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 |  The saga continues..... -- cuzncletus, 12/21/2004
of my camshaft eating engine. Here's a new problem. The engine builder test fired the engine. Shortly into the break-in it dropped all oil pressure. Examination showed the oil pump shaft wrung in two. Cause: the parts buyer (me) bought a high pressure pump for a 427. The builder said it generated 40 lbs. of pressure when he spun the pump with a speed wrench by hand! Solution: Pump for a 428 and a heavy duty pump shaft. (Thought I already had one of those, durn it.) Hope this helps someone.
"You can learn by a bad example as well as by a good example."
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|  | RE: The saga continues..... -- giacamo, 12/23/2004
every time i see a hipress pump in a fe i toss it in the trash. i only use hi vol pumps only i,v sean to many fe,s with trashed out cam and dist drive gears with that dam hi press pumps,the one place i,d might use a hp pump is in a 427 with the extra oil relief valve in the back of the block and with sloppy clearances,maybe |
 | Dove or Edelbrock heads? -- William Goolsby, 12/19/2004
Ok, found info that Dove makes heads and have always that their intakes are some of the best. Now from your opinions, which should I chose? Pro's and con's of each please. |
 | 67 390 Police interceptor? -- Bill, 12/19/2004
Another ? from this great forum. I have a chance to buy a good running 67 390 P.I. Since I already have an 67 390 4V, is it worth it to get the P.I., whats the biggest benefit for performance? Bigger flowing heads? Aluminum intake? Not sure, I cant find much on the P.I.. Thanks Bill |
| | Well if you get the Police Interceptor.. -- Justin, 12/20/2004
I will take the 67 390 4v off of your hands. I am looking for a 67 390. |
| 67 390 rough running -- Bill, 12/18/2004
Hey guys, i put in a 67 390 4v into my clydesdale 73 mustang, what a bear! The engine looses anitfreese into the motor when it finally warms up. i've replaced the head gaskets, did not apply sealant to end cork gaseket or head gaskets. It seems i'm losing antifreese from around or inside heads thats getting into the carb/intake area and starts to make the engine run rough when warm. should i have used sealant on new gaskets? plugs are good after it runs. is it possible i have gasket failure at the oil valley tray port gasket? Heads seem ok, no cracks or chips. thanks |
| Ford alm. intake -- Ricard Swart, 12/16/2004
I am thinking of buying a intake from a freand. The only # i can find is 1C3, it dose say Ford on it. I know there is no performance, but might work good on a truck. Dose any body know what the valeue is ? I would like us to both to come out happy on this deal. Thanks Richard |
| | | RE: Here's one on ePay -- Ricard Swart, 12/16/2004
The only reason I am buying this manifold is becouse I was going though a divorce. If I was to lose the p.u. , I wasn't going to let my try-power go with it. No problem now the trucks mine. I just didn't want to back out of the deal I made with a freand. Thanks Barry I thought it was from around that era. |
| Flatlander Racing -- cuzncletus, 12/15/2004
I've read some negative comments about Flatlander Racing on different sites but thought my experience was worth reporting. If you read these posts regularly, I'm on the fourth rebuild of my cam-eating 416 after trying to convert to solid lifters (I give up). Re-ringing again, I ordered another set of Ross 4.080 bore 410" piston rings. Flatlander e-mailed back two different letters about not having them in stock and being able to order them drop-shipped from Ross. I appreciated this personalized service.
When the rings arrived from Ross, there were only 12 scraper rings. This had nothing to do with Flatlander since they weren't sent from the Flatlander warehouse. Being that I ordered them through Flatlander, I called them. A very polite girl took my complaint. She was not knowledgeable but evidently took good notes. A week later my 4 missing scrapers arrived directly from Ross.
I feel like I was paid personal attention to with my order and problem. This is a refreshing change from some of the bigger WalMart's of the speedparts world; you know, those guys who send you catalogs four years after you've quit ordering parts from them. I doubt I'll do a lot of business with Flatlander's, but from my experience, I wouldn't hesitate recommending them. |
| | RE: Flatlander Racing -- Brian, 12/16/2004
I have purchased from them and they had to backorder a part, but it arrived sooner than they said it would. I think they drop ship most of their stuff, but that helps keep prices down and the parts I bought were the best prices I could find.
