Skip Navigation Links.
 |  I.D my 390 -- Rommy Castillo, 10/20/2002
I recenly aquired a 390 from a 68 galaxy 500 2-dr . My question concerns engine origin/background. After hearing all the FE talk I felt a need to confirm what I have herd. My engine has verticle ribbing at the base of the block on both sides that extend front-to-back and a hose&fitting on the P/S(cut for removal). I was told these are characteristics of FT blocks. Is my FE a FT? As far as the Galaxy it had 390 badges, 2bl, auto (i.e nothing special). Also, if it's not a FT what purpose does the fitting&hose serve? |
|  | RE: I.D my 390 -- andy, 10/20/2002
sounds like a 352 block should have 352 on side of block. (dearborn iron foundry. but yes it is a 390 if you got it on the sticker and its original. if yuor are tearing it down, you will find out soon enough. |
 | 64 427 heads -- Todd Bolzer, 10/18/2002
I bought a complete 427 stroker engine from a four-wheel drive pick-up puller a few years back.
It was the usual cast-as side-oiler and drilled as top-oiler 427 block. It also had a set of C4AE-H cylinder heads. They have the low riser/cobra jet rounded combustion chambers, spring seat cups, 2.09 intake valves and 1.66 exhaust valves. There is also an oversized "H" cast-in by the center head bolt.
This casting number isn't in any of my books. Have any of you ever heard of this head? This forum is the best I've read yet, your response will be appreciated.
|
| 428 CJ and SCJ Timing Pointers and Covers -- Scott Hollenbeck, 10/18/2002
I wonder if there are any 428 SCJ owners out there who could help with a research request: what casting numbers are on your timing covers, and how does your timing pointer attach to that cover?
I've heard of a C3AE-6059-A cover being used on SCJs, with the timing pointer attached to the cover using two sheet metal screws. The CJ covers I've seen have been marked C8AE-6059-B, and have a timing pointer attached by one sheet metal screw to the front of the cover and one bolt that goes through the pointer, through the cover, and into to the block. I've also heard that the C8AE-B cover was used on SCJs, which implies that the longer SCJ timing pointer is mounted in the same manner as the CJ pointer. Does that sound right?
I could also use a clear picture of an SCJ timing pointer if anyone has one. Thanks...
Scott Hollenbeck
Mustang 428 Cobra Jet Registry
http://www.428cobrajet.org |
| | Here's a so-so photo from Jim K's web-page... -- Mr F, 10/18/2002
[.image.]
 |
| | | RE: Here's a so-so photo from Jim K's web-page... -- Scott Hollenbeck, 10/18/2002
I have a copy of that photo and the C3AE-A cover -- it's actually what got me wondering because others have told me their SCJs have a C8AE-B cover. I suppose it's possible that the SCJ pointer can mount to the -B cover since the bosses are there for the screw holes, but do you think the C3AE-A cover was used on SCJs? |
| | Gets complicated, as CJ pointer changed in early '69. [n/m] -- Mr F, 10/18/2002
n/m |
| what is a C1AE-9430-C exhaust from? -- garrett, 10/17/2002
A friend of mine has a pair of C1AE-9430-C/ C1AE-9431-C exhaust manifolds that he's trying to identify what engine they're from. I haven't seen the numbers in any books, my guess would be a '61 390HP, but does anyone know for sure?
thanks,
garrett |
| | Is that a "shorty header" design? -- Dave Shoe, 10/18/2002
If it's a shorty header style, with four distinct pipes coming from the head, they are either from a 390HP, 390PI, or maybe an early 406 engine.
If they are the rectangular log style, they are from a more conventional Ford, Tbird, or Merc application.
Sorry, I don't have casting number info handy right now.
