can somebody tell me what is special(if anything) about a 427 sidewinder intake? Is that what I have?

I am just about ready to start my winter project, and am just gathering the last of the parts. I am rebuilding a 65 galaxie convertible 500xl. I have a factory AFX teardrop glass hood, and have the parts to upgrade the brakes and drop the car down 1 1/2 to 2". The car is a factory four speed(although I am still in the hunt for a toploader)
For a powerplant I have decided to do a compromise and am going with a 390 +.60 over, It has a steel 427 crank (C4AE-B)and I will be using the C5AE-B lemans rods. I will be using C3AE-C 406 heads that have small cc chambers, that should bump my Comp Ratio to a healthy 9.8/1 to 10.3 with the pistons I will be using. I will be running a factory tri-power. I have the factory 1965 427 headers. And am considering using the stock ajustable rockers(solid cam) even though I will be running a hydraulic with Rhoads lifters.
MY QUESTION: I would like to run a pretty bumpy hydraulic cam and feel I can get away with a pretty good stick with the use of the rhoads, but have no idea which way to turn. I DO NOT WANT TO RUN A SOLID LIFTER CAM NOR A ROLLER CAM. The rear end I believe to be a 3.00-1 but will change over to a 3.50-1 or a 3.89-1.
I plan on driving the car to events and being able to run the drags with it. I have some thoughts on caming but thought I would throw this up for discussion. Does anybody have any ideas on cams and rear end ratios, or does anybody have any real world experience they would like to throw out.
AGAIN, must be hydraulic, I don't mind a lope,(healthy or otherwise,as a fact would prefer a healthy bump), must be streetable enough to not have to "launch" at stoplights and use power brakes(idle under 1000 :o) ). AND must be able to propel a big galaxie down the 1/4 in respectable times.

Does anyone have flow #'s for 390 GT heads? Also, i picked up an early police interceptor 390 intake (single four bbl, cast iron) at a swap meet for $35 cdn. bucks. Because I Intend on putting my motor in a '67 fairlane and mantaining the sleeper look, should i keep this cool old piece or should i just get an edelbrock manifold and grind the edelbrock name off?