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 |  Manifold ID HELP! -- John H, 01/25/2004
Need any information on Ford manifold casting # C3AE-9425-H I've found info on manifolds with a -J, -G, -K but no -H :-(
Any info would be helpfull, TIA John |
 | intake id help needed -- mikee likee, 01/25/2004
I just picked up a cast iron intake with pn c7ae 9425-e it also has a large S welded or cast into the same runner. This intake was taken from a 75 390, but the intake has no EGR. If someone can id this I would be in your debt. |
| 1974 390 f250 -- Silver Rooster, 01/25/2004
Can anyone tell me the H.P. and Torque is for a 390 in a 1974 F250 with a 4 speed? I am new to the 390cc. Does the bellhousing bolt up to a 460? I don't think so, but maybe? |
|  | Bellhousing is different. -- Dave Shoe, 01/25/2004
Ford stopped advertising pickup truck HP in 1972. I assume this was an industry trend.
The 1971 390 pickup had 8.6:1 compression and was rated 255@4400 HP and 376@2600 Tq.
The 1972 390 was rated 8.2:1 compression with no HP or Tq spec.
The 1973 390 had no compression, HP, or Tq spec listed. All 1973s inherited EGR, which allowed boosting HP a little.
In 1973, the F100 got the usual 2V, and an all new 390-4V was installed in F250-up trucks (I forget which the F150 got)
All 360/390 pickups got the same cam. I suspect the 2V horsepower for 1973 was really close to the 1971 spec, the 4V maybe 10HP more.
Shoe.
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| 428CJ Heads -- Phil, 01/23/2004
Ok guys, anybody know of a quick and dirty way of estimating how much my CJ heads have been milled? |
| 1968 T-Bird Value? -- Ken, 01/23/2004
What is a fair retail price for a 68 T-Bird that is "loaded" with a 429? (all original in decent shape) |
| | RE: 1968 T-Bird Value? -- giacamo, 01/24/2004
how decent $2000 $3800 DECENT not perfect.. perfect $6000 to $7400 |
| Shock Tower Braces -- Mike, 01/23/2004
I am in the process of restoring my Mach1, it has a 428CJ. What is the correct color for the braces? I have seen grey & low gloss black. My car is an early Jan. car.
Thanks,
Mike |
| X8A camshaft ? -- Glenn, 01/22/2004
This cam out of a 390 GT short block I recently bought. I'm not sure if it is original Ford or would be of restorer interest. Before it hits the scrap pile I thought I would ask you folks here. |
| ![Collapse <a href=../ForumFE/reply.aspx?ID=19851&Reply=19845><img src=../images/reply.png width=30 height=10></a> <b>I'm curious - would anyone buy & install a used cam? [n/m]</b> -- <font color=#0000ff>Mr F, <i>01/22/2004</i></font><br /><blockquote>n/m </blockquote>](/WebResource.axd?d=5j1V7IJBhc-qdmzmrXlobkhAICKSvSncwqb0xjAd5TX0ACGuaKAXogAMi4xQgtrRcCD3h9c5Eb2rEw6mj54BQN9uf1WWYP8oApYJr_0s9gQbRpF4P26BjaIBa64tSGUM0&t=637814653746327080) | I'm curious - would anyone buy & install a used cam? [n/m] -- Mr F, 01/22/2004
n/m |
| | | I did. -- Wayne K., 01/23/2004
And I ran it for over 20 years. I loved that thing & would still be running it today if it would only pass emissions testing. Finally had to pull it out and stuff in a mild hydraulic grind.
Just because it's used doesn't mean it's junk... |
| | | | Thanks for your input. Did you re-use the lifters, too? [n/m] -- Mr F, 01/23/2004
n/m |
| | | | | As a matter of fact, yes, because... -- Wayne K., 01/24/2004
The cam was in it's original box with low hours on it, and the lifters were also in their original box marked "front" & with respective banks so I could marry them back up with the right lobes. If I ever did this again I'd use new lifters...
Wayne
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| | | | Oh - and, accordingly, what do you think his is worth? [n/m] -- Mr F, 01/23/2004
n/m |
| | | | | RE: Oh - and, accordingly, what do you think his i -- Glenn, 01/23/2004
If you want the cam you can come and get it or I'll send it to you for the shiping cost. zip code here is 60559. I'm gonna send it out for scrap anyway and I'm not looking to make a profit either. Email me and I'll send several pictures of the cam and lobes. Just hate to pitch a piece of nostalgia someone may be interested in.
[Image deleted by Admin.] |
| | | | | | RE: Oh - and, accordingly, what do you think his i -- giacamo, 01/24/2004
glenn if no one wont,s that cam i,l take it if all the lobes look that good.... |
| | | | | Depends... -- Wayne K., 01/24/2004
You can pretty much get a new cam pretty cheap so it would have to be a dang good deal consideringn it IS used. I bought that used solid cam & lifter set for something like $40. as I recall...