Shoe. |
| Hey shoe, 2U 390 crankshaft ? -- bear, 10/17/2002
2U is the only stampings i can find on a 390 crank i plan on running in my 1983 5.0. Does any one know what is this from and what year is it. Is thius a just a standard cast iron crank? Any help is appreciated |
|  | I didn't know a 390 crank would fit an 83 5.0! N/M -- Royce Peterson, 10/17/2002
|
| | | RE: I didn't know a 390 crank would fit an 83 5.0! N/M -- bear, 10/17/2002
i put the whole 390 motor in using FActory five racing motor mounts and custom built oil pan and headers. stole the idea for the oil pan from canton racing. used stock trany mount for c-6 had to cut cross member tack welds and slide it forward. i will start building motor now that the car is all dummied out. no use building a motor you can't use. |
| | | | All FE cast cranks are made of high nodular iron. -- Dave Shoe, 10/17/2002
If you've got a 390 crank, it's just as strong as any other 390/406/427 cast crank. Ford only used pearlitic nodular iron with an 80,000 PSI tensile strength in all cast iron cranks. It's a standard "crankshaft grade" of cast iron.
Nobody makes gray iron crankshafts for use in engines, as they are not durable enough.
If the crank magnafluxes OK, then you've got a solid crank to play with.
Shoe. |
| | | | | RE: All FE cast cranks are made of high nodular iron. -- bear, 10/17/2002
thank you for help |
| | | | | | 2u -- John, 10/17/2002
The only info I found was that a crank marked "2U" was from a 66 to 73 390 truck engine. As far as durability goes, any 390 cast crank will work fine, even in a 427 (should you be so lucky as to find a block) for you application. I use a 428 cast crank in my ERA Cobra. You can't get the power to the street in a light car, so the load isn't the same as a heavy Ford "boat"....hehehe. |
| | | | | | | RE: 2u -- bear, 10/17/2002
thanks john
|
| | | | RE: I didn't know a 390 crank would fit an 83 5.0! N/M -- Scott, 10/22/2002
I don't mean to but in, but I am just starting to do an fe fox body. I would be interested in hearing the details of the install. As of yet, I have not had any luck finding motor mounts. Can you give me the details on the Factory Five mounts? Also, I am wondering if there is a bellhousing available for an fe T-5 combo (until I can afford a Tremec) Any help would be GREATLY Appreciated! Thanks - Scott |
| | | | | RE: I didn't know a 390 crank would fit an 83 5.0! N/M -- bear, 10/22/2002
The motor mounts from factory five racing cost 62 dollars they bot on like stock rubber mounts with a spacer. they are listed as the fe motor mounts for there cobra kit. The motor mounts are listed at the factory five racing site. i was able to keep the stock break system with the vacuum booster and every theing. i am pretty sure the lakewood bell can be used with an adapter plate. i am however going to use a c-6. I was able to use the stock double hump cross member. i had to grind off the tack welds and slide the cross member forward. I made my own headers the are more along the lines of the shorty cast headers. If you find someone how makes a set let me know. goodluck |
| | | | | | RE: I didn't know a 390 crank would fit an 83 5.0! N/M -- bear, 10/22/2002
sorry about the spelling if you have any more questions email me |
| | | | | | | RE: I didn't know a 390 crank would fit an 83 5.0! N/M -- Scott, 10/22/2002
Awsome info! Thanks for the response. As I get things moving on this end I will let you know how things progress. |
| C8AE-H bolt pattern -- Bob C., 10/17/2002
Hi , I have a 67 Mustang with a 390. The heads are C8AE-H's. Did these heads come from the factory with 16 bolt holes for exhaust ? Also , the two top center bolt holes are the same hight as the two top end bolts. Most info i see on this head says it should have 14 bolt holes and that the two top center bolts are lower ? Is this correct ? This is definately a 390 , not a 428 , there is no dispute about that. Thanks guys !! |
| | RE: It's entirely likely that... -- Gerry Proctor, 10/17/2002
Someone drilled a frame car set of C8AE-H heads for the unibody pattern. Could have been done by a previous owner or perhaps as a warranty replacement. The ONLY factory FE heads that have 16 bolt holes are C8OE-N CJ heads.
You understand the situation correctly as you relayed it. |
| | | One more question -- Bob C., 10/17/2002
Thanks Gerry ! Thats kinda what I thought also. So say these heads were originally a vertical pattern.... does this make any difference as far as them being high or a low exit exhaust port ? This is all for a possible future header swap. |
| | | | They are low exit heads. -- Dave Shoe, 10/18/2002
You are wise in being concerned about the port positioning when buying headers.
