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 |  broken cam thrustplate -- 67 hotcomet, 06/01/2004
hello.i recently developed a problem with my 390 where it was eating distributor gears.i took it apart and discovered the cam thrust plate is broken on both ends.
has anyone ever heard of this before?
should i just replace it?
i need to change the cam now because the distributor drive gear on the cam is bad also.the engine is a 390 for mild street use.
any advice is appreciated.
thanks |
 | door tag info -- gary, 06/01/2004
door tag on my 1964 galaxie is 75.(Place of manufactor).My shop manual dose not have 75 listed.help please. |
| speedometer calculations -- robbjo, 06/01/2004
I am trying to figue out the estimated mileage on my Galaxie. it's a 65 that had a 352 and cruise-o-matic transmission when i first got it. I later picked up a 68 LTD with a 390 and C6 and fitted in the 65. What I notice now is the speedometer seems to be off. If the speed limit is 40. my speedometer is reading 50 -55. in others words the car is going 40 but the gage is doing 55! I know what the problem is, and please, correct me if I'm wrong, but i did'nt change the cog (or cable) form the 68 donor car. but my question is the estimated miles driven. I'm showing approximately 12,200 miles since we rebuilt the engine and transmission, but if the car's gage is running faster than the car is accually travling, can I assume the miles are less than they are? If so is there a formular to use to calculate.
Thanks
rob jay |
| 390 pinging? -- Doug Bender, 05/30/2004
I'm having some pinging with my Fairlane's 390. I'll start off by saying that the ignition is one area that I've never dealt much with and really don't know much more than setting the initial timing. I currently have a stock vacuum advance distributor with a Pertronix Ignitor installed. I have the initial timing set for 10B as the manual says. I think I have everything else correctly set (the simple stuff) but I'm wondering about my vacuum advance and if it is working correctly? I have a Mity-Vac vacuum pump and I'm not sure exactly how to use it to check my advance. I did hook it up with the engine off and apply vacuum to the advance to see what it does. It appeared to stop moving with 7.5 inches showing on the gauge. Anyhow, I'm no expert and was wondering if anyone has any tips on how to get the ping out. The compression is about 10:1 and I'm using Sunoco Ultra 94. I'd like to get this worked out so I have a pleasant cruise to Fords at Carlisle next weekend.
Thanks,
Doug |
| 390 build up ? -- K-SKI, 05/30/2004
I'm curious to know what you people think of my 65 F100 long box project and if you have any other idea's please let me know. What I will use the truck for is mostly street cruising and house remodeling supply hauler may see a few strip races a year. Max rpm will be 5500.
Truck weight is 4500 lbs
4-speed truck trans use 2-3-4 gears only
3.50 rear end gears
Factory 352 now will be made into 390 cubes
Performer intake / 650 cfm carb
Factory 352 heads gone through with new valve train, slight porting and polishing, might change to Edelbrock heads later, see how it runs! Will run non-adjustable rocker setup.
Hooker or Headmen headers / dual 2 1/2 exhaust
Comp cams Extreme Energy 262/270 adv.
@ .050 duration .218/.224
lift @ valve is .513/.520
110 L.C. and 1300-5600 RPM power band
This a hydraulic cam grind
Any comments or ideas are all wellcome!
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|  | RE: 390 build up ? -- giacamo, 06/01/2004
decent bild, i install allen plugs in all the oil galery holes insted of the drive in plugs.i,d use a melling hv oil pump. mach springs to cam install new hardend valve seats in the exaust valves , iv sean alot of eroaded exaust seats on theas engins use good gaskets i use felpro. use a bearing type pilot bearing for clutch the brounse bushing dont last me. i,d also use flatop 10, to 10.5 compress pistones,and a better than stock clutch youd be surprized how many 390.s i,v bilt and the stock clutch gets smoked this is some of the things i like to do on a fe my two cents....... |
| | | RE: 390 build up ? -- K-SKI, 06/02/2004
Giacamo you said you use flat top pistons and get 10 to 10.5:1 compression! Are you running pump gas? What octane rating, and what cc size are your heads? The reason I ask is I want to use 89 octane with around 9.5:1 and I thought I'd be pushing it!
