Sorry the Full Size Galaxie cast iron HP exhaust manifolds, both the short & the long will NOT fit into a unibody car such as your Fairlane GTA. Unless.....you want to convert the front steering/suspension to Mustang II/Pinto/Boobcat(sp?) thus allowing you to eliminate the front shock towers and other obstructions. Then just about any kind of exhaust plumbing you can dream up should fit. But maybe you don't want to do that to a '67 Fairlane GTA? It's your car though.

Go to this link at my site and check out the photos.

http://personal.atl.bellsouth.net/rdu/b/s/bsprowl/ExhaustManifolds/FactoryEx/indexExhaust.html

Go to this link at my site and check out the interchange table.

http://personal.atl.bellsouth.net/rdu/b/s/bsprowl/ExhaustInterchange.html

581? heck thats ten times as many as my cougar {G}. good to save them all though! looks like a good project. but then again i think my car is a good project and most people think it should be a good parts car! hope you get double what you want, hawkrod

The cylinders on most FE's as you know are not that heavy. Most thin wall block will distort more no matter where the bolts holes are located. It sounds like he doesn't have one, you might want keep looking for a shop that does. Ray

These guys carry a lot of fiberglas hoods in stock as well as complete one piece front ends and bumpers, doors, whatever. And they are still in the same location on University Avenue in St. Paul, Minnesota where I bought my first set of headers back in 1974.

MAS 651-644-6811
They don't have a website.

Royce Peterson

High volume only. I learned the hard way about that. 140 psi at a cold idle and the heads flooded and the pump sucked air in my 428 with solid lifters. many swear by the stock pump, but I am happy with the oil pressure with the high volume pump

It's really a question of your total engine oiling system, Josh. It depends on oil control and finish machining. If your bearings are on the loose side, they you'll probably need a little extra pressure and volume. But you must have good oil return and pan capacity. If the bearings are on the tighter side, then you'll do fine with the stock pump or a high volume pump. You have to look at the entire system to come to a good decision for your engine.

For the record, I'm using the Milodon HV/HP pump, 7qt pan and pickup, an ARP shaft, and FRP windage tray. My bearings are on the loose side and I have good oil return. I've had no problems. My hot pressure at 2k rpm is 65lbs.

I've never heard of a 12 inch clutch. The 428s have an 11.5 inch clutch and the 390s have 11 inch clutches.

The 410 and 428 use a different flywheeel than all of the other FE engines due to balancing issues.

That's the first (or second) full day of SCJ production, and since the CJ upgraded to SCJ pistons
at this time, you've got pistons which say "428 SUPER" on them.

This, however is the initial design of the SUPER 428 piston, not the common one. While far
stronger than the plain CJ piston (which was the same as 428 plain and 428 PI pistons,
but with a different dish), Ford apparently ran a quick series of dyno sessons on the indroductory
design and came up with even more reinforcements which would be tooled up in time for
Christmas.

I'm familiar with the late design, but would be very curious to see the early version of the
SUPER 428 piston.

Note that the difference in CJ and SCJ piston was apparently in fit to the cylinder. The SCJ
was apparently sized a couple cylinder grades looser. This would have given the SCJ a little
more piston-slap sound, but would also let it rev farther without scuffing the skirts.

Note the mistake Ford made in this chart in describing the five 410/428 crank balances. They
mistakenly show the 410/428 offered four different crank balances.

I made up the piston story based on what I read in this chart, but it makes sense to me.

Shoe.

[Imaged re-sized by Admin.]

and the tag is the original one. Maybe it was scheduled on 11-14? or just a goof?

Hey Jeff, you've indicated a really torquey engine and so I'm going to throw out some opinions to get the ball rolling on your project.

First, I'd recommend an Edelbrock Performer along with a carb in the 600-700 cfm flow range. I've had good success with the Edelbrock carbs. Easy to fine tune.

I'd also recommend a cam similar to the stock '66 - '68 390 GT/'67-'68 PI/'68-'70 428 CJ, the C6OZ-6250-B. This cam is available as a new cam from Comp./Crane and others I'm sure. There are lots of ideas on cams but for all around smooth torque & power right to 5,500, this old shaft is tough to beat. Idles nice too at around 600-650 rpm. Might even be able to get it to idle a little lower with good timing/ignition/air-fuel mixture.

You probably have the C8AE-H heads which are excellent for a torquing FE. Use the cam manufacturer's recommended valve springs for the cam.

A good distributor/ignition system which may include a Pertronix system in conjunction with an MSD 6A.

My last opinion is to use FPA headers over the stock 390IP exhaust manifolds. They'll fit well. They'll look good. The sound will be outstanding. They'll let the 390 breath.

And one more thing.....always use a 410/428 crank if you have one.

ya its a 1971 Block most likley used in a truck may be a 360 or a 352 block not to usre on that stuff

Apparently Jim had already sold the Cougar and didn't want to trash it publically to the new owner on national TV.
Tim B
1969 XR7 428 CJR convertible
http://hometown.aol.com/timbrands/Cougar.html