Be sure to get low exit compatible headers, such as FPA headers for the 390 Mustang. Rumors circulate that Hedman might also be aware of the low flange, but I have not yet researched this. Hookers do NOT have anything compatible for the low-exit Mustang.
Shoe. |
| | | Gerry, one correction..... -- Royce Peterson, 10/17/2002
Early Cobra Jet heads are casting # C8AE-J and have 16 bolt holes also in some cases. The earliest CJ Mustangs so called 135 series cars and early 428CJ Cougars had 14 bolt C8AE-J heads.
The great majority of 428CJ cars came with C80E-N heads with 16 bolt holes.
Royce Peterson |
| | | | RE: Yeah, I was aware of that, Royce. -- Gerry Proctor, 10/17/2002
But they are such a rarity that there aren't probably more than a couple hundred people on earth who would know about the early head. You, and Dave Shoe, for sure.
I've never seen one myself and I'm grateful that no one selling on ebay knows about them otherwise all C8AE heads become, by default, rare Ultra Super-duper Cobra Jet Snake Ram Air Mongoose Killer Venom heads and I don't think I can stomach any more. ;-)
|
| | | | | Dont forget about....... -- kevin, 10/18/2002
the "SK" and Canadian heads. Royce, you posted pics a year or so ago, do you still have them? |
| | | | | | RE: SK head pictures -- Royce Peterson, 10/18/2002
I tried to post them but Mr. F has turned down the image size allowance and my skills at modifying image sizes are poor. If you want a copy send me an email and I can send the pics to you Kevin.
Royce Peterson |
| | | | | | | RE: SK head pictures -- Todd Bolzer, 10/18/2002
I am new to this forum, but not to the FE. I have always been curious about the SK and canadian heads.
|
| | | | | | | | RE: SK head pictures -- Juan, 10/19/2002
Years ago when I had a 427 I had some SK heads but didn't think they were any different from medium risers.Whats the difference/ What does SK stand for? |
| | | | | | | | | SK head -- Travis Miller, 10/19/2002
The Medium Riser and the SK head use the same intake gasket. The exhaust port opening is also the same size. The difference is that the SK head has a huge bowl under the valves like a High Riser. The identical intake and exhaust port openings is how Ford got NASCAR to accept them as a replacement for the Medium Riser heads in 1966/67. |
| | | | | |  | RE: SK head pictures -- BobSprowl, 10/21/2002
If you'll send them toi me I'll posted at my site when I revise it in the next week or so.
bob |
| | | | | | | Royce - any image you need edited, send it here... -- Mr F, 10/26/2002
sales2 @ fomoco.com |
| One more - trying to validate 390 GT!! -- Patrick, 10/16/2002
Hi. Interested in this topic, as I see many others are! I have a 68 GT 390 FB. Got report from Marti....says is GT 390 ..everything matches except for tranny. Originally was a C-6..now is manual.
However, as I love to read Guy Ramsey's site on the GT...I am getting worried as I check part/casting #'s. My block has C6ME-A, and my Intake has C68E-9425-G with "S" stamp. Also, when I take covers off, the date stamp in middle is '6D14'. My exhaust mans have the staggered bolt pattern.....but they have a 'C50...' # ?
Did someone switch engines on me, or do I have a legit 390 gt?
Thanks for anyone's help on this!!
|
| | It sounds like a 1966 engine. -- Dave Shoe, 10/16/2002
The "S" intake is found on most all FE cars from 1966-1971. It came in both two barrel and 4 barrel form. Neither are performance pieces.
There were no staggered exhaust manifolds in 1965, so you've got the 1966 variety. Assuming both have C6 on them it's necessarily from a 1966 Fairlane, but it could be a 2V, 4V (non GT) or GT engine. If only one has C6 and the other has C7, then it's likely a 1967-later set.
The date code cast on the heads suggests they are 1966 model year issue. If you have the non-rotating valve retainers (machined one piece reainers), then it's from a 390GT engine. If they are the 20piece "rotating" style of stamped steel retainer, then they are not from a GT engine.