I'm very new the FE world so I would like to get all the info I can about them! Hope you can help answer some of my questions?
Thanks for any replys!
What cc size were stock 352 heads in 1965 and what size of valves did they come with?
Can I get bigger valves cut into the stock heads?
And last of all, will I be ok with the non-adjustable rocker setup?
Thanks for all your replys! |
| | | | RE: 10.5:1 C-ratio? -- McQ, 06/03/2004
I wouldn't recommend 10.5:1 c-ratio. That's what I have with my 390 and it takes 92 octane minimum and that's not enough when the weather temp. exceeds 805 degrees. Although I must say that with newly escalated fuel prices, there's less discrepancy now between regular u/l and the 92 "higher" octane. Gas Price Report here in Spokane, WA = $2.19 unl./ 2.35 Premium. Not bad. I'm sure that's going to jump another dime this weekend.
As for non adjustable rockers vs. adjustables, you'll be fine with the cam you've chosen to stay with non adjustables.
Heads? If your 352 is the original '65 engine you probably have C4AE-G or C1AE heads. They're fine. Either can have the larger CJ/lo-riser valves installed if you think you'll need them. I don't think you do. My reason is that you don't want to exceed 5,500 rpms anyway so you really don't need the increased flow at the low r's you plan. It reads like you want a strong, reliable 390. You will easily have it with the cam/lifter/spring combination; the Edelbrock Performer and 600-650 CFM carb. And shoot for 9.5:1 - 10:00:1 maximum compression ratio.
The Hedman "Hedders" (Headman's spelling) are a good choice. They will allow your 390 to breath well much better than the stock "log" manifolds.
I would suggest hardened exhaust seats.
Also an electronic ignition such as Pertronix or even MSD.
I have a '68 F100 with C-6/3.50's. It has a '65 390-4V built to GT 390 specs which means nothing more than a C6OZ-6250-B 390GT/428CJ cam with standard Crane lifters/springs. I'm also running an Autolite 4100 (1.08) small carb. Headman headers. An MSD 6A firing through a C8OE '69 CJ distributor with Ford electronic conversion. I'm pleased with its overall driveability and power.
Of course I get to thinkin'..... why not another 428, .030 over, 433 cubes, Speed Pro forged CJ replacements.......you never know. I don't think my fuel consumption would be any higher than the 390. Selective perception. |
| | | |  | RE: 805 degrees! -- McQ, 06/03/2004
Would you believe I left out a decimal there? How about 8.05 or no maybe 85 and above is what I meant. No wait...I meant 86 exactly.
That's it. |
| | | | RE: 390 build up ? -- giacamo, 06/04/2004
k-sky i live in colorado 85 87 92 gas is what i have at the pump the 87 seams to work fine on 390.s with 10, 10.5 comp, the standerd fe heads for 1965 seam to run 70 to 74 cc with the 4v flattop stock tipe piston conpression is around 10,10.5. this is the combo i like to run, on the valves the stock 2.02intakes and 1.55 exausts i feal are just fine. you can hog them out for a littel biger valves but i feal it,s not worth it.the stock non adj rockers are fine with the cam you chose. my two cents on a 390 is conpression =hp, if your new on the fe moter some of the things that i like about them is full floating pistones rocker bars cam thurst plates dist in the frount wear it belongs solid pushrods the y block desine, some of thease things are hi dollar mods for brand x moters but come stock on the fe, |
| | | | | RE: 390 build up ? -- Tim P., 06/10/2004
giacamo what do you mean by brand X motors? |
| | | | | | RE: 390 build up ? -- giacamo, 06/12/2004
cheavy mopo poneack ect, |
| | | | my 390 -- Dusty, 06/12/2004
that is on my 69 mustang stock has a comp. ratio of 10.5:1. You can use reg. gas but you'll need to back off the advance timing at least 2 degrees below stock specs so you don't have any problems with pre-ignition. To be honest your better off using premium cause you can keep the advance and get more power than with lower grade. Now about the rpm's, mine red lines at 4800. You'll have to get it balanced if you ever want to see 5500. The 390's were not ment to see high rpm's. They like the low rpm torque. |
| | | | | RE:390 not meant for high RPMs? -- McQ, 06/14/2004
Dusty, I have to kindly disagree with you on your statement that the 390 wasn't meant to see high RPMs.
