Since the top has carbs, logs, and linkage attached the top view may not offer as much detail as the bottom view.

Hopefully you'll be better able to compare the bottom of this intake with that of a regular Tri-Power.

Now that you mention it, the top view does apparently show the carbs sit level to the runners and are not tilted up in the rear. The front carb bolts are approximately in the regular spot, but the rears appear to be maybe an inch lower than normal - sorta like if you milled an inch off the rear of the carb flange of the intake.

Here's the bottom view.

Shoe.

Expansion tanks were used in cars which had the tops of the radiators sitting lower than the coolant level in the engine. Low hoodline styling in the early 60s apparently forced the need for an expansion tank.

Note that they require a larger sized thermostat, and a large thermostat hole in the manifold. FE manifolds come with two different thermostat bore diameters in the manifold. Two different thermostat sizes are used.

Most later FEs got the smaller thermostat bore manifold and smaller thermostat housing, most earlier FEs got the larger thermostat bore manifold and either an expansion tank or a large bore thermostat housing. In the mid-60s it seemed the manifold bore size could be either.

Shoe.

,

i can set you up with lifters, push rods should be available from crane i think. drop me an e-mail and i will send you phone # and we can talk if you are in the U.S.

and power drum brakes is an option. i might point out that disc brakes were a mandatory option with the 428 & Gt suspension but ford let you delete it and many racers did because they believed it caused more drag at the wheel. hawkrod

n/m

I can't tell you whether the Midland or the Bendix is factory correct for your car but I can tell you that the booster you describe is a Midland.

And I believe that disc brakes would have been optional up until 1970 on the unibody cars.

They bolt on with no problems. Valve to bore clearance is not an issue. Exhaust bolt pattern is different, GT exhast manifolds won't fit. You have to use either CJ manifolds or headers. That's the big problem, the small problem is that you lose about 1 point of compression due to the bigger combustion chambers. This may be a good thing or a bad thing depending on your engine.

Royce Peterson

The 390 station wagon motor is the same as a 428 station wagon motor, with exception of the crank stroke (same type of nodular iron is used in both cranks), the flexplate balance, the piston size (both are cast autothermic), and the cylinder jacket and barrel sand cores stuffed into the block mold.

The Mustang 390 is the same as a Fairlane 390. Most seem to be 390GT engines (1966-68 Fairlane, 1967-68 Mustang), some are 390IP engines (1969 Fairlane/Mustang), others are 390P-2V (1968ish Mustang/Fairlane), and 390-2V (Fairlane). The non-GT and non-IP versions are about the same as the Galaxie version, except they must use the exhaust manifolds designed for the cranped Fairlane and Mustang engine bays in stead of the log exhaust manifolds of the Galaxie. This requires that exhaust bolts be located differently between the full-sized and the smaller cars.

Shoe.

to go with it like the originals had? Are the seats Bostrom's? C-3 intake? Are the rods different looking, have a flywheel looking bolt? Are the pistons "BJ's"? The cam a "K" stamping? Are the carbs there, with blocks on both ends? Stewart Warner fuel pumps? Too bad I junked a hood 30 years ago (no comments please). I have pics of the yellow cars, but dont remember who's they were. I think maybe Wickersham's was. As far as value, I cant say, but maybe Greg Donahue could.

I figured it out.

Thanks anyways,
Alex

The 352 generally bores to 390 specs without issue. You may want to sonic map the cylinders to be sure there are no core shift problems.

My present suspicion is the 352 and 390 both got the same cylinder jacket sand cores and only the barrel (bore) sand cores were sized differently.

390 crank, rods, and pistons will be all the parts ya need. Be careful not to use 390 pickup truck pistons, as they are now more common at the parts store and they have a low 8.5:1 compression ratio.

Shoe.

Just out of curiousity. Couldn't a 352 be bored and stroked into a 410? (390 bore and 428 crank) Be a good motor for a heavy car if it were possible.