A for being legit, I'd be more concerned about the car, becuase you can find the ingredients of a 390GT engine with little effort. The cars, however, are getting tougher to come by.
Shoe. |
| | | RE: It sounds like a 1966 engine. -- Patrick, 10/17/2002
Thank you both for your info.
The car is definitely a GT, so I got that going for me!
Does it sound like then that the original engine that was bolted in the car when built on June 6, '68 (build date according to Marti report) is the one in the car now. Or, does it sound like the engine was later switched by a owner?
I will look harder for #'s/dates on the manifolds. |
| | | | I'm guessing switched, but dates would help. [n/m] -- Mr F, 10/17/2002
n/m |
| | | | | RE: I'm guessing switched, but dates would help. [n/m] -- Patrick, 10/17/2002
Thanks.
Any idea where the date stamps would be located on the exhaust manifold?
I believe the intake date starts of C6xxx
I'm wondering, because the car was built in June of '68..did Ford run out of parts and grab older model parts in their inventory?
Why would someone switch a 390 for a 390 ? |
| | | | | | 'C6'-etc. is not a date. Here's where to look on the intake... -- Mr F, 10/17/2002
[Keywords: intake manifold date code
stamp cast]
 |
| | | | | | ...and here's a similar look at the exhaust manifolds. -- Mr F, 10/17/2002
[Keywords: 1966 1967 1968 1969 390GT
IP exhaust manifold date code stamp cast]
 |
| | | | | | | RE: ...and here's a similar look at the exhaust manifolds. -- Patrick, 10/21/2002
Hi again Mr. F, thanks so much for your help. Can I ask following....
Based on my situation, in case of a switch, what then constitues a 390 'GT' engine from a 390 NON-GT engine?
So, if I am in need to bring my engine back to 390 'GT' status, what would I need to replace/add?
Thank you! |
| | | | | | | | 1968 390GT heads are drilled for Thermactor. -- Dave Shoe, 10/21/2002
In 1966-67 only california 390GTs were drilled for Thermactor emissions.
In 1968, stricter national emissions regulations mean't all 390GT heads were drilled for Thermactor plumbing, and Thermactor pump systems were driven by a fan belt. The long-duration "GT" cam required an exhaust gas reactor to burn raw fuel which found it's way to the exhaust.
The 390GT was dropped for 1969 because the expense of Thermactor was too great. The 390GT lost the "long duration" GT cam and inherited the regular 390 cam, and thus the 390IP was born. For 1969, the 390IP engine was installed in 390 cars with the GT option.
If your heads have Thermactor, they're likely 390GT heads from 1968.
Shoe. |
| | | | | | | | | RE: 1968 390GT heads are drilled for Thermactor. -- brian, 01/09/2006
Hello-
You seem to be very knowledgable on this subject so I thought I'd get your opinion/advice! I'm rebuilding a 1964 fe 390 and got a deal on some rebuilt 1968 heads. When we matched the heads to the block we noticed a hole in the center of the head that isn't on the block? Is this not going to work? Any help would be appreciated!
thank you,
Brian |
| | | | RE: It sounds like a 1966 engine. -- Patrick, 10/29/2002
Hey Mr. Shoe *
Well, my engine tag says following:
390 66
6 D 31?
Dec '66!! Does this probably confirm that my original engine was switched? Or is it possible Ford put in a '66 390 because of low parts....my car was made in June of '68 (Actual build date).
Depending on your answer above, does that mean I don't have the GT engine? Obviously I'm a bit tissed...but I believe you mentioned before I can build it back up to a GT engine and put '68 parts on it.
I bought the '68 shop manual..does this mean I should now get a '66 fairlane manual to maintain the engine...or will the '68 manual be virtually the same (except for the thermactor emissions)??