Oh, and I wouldn't buy anything used unless I knew for SURE what it was. Mine cam with the spec card so I felt pretty comfy...
W. |
| | | | | | RE: Depends... -- giacamo, 01/24/2004
wayne a cam can be set up in a v block and measured with a degrea wheal and dial indercater it,s a lot of work to find out what you have but some times it,s worth it |
| | | RE: I'm curious - would anyone buy & install a used cam? [n/m] -- giacamo, 01/24/2004
hell yes the fe is easy on them i,v used cams with 100000 miles on them and thay still measur up.......and work just fine.... |
| | A few places.... -- Royce, 01/23/2004
Semo Mustang
Perogie
Ebay
The repros are cheaper than the originals. Since you have seen Scott and Chris' website you know how to tell the difference.
Royce
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| 390GT smog tubes same as 428 cj?n/m -- pop428, 01/22/2004
n/m |
| | Depends on the specific car line(s) & model year(s). [n/m] -- Mr F, 01/22/2004
n/m |
| | | Let's start with say, mustang 1969 n/m -- pop428, 01/23/2004
n/m |
| | |  | There was no 390GT engine in 1969. -- Dave Shoe, 01/23/2004
The 390GT engine was a 1966-68 engine. In 1969 the engine was demoted to 390IP and was basically a 390 4V station wagon motor with 600CFM Autolite. Ford demoted the 390 to 2nd tier performance levels in 1969 becuase the CJ became available. Removing the hot cam meant thermactor could be deleted, saving money and increasing profit. The spendy Holley also disappeared saving some more money which went directly into profit, since the car sold for the same price with the slick sounding "Improved Performance" air cleaner label replacing the "High Performance" label, and fitting somewhere above the "Standard Performance" category.
The milder cam of the standard FE (nontGT/CJ/PI) did not have sufficient overlap to eject raw gasoline out the exhaust, and so did not need Thermactor to pass Federal emissions. Thermactor was available as a $46.00 option, but was still required on the IP in some pollution-troubled municipalities, apparently automatically ordered for cars delivered to more troubled California and New York locations.
I don't have specific info right now, but I can probably dig it up if time permits. I hope to find time, but am pretty swamped right now.
Shoe. |
| | | | Noting Dave's exceptions, above, the answer is, 'Yes'. :-) [n/m] -- Mr F, 01/23/2004
n/m |
| | | RE: Depends on the specific car line(s) & model year(s). [n/m] -- warren, 03/13/2004
Further to Dave's comments, the term GT in 69 referred only to the car body package and no longer the 390 engine. As an owner of a 69 GT Mustang with the 390 IP, it was nice to add the 428CJ spec'd cam to this engine during the rebuild. Funny how Ford detuned the 390 in 69 after all the hoopla in advertizing in 67 and 68 as the 390 GT, and especially after the success of the movie Bullitt at that time! I guess all good things have an ending!
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| rod question -- Al C, 01/21/2004
I have a question reguarding swapping rods. My 390 has the pistons sitting below the deck a pretty good amount, would I gain much by swapping in a set of reworked 360 rods to get the comp ratio up some? This is for a low rpm truck motor, heads are C1AE's if it makes a difference. Trying to come up with a game plan. Thanks,Al |
| | WHy not drop in some 360 pistons instead. -- Dave Shoe, 01/21/2004
360 pistons are a 390-4V piston design, just as 390 pickup pistons are 410 pistons. Both were used to drop compression in pickups to around 8.5:1 to prevent detonation during long-term heavy lugging.
If you prefer spirited performance over long distance hauling, you should do well with 360 pistons, 390 rods, and 390 crank.
I seem to recall 390 piston/pin combos weigh the same as 410 piston/pin combos. Typically, oversized pistons are balanced to stock bore specs, sometimes using a lighter weight piston pin as the coarse adjustment. If so, you could swap pistons without rebalancing.
Since 360 rods are lighter in weight than 390 rods, you'd have to rebalance the assembly to use the long rods. The piston swap is easier, though you'll have to deal with ridge issues with either swap, which means boring the cylinders to get rid of the ridge. A bore job means oversized pistons - no big deal but something to think about.
The C1AE heads have slightly larger chambers than truck heads, so it sounds like 390-4V car pistons might make about 9.5:1 or 10.0:1 compression with a Felpro head gasket. You'll likely need to recalibrate the distributor and might benefit from a slightly hotter cam kit, as it'd reduce the dynamic compression ratio.
390-2V car pistons would drop that to about 9.0:1 with Felpro head gaskets, maybe 9.5:1 with steel shim head gaskets.
JMO,
Shoe. |
| | RE: rod question -- giacamo, 01/22/2004
if it,s a low rpm motor why not mill the heads or dont even worry about it.... |
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