my advise is to buy a desk top dyno($39.99at jegs) and put in parts combos till you like what you see. it will help on getting a good idea on what hp you get at any given rpm.

http://www.woodyg.com/fairlane/finfo/390overview.html

http://www.v-drives.com/

Go into this page, go to the engine page, see 390 build up part 1 and 2.

Not all of it is 100% accurate, but there is a lot of good stuff here.

P

http://www.edelbrock.com/automotive/index.html

not sure I posted the link right. Edelbrock clames to have a 418 hp combo for the 390 with its performer rpm. Look at some lighter than stock pistons if you have the cash, gives your engine more snap, I like the kb silvolights. http://www.kb-silvolite.com/page47.htm#SECT3

Ford didn't put casting numbers on every block from '68 to '71. Look under the oil fliter adapter pad for a casting date.

D2TE heads were used on pick up trucks. Not a bad head.

has better flow, bigger ports etc... is pretty much identical to a Pi aluminum intake or edelbrock F427. GT 390 does not have special manifold and simply uses the one as fullsize ford products. hawkrod

The GT390 intake, first used in 1966, has slightly higher runners than the stock 4bbl intake. They are identified by a large "S" cast into the #1 runner.

Place an "S" code intake next to a standard 4bbl intake and you'll see the difference.

Use of the "S" code GT intake and the same cam as was later used in the 428CJ moved the peak torque up from the standard 390 4bbl engine rating @ 2800 rpm to 3200. It also added 15 hp to the advertised rating over the standard 390 4bbl.

The 428CJ intake has bigger runners and the barrel holes are bigger than the GT's. The CJ parts were designed for mid to high rpm performance whereas the GT components were developed to give the 390 a little more street "umph".

The GT intake was desgined to be used with a 600 cfm carb while the CJ was designed to be used with the 730 cfm CJ carb.

I'm writing this of the top of my head so forgive me if my painpill soaked brain has gotten some wires crossed!

TJ

...I found this: http://fomoco.com/forum-ford-fe/reply.asp?ID=7332&Reply=7277 amongs others. Click on search button above and type in "c6ae-u heads" (no quotes) and click the search messages button.

Regards,
Dan

Just a plain jane late '66 head used on 390 - 410s.

According to the information available to me, the C6AE-U head was/is used on some Mercury 4bbl engines and the 2bbl premium fuel 390.

The intake ports are short and the exhaust ports are the low type.

Interestingly enough though, it has one of the smallest advertised combustion chamber volumes of any regular production FE head. About 67cc's if memory serves me right.

That makes it a desirable piece to get maximum compression for competition, where factory stock parts are required.

I have reservations about it's utility for any other use than as an inexpensive competition part.

Hope this helps!

TJ

You've stated some of the differences. They are: 1) valve sizes and intake port opening size; 2) camshaft lift and duration and the valve springs; and 3) exhaust manifolds.

Piston differences are more related to endurance than power output as are the block differences depending on the year but in any case these are minor;.

the smaller hole is a vacuum source and the larger one is for a road draft tube. on my fairlane, i made a plate from aluminum and blocked off the big one then found a vacuum tee from a mid 70's ford car that had a few smaller ports for the auto trans and one big one for the power brakes. i do have the factory plate that bolts over the big hole that came off of mine. it has a hole in the center with a grommet and the pcv in it and attached to the top of it is a small curved steel tube that screws into the small hole above it. below the plate sits the "basket", or wire filter and i have that also.
if you're interested, i might sell it. email me. i no longer have my tripower, so it's not much use to me. good luck, joe

on an original tri-power you have a filler tube on the front of the intake so the valve covers have no holes (remember FE tripowers were only stock until 63). in the large hole in the bottom of the manifold there should be a metal basket that holds a piece of aluminum wadding and then a plate with a nipple sits on top of that. on mine the hole in the back of the manifold has a small brass fitting with about a 45 angle and the PCV screws directly into it (just like an 8V). then there are two short pieces of rubber hose and a J shaped metal tube to connect the PCV to the nipple on the manifold plate. the manifold parts are available on ebay all the time and i assume there are several suppliers (Mr. F?). the brass fitting is a little tougher but is the same as a mid 60's 6 cylinder or Y block fitting as is the PCV the correct part as called for in the parts book may be tougher yet to find. the hard part for me was a correct original J tube but i even found an NOS one of those. as far as power brakes go i am at a loss for a full size cars as the ford illustrations do not show it but on tbirds there is a seperate vacuum port under the center carb. the parts book picture shows a different fitting for the PCV on the tripower than on the 8V but mine isn't (i have a Tbird)and on a galaxie type intake i don't think there is a place to mount it as shown. here is a pic from the parts book. hawkrod
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near hagerstown md.,301-791-5193,www.masondixondragway.com

Thanks for the info. I just booked a room out there for the weekend-----meet is on the 5th not the 15th!!