Thank you!! |
| | Any date codes on intake & exhaust manifolds? [n/m] -- Mr F, 10/17/2002
n/m |
| | | The date codes are against the head/block...... -- kevin, 10/17/2002
and cant be seen if I remember right. Maybe a telescoping mirror could do it. 66 Fairlane's had the vetical on the left. When the 67's came out, they were switched to the horizontal due to the steering box on Mustangs. |
| | RE: One more - trying to validate 390 GT!! -- Kevin John Conley, 03/09/2005
can you decode C6ME it is on my ford block... thanks Kevin |
| | | RE: One more - trying to validate 390 GT!! -- giacamo, 03/09/2005
c6me can be any thing from a 330 truck block to a 428 block depending on how thay sluged it during castingthe cilinders |
| engine ID -- davew, 10/16/2002
I got a guy wanting to sell me an engine in a barn. the crank shows C4AE-B heads show C6AE-R and te block shows C6ME. I have not seen it. He says it is a 428. |
| | Sounds like a 390 -- Royce Peterson, 10/16/2002
The crank casting is for a '64 390.
Royce Peterson |
| | RE: engine ID -- usrowboy, 10/30/2002
I just purchased a 428 (I hope) now all this talk is making me wonder.
The block casting is C6ME-A
but in Rieds book, HP Ford Engines Interchange, C6ME-A is also listing a 1967- 352, a 360 1968-76, a nd a 1966 390 all as C6ME-A
What can anyone say about this to help clear engine ID up for me?
Thanks
Rowboy |
| | | RE: engine ID -- Paul M., 10/31/2002
As you've already discovered, block casting #'s aren't very helpful, especially after the very early 60's. Some of the mid-late 60's and 70's FE block #'s were also used (cast) as FT's, for medium/heavy duty trucks.
If you can, check the casting # on the crank. 1U is the most common 428 crank. 2U would be a 390. 3U would be a 360 (ugh!). Older casting #'s were in the format as shown in the first post, as Royce pointed out that it was a 390 crank. So it's best to have an ID guide along, preferably one you know to be correct!
If you cant see the crank, a quick way to check the stroke is with a small dowel, inserted through the spark plug hole. Measure the difference (make a mark at TDC, and another at BDC for that cylinder).
3.78 inches (3 3/4 in rough measurement) is a 390, 3.98 (4 rough) is a 428.
Hope this helps! |
| | | | Positive ID -- John Zeigler, 11/01/2002
Thanks folks for the help. In Reids Book on Ford parts interchange, he mentions that inside the center freeze plug there should be, in a true 428, the casting "428". The block I purchased does indeed have a 428 inside that freeze plug. It is a bare block and the crank is out. It too is the 1U designator. There are no visible cracks or chips, dents, scoring marks in or about the important surfaces. The bore measured 4.13 which is correct. I dont' know how to measure stroke with nothing in the cylinders though. Now all I have to do is find all the rest of the needed parts....feel free to throw some sources out at me. thanks. |
| I found the ID -- ErikB, 10/15/2002
Now can somebody tell me what block it is, I can't find my ford FE rebuilding book. I think the block code reads 8B28 the block has the cross bolt main caps but is it a center oiler or side? |
| 427 block ID -- ErikB, 10/15/2002
Can someone show or tell me where to locate th ID #'s on my block? The only ID #'s I see are a "427 and 66" on the end of the block and a 427 in the valley. |
| | Clues -- Royce Peterson, 10/15/2002
There should be a date code by the oil filter mount.
There should be a hand scratched character on the rear bulkhead where the transmission mounts. Examples from my garage are:
"D" = 64 427 center oiler
"e" = 65 side oiler
"F" = 68 side oiler hydraulic lifter
"g" = 69 service replacement side oiler (I bought this one brand new as part number C8AZ 8015-G)
There should be cross bolted main caps.
The presence of the 427-66 on the rear bulkhead is meaningless. 390's and 352's also have that marking in some cases. The 427 in the lifter valley is a good sign, I have seen a lot of FE blocks and only 427's have so far been marked like that.
Other 427 only characteristics include screw in freeze plugs on 65 and later blocks.
Note that I am only talking about the most common 427 blocks which were originally installed in passenger cars. There are oddities from irrigation motors and boats that might have some or none of these characteristics. Also 406 service replacement blocks from 1964 - 66 were evidently made with 427 block tooling. Which in my mind makes them just as desirable.
Hope this helps, don't hold me accountable if you get ripped off buying a fake one.
Royce Peterson |
|