JMO
Brian |
| Where can I find a 390 engine and 4 Speed toploade -- Justin, 12/15/2004
Do any of you know of sources in California or the west coast that might have a complete set up of a 390 with a 4 speed toploader for a 67 mustang?
Thank you. |
| Edelbrock Heads and Compression Issue -- John C, 12/13/2004
Fellows, I have a 67 fastback Mustang GT with a 390 FE disasembled and bored .30 over, Fel Pro head gaskets, Crane roller cam & RPM intake. I purchased a set of Edelbrock Performer heads. I want a streetable engine but don't want to loose horsepower due to the larger cc heads. Will the 72cc Edelbrock heads significantly reduce my compression? I want to run pump gas, keep HP so what about the compression issue? What should I keep my compression at and I assume that decking the block is my option? Sorry, I'm a greenhorn fellows! Thanks, John |
| | RE: Edelbrock Heads and Compression Issue -- Gerry Proctor, 12/14/2004
The displacement of the Edelbrock heads, at 72cc, is within the displacement of the factory combustion chamber(between 70 and 72cc depending on manufacturing tolerance). If you use the same style piston(either dish or flat top depending on the engine), then considering the bore size increase (I think you mean .030, rather than .30 since that would be a wickedly large overbore) your compression would be about the same.
There is a loss of thermal efficiency when going from iron to aluminum heads and the recommendation to maintain that efficiency is to go about a half a point higher on compression. But it's a recommendation you have to take into consideration of the horsepower gains you'll make in the better flowing heads. In other words, you could have better thermal efficiency with a higher compression ratio but that is greatly offset by airflow. If the heads were equal other than the casting material, then you'd loose power but then, that's not the case.
There is also something to be said for a compression ratio a bit below maximum for pump gas. A wider pre-ignition and detonation window means that you have more flexibility in ignition timing. In most cases, an engine that can run 12 to 14 degrees initial will have better driveability than an engine that can only take six degrees. But you also need to pay attention to the cam manufacturer's caution on minimum compression ratios. Using a cam with a minimum compression ratio advisory of 10:1 in a 9:1 engine can make the engine very lazy. You'd want to shoot for high 9s to mid 10s depending on what the cam needs and how you want to use the car. You can go higher but then the engine becomes very sensitive to the tuneup.
So, the heads themselves are not an issue for you. True static compression is and there are plenty of online calculators that will tell you what you're looking at. |
|  | RE: Edelbrock Heads and Compression Issue -- jeff, 12/19/2004
i wondered the same thing john , i had c/j iron heads and ended up getting edelbrocks, according to cc'ing the heads the edelbrocks comp with my forged pistons yielded 9:999 to 1 comp, with the iron factory heads it was 10:5 to 1. |
| | | RE: Edelbrock Heads and Compression Issue -- walt, 04/17/2005
get the aluminum canadian copies,was nhra legal,will out do the edelbrocks,these are 428 cj copies made by dove |
| 64-66 Mercury Cyclones -- mark, 12/13/2004
Does anybody know a place online to find information regarding original engine, transmission, option codes for these cars?
Thanks |
| 1967 Mustang, Replacement 390 -- Justin, 12/13/2004
I have a 1967 GT 390 Fastback four speed but the original 390 is long gone. I would like to restore the car to a 390. What are my options for a 390? Will all 390 blocks fit? Are there any that I should stay away from? Also if I did want to find a block from 67 is there anyone that specilizes in them? I know it is a rare find but I want to start the search process.
Thanks |
| | RE: 1967 Mustang, Replacement 390 -- Dale, 12/13/2004
Justin,
I have a 68 GT 390 that currently has a 1964 390 block in it. It took some searching on this site and the other FE forum to discover that even though the 64 block has only 2 mounting bosses per side, it will fit perfectly in the car by a simple alteration of the block mounting plates.
Also, there appears to be many internet sites available for new remanufactured Ford FE engines which would most likely have cores with your 67 stamping dates.
Dale
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| | | RE: 1967 Mustang, Replacement 390 -- Justin, 12/14/2004
Thanks for the site. |
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