Yep, I'll bet it's the frequent cold startups, especially if it's cold out. Bad news for engines. Choke is always on, oil is cold, piston-to-wall clearance is at it's worst and ring gap is largest! What more can I tell you? If I ever run my engine when the car is sitting a long time, I always run it long enough to get it all HOT, or not at all. Just my 2p. HTH
Cheers, Martin.

Yes, I use them and they're fine, EXCEPT the threads on the adjusters are very coarse which makes getting exact and uniform lash dificult. Also, the adjusting nut will not take a socket as the machined area it seats on is not large enough in diameter, so they can be difficult to tighten or loosen when the fuel lines, firewall, etc., get in the way. I certainly have never had a failure with them. Oh yes,..I use Crane's pushrods also which I do believe are the only one's which will fit properly.

You can get creative with fitting other engines in, but a 390 is the best thing you can swap back into that car.

Shoe.

. . why can't you get a run-out 390, rebuild it with and add a few goodies -- bigger cam, 2 X 4V, dual Flowmasters, 2.25 inch pipes, headers, Pentronix ignition, for example. That way you avoid the hassle of fitting a different engine, possible balance and handling problems etc.
I don't know if that new 390 would burn rubber, but it would shock the hell out people -- plus sound real wicked.

I remember reading somewhere that a 360 truck (FT)block can be used with a 390 crank for a 390. maybe someone else knows for sure.

The port sizes are the same on both heads. The CJ also has thermactor restrictions in the exhaust, making the exhaust runner flow a little less.

Since both heads were cast for 2.02/1.55 valves and the CJ was machined at the factory to fit the larger valves, I'd recommend machining your C4AE-G heads for CJ-sized valves and dropping them in.

The only benefit the CJ head offers is when you need the extra eight ehaust bolt bosses to mount up headers or Fairlane/Mustang manifolds. 1966-later heads got these bosses.

The CJ ran better than the earlier FEs because it got a great intake manifold design from a concept developed in 1965. The FE head was designed correctly from the start. If you want to see good power in a mild performance motor, keep the stock heads and go with a MR/PI, CJ, or RPM intake.

Shoe.

I'm from Missouri not new england,but I seem to remember seeing it in the car mags late 60's

http://jcoconsulting.com/forumfe/reply.aspx?ID=8400&Reply=8400

http://jcoconsulting.com/forumfe/reply.aspx?ID=9406&Reply=9406

http://fomoco.com/ford-forum-FE/thread.asp?ID=10512

Call Greg Donahue in Florida at 352-344-4329 during regular business hours. He specializes in 1963-64 Galaxies. He will have anything you would need for your Galaxie. Sounds like a great car.

I have had 2 63 galxies with 352 in them, there was no 352 decal on the air cleaner.

n/t

Be aware that crankcase ventilation features differed between the 352 and 390. Also, New York and California were developing different crankcase ventilation requirements, so you'll want to be aware of this in your searches for the correct markings.

Shoe.

Thanks to everyone who has responded to my questions. I too run a one man operation but you would think it is run by 50 people so I understand how one can be "short." I am a perfectionist as well, so I can respect Greg for his striving for perfection.

I think I will e-mail him first though!

I hope he is not like that guy who owns Galaxie Performance.....whoa!

Thanks again.

The 428 CJ came out after the 1968 shop manual was issued. Therefore the specs are not in the shop manual. Ford issued service bulletins in May 1968 detailing tune up specifications and other details specific to the 68 1/2 Cobra Jet cars such as the new 4 pinion 31 spline Traction Lock differential. Other topics included the starter delay unit and how to troubleshoot failure of that system.

The carburetor chart lists Holley 735 CFM carbs C80F-AA for manual trans cars and C80F-AB for automatic applications. Pump cam should be installed in position #2. Jetting is #66 primary and #79 secondary.

Royce Peterson

406 cid (4.13" bore)...if you're lucky! .060" - .080" should be safe in any 352 block. You won't know until you sonic test the block to see how much wall is there. If you need, or want, BIG cubes, think about a 428 crank, since you then START at 400 cid with the 352 4.00" bore.

can work or you. The cylinder core molds were of thin design from the factory, so a sonic check by a reputable shop is the only true way to see what you have. There can be thin and irregular core shift patterns, so it's a crapshoot to just say yes it will go this much. But lots of them have been done over the last 40 years. The .090 over are 361 Edsel pistons +.040 if you stay with the stock crank. The core molds are the same for the 352 and the std duty 390. I bored one of these low po blocks +.080 to use for a 428 race motor, and the # 4 cylinder cracked after some hard use. I then put a sleeve in it and while boring for the sleeve, it removed the cylinder completely, proving that it ran on a thin wall for sure!

Just be sure to use your flexplate and all the brackets, motor mounts etc. from the T Bird. It will all bolt on to a later block just fine.

Royce Peterson