This matters to those of us who remember the history-evolution of the high performance FE. It started in '60 with the advent of the HP352-360 horse carrying into '61-'62 with the HP390, 375 or 401 horsepower. Both of these high performance engines would easily rev to 6,500 rpms with their factory solid lifter camshafts.
The stock '66-'68 390GT(note that I leave out the '69 390 IP - "Improved" performance, non GT) would easily rev to 5,600 rpm which was the real limit, with the C6OZ-B GT cam which was good enough for the '67 later 428PI and our vaunted Cobra Jet 428.
With preparation, a 390 will rev very well indeed. |
| | | | | | RE:390 not meant for high RPMs? -- Dusty, 06/14/2004
yes a high performance 390 will hit the high rpms as any balanced engine will do. i was just stateing that a regular 390 (and you can check the books) at 4800. i wish my 390 would go 6 grand and it might but not for long. |
| | | | | | | RE:390 not meant for high RPMs? -- McQ, 06/15/2004
Balancing an engine is always a good idea but it really has little to do with what its rpm limit is.
You're correct that a '69 390IP is limited to around 4,800 rpm and it's due to the camshaft being the "standard" 390 cam that was used in most FE's throughout the 60's. The '69 unibody 390-4V was essentially the "standard" 390-4V which had always been extremely limited in rpm max. But I can tell you from personally owning three 390GTs that the 390GT revs to 5,500 effortlessly. I could shift at 5,800 but it didn't help and I found that 5,500 was the optimum shift point with 390GT or 428CJ(Stock).
The 390 High Performance was not given any special balancing from the factory. There were special clearances provided along with the solid lifter cam(that when installed in a standard 390 along with the matching valve springs would allow any 390 to rev to 6,000 rpms) and larger rod bolts.
So I'll agree with you Dusty that a "standard" 390 4V/2V has a rev limit approximately around 4,800 but just add a little more cam with valve springs and you've got a decent power band. That's all FoMoCo really did to create the GT. |
| | | | | | | | RE:390 not meant for high RPMs? -- Dusty, 06/15/2004
hey thanks for explaining that to me. i do just want to make shure i'm right on this though. I have a 69 mustang mach 1 with a 390 4v. The books say the red line is 4800 but if i put an new better cam like a comp and new springs I can do 5500? I am about to replace them anyway and it would be realy nice to get a better red line at 4800. Thanks for the advice
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| | | | | | | | | RE:390 not meant for high RPMs? -- McQ, 06/15/2004
Yes, you will definitely see a drastic improvement over what your stock, standard '69 390IP cam provides.
Talk with the folks and Comp explaining exactly what you want from your 390 and they'll make the recommendation you need. I'd recommend going with their entire "kit" including lifters and valve springs.
You will be very pleased with the increased performance for your Mach. |
| | | | | | | | | | RE:390 not meant for high RPMs? -- giacamo, 06/15/2004
McQ is corect comp cams fe packages preform as avertized. and from my experiances most 390,s from the later 60.s thoughout the 70,s rotating asembleys are balanced perfect from the get go, some one at ford had thear s, together.i shure enjoy getting a 390 crank bach from the grinder and the tag says no balance corection neaded.... |
| | | | | | | | | | | RE:390 not meant for high RPMs? -- Dusty, 06/15/2004
Thanks for all your help. But I have one more question before I start thinking in the 5 grands, will it need a different set of rod bolts like SPS or something or can I use the stock ones. Thanks |
| | | | | | | | | | |  | RE:390 rod bolts -- McQ, 06/16/2004
We're sure getting off on a tangent here based on K-SKI's original question but I think that's a good thing and I hope he doesn't mind.
As for rod bolts...it sounds like you're going to get into your 390 a little bit and I think it's a good idea to replace your 390 rod bolts with ARP bolts. I remember SPS bolt kits from many years ago, are they still in business? You're doing a full tear down and rebuild, right? I'm glad because then your Mach I 390-4V will be able to readily beat a 290 horse 351W '69 Mach!
What was Ford thinking when they detuned the 390GT to 390 "Improved Performance" for '69?! We've speculated that one to death a long time ago so no need to rehash it but I'd still like to know....oh maybe not.
