Early - Internal; Late - External

Relax now!

n/m

carter afb #2507s is a buick 1957

C6AE-R heads are much like all 1958-65 FE heads, except they also have bosses for installation of exhaust in Fairlane and Mustang engine bays. The bosses are not necessarily drilled, but they are there.

One hassle with these heads is the exhaust port ceiling, because you've got both the thermactor boss to grind out to match flow of pre-emissions heads, as well as removing the "anti-reversion" type dam the the outermost portion of the port. It's not actually there to prevent reversion, but instead to properly seal 390 Fairlane/Mustang manifolds.

The CJ head casting is basically the same as the C6AE-R, except the combustion chamber is slightly reshaped (no biggie), and there is no AR dam to fiddle with.

Note that the CJ head is cast for regular FE valves, but is throat-dressed to fit CJ-sized valves. You can install CJ sized valves into a C6AE-R head without hassle, and you'll likely even eliminate any valve recession caused by valve jobs over the years. With valves standing tall above the seats, rather than sunk a bit, you get better breathing.

C6AE-R heads were only available in 1966-67 cars and pickups. Probably a third got 'em. All other FE production heads these two years are of the "full emissions" variety, and thus have smaller "velocity" runners and some other mods.

Shoe.

... multiplied by anywhere from 250 to 500. This is a very rare and desirable 427 SOHC "cammer".

The value depends on how well it's been built and the originality. Is it a correct cammer block? What's the overbore? Are the heads redone with modern valves (a necessity!)? You may have some guys quibble about the single 4V manifold and knock a couple of bucks off. The dual quad is more glamorous. Does it have the correct Holley 850 carb on that single quad??

Lots of questions! When you get to stuff this expensive and exotic it's really hard to pin a price on it. Sotheby's never knows how much they're going to get for a Monet painting. Is it 3 million or 15 million? Depends on having the right buyer!

JMO

-Bill

I don't understand how those shock towers can look so unhacked with that massive engine in there, but it's a cool photo.

I totally dig the breathable look of that air cleaner. I'll bet it doesn't muffle any of the carburetors roar.

Shoe.

you can always get Favtory Shorty Headers

The 390GT got the same heads as any other FE. They were just drilled for Fairlane/Mustang exhaust manifolds and given stiffer valve springs.

What is the casting number on those heads. They're most likely C7AE-A, but may be C6AE-R, C6AE-U, or possibly something else.

Only the C6AE-R heads are unique, but I gotta know thenumber to make any suggestions.

I will say thet dumping the Fairlane exhaust manifolds (they were used on non-GT Fairlanes and Mustangs, too) for some CJ manifolds or FPA headers would be the number one upgrade. You can't know the best headers to get until you mention the casting number on the heads, however. The C6AE-R heads should get Hooker or FPA CJ headers, the other numbers must get FPA's GT headers, not Hookers.

Second upgrade is to move toward an Edelbrock RPM intake. This should give you the power you seek.

Shoe.

428CJ heads can be used on your 390GT heads but to do so you have to drill one hole in each head and tap the hole. This will require removing the heads.

A bigger set of valves 2.09 / 1.66 and raising the exhaust port to meet the edge of the 428CJ exhaust manifold will give you the power increase you are after coupled with the 428CJ intake and port matching the heads to the intake.

Royce

http://fomoco.com/forum429/results.asp?Page=1&Max=20&Option=0&Name=on&Email=on&Key=flywheel

According to my uncle you need to change the gear so your starter will work, 184 teeth vs 176 I think?

Also later years the 460 was balanced diff. (there is some info about that in the link above) I think 460 will most likely be an 11.5" clutch not 11". If you search the forum here you'll see npd sells the correct 11.5" flywheel for $99 for 390 fe if they still have one. If its $ you're worried about it may be easier to buy an 11.5" clutch and $99 flywheel?
Charlie

There you go Corey, that's the information we need to give you a more complete answer.

You've indicated that you have a C6OE stick bell housing. If it's a '67 Mustang 390 stick bell housing it will have this part #. You have obviously indicated the problem with that bell and the '64 Galaxie top loader. The '64 trans was cast with the narrow trans to bell pattern used from '49 - '64.

In addition to that problem you also have the wrong tailshaft/shifter mounting location for a unibody '67 Mustang. I'm not going into a lot of unnecessary detail on this Corey. That '64 Galaxie transmission is not a good fit for your '67 390 Mustang. You can change the trans and modify the C6OE bell to fit that trans but it's going to cost you.

It seems that money matters to you which is good. My advice would be to sell that '64 Galaxie Toploader 4 speed. There's a big market for that trans because it's a nice fit in '64 and older full size Fords/Mercurys. It works well in lots of older applications like that. Then take the revenue gained and purchase the correct '67 & later 390 Mustang/Cougar 4 speed tranny. I believe you'll be dollars ahead by doing this.

OH! and here's the link:
http://www.people.cornell.edu/pages/slp29/insane.html

. . .two mimes just learning how to talk. :-)

Firewall on the server won't let me out to listen, hope my old computer at hone wil run it. I think it was built just after my "64 : )

n/m

Looking at the pic of the dash, can someone explain what that red bar is above the mph numbers on the speedo that starts at 70 and goes to the end? I’ve seen this on the cars and most trucks starting in ’67. The one in the pic must have faded out. Thought it might have something to do with the national speed limit. Never have gotten a good explanation.

Thanks!

No such Thing !! GT-E Badge read 7.0 litre ,not 5.0 !