Many have the current "theory" that the 390 rod is the way to go for a little higher winding street mill, this over the CJ rod with the larger PI/lo-riser/HP rod bolt (13/32"...memory here?). This theory is that the standard 390 rod has a little more material left in it around the bolt area and with the addition of ARP bolt/nuts, you've got a great rod. Now I'm not saying I subscribe to this theory, as a matter of fact, the rods in my 427 are the old C3AE lo risers with ARPs. These rods are identical to the C7 or whatever CJ/PI rods. But I am thinking about using a set of spare 390 rods with ARPs for my next project.
But I still have to get a fire built in my 427! It's going to happen this summer!! I've got the exhaust system done and now it's just a matter of reinstalling the front wire harness, a battery, coolant, and fuel! Any minute I'm sure. |
| | | | | | | | | | | | RE:390 not meant for high RPMs? -- giacamo, 06/17/2004
arp bolts in the rods are the way to go, i even use them in brand x moters. thear worth the money on any moter your going to rev the hell out of............. |
| Crites Alum. Radiator -- Joe Knight, 05/30/2004
Gents,
I have ordered a Crites Fab. Aluminum Radiator. Have any of y'all had experience with this product? I ordered the integral fan shroud as well (my car is a '66 Fairlane 500 hardtop/390 2-bbl). Any special installation notes? With all this increased cooling, would a new lower-temp thermostat be a good idea? Any help is appreciated by this 18 year old.
Thanks,
Joe |
| Timing a 390. How much base? -- Jay, 05/30/2004
What is a good starting point for base timing? Right now I am at 12 base and 35 total. Also, what is meant by initial timing? I do have an adj vacum advance to help in setting the overall. |
| | | Thanks Steve! -- Jay, 05/31/2004
Thats exactly what I was needing. |
| | | RE: Timing a 390. How much base? -- giacamo, 06/01/2004
thanks steve that page is very well presented as for seting up your timeing and a must read for anybody that is seting up thear dist on a fe the timeing and dist curve make a big diferance in preformance.... |
| | | | No problem -- Steve M, 06/02/2004
Everybody helps me when I ask and I thought it was a good article. It helped me learn why timing is important... |
| 390 valve stem wear -- Crusinbuddy, 05/28/2004
I have a 390 that is about a 66 model and it runs great except for some noise in valve train. I have found that one and only one valve steam has a concave wear pattern and that is where the noise is coming from.
What would cause that to happen and would there be a problem in changing only that one valve? All other valves are perfect as is the rest of this stock engine.
Any help would be appreciated. |
| | RE: 390 valve stem wear -- giacamo, 05/29/2004
you will also need a new gide if it,s that bad. also how is the rest of your engine if himilage maybe time for a rebild on most engins a fresh valve job on a himilage moter will promote blowby after pulling the heads check cilinder taper and ring land at the top of the cilinder if you fill it,s ok my rule of thum is if i can fill a rige your cilinders problie neads bored. |
| 390 valve stem problem -- crusinbuddy, 03/21/2001
I have one valve stem that has worn so that there is a large concave notch worn into it. What may have caused this and can I change one valve without a problem?
Thanks for your response. |
| Pro-Stock Engineering adapter plates -- Robert, 05/27/2004
Aloha,
Does anyone have for sale the adapter plates Pro-Stock Engineering made many moons ago to mount 351C intakes on an FE? Was a rev kit ever available? Thanks, Robert
 |
| | i'd like one too but.... -- hawkrod, 05/27/2004
want ads are not allowed on the forum as noted in the rules. please try the classified ads. hawkrod |
| | RE: Pro-Stock Engineering adapter plates -- Robert, 05/27/2004
Aloha,
Sorry, didn't mean for it to sound like a classified ad. Really wondering if anyone still makes anything like this. Price Motorsports Engineering does similar things for other Ford engines, but there seems no source for FE stuff like this. Thanks, Robert |
| | | this was discussed on fordfe.com a while ago -- hawkrod, 05/27/2004
rumor had it somebody was going to make some more due to the demand. used ones on ebay have been hitting 1200-1500 with tops. hawkrod |
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