Here we go again! FE stands for Ford Edsel.
I know I should'nt have so let the posting begin!

"Ford Engine" doesn't make sense, unless Ford actually was saying "Ford Engine Engine".

What's your source?

Shoe.

in place of the Cruise-O? Or do I have to make modifications (bell housing, linkage, drive shaft, etc.)?

I don't have all those books on this any more but the "MEL" stood for Murcury Edsel Lincoln. The FE just ment Ford Engine.

First off, the acronyms FX and MX were invented in 1966 to describe a tranny which had been around since 1958. The acronym apparently designated the case size of the Cruisomatic (Ford), Mercomatic (Mercury), TurboDrive(Lincoln) tranny. These three trade names all represent the same basic tranny.

(Be aware: As usual most of this is BS, but some is newly found documented info).

The two tranny sizes had been around since 1958, but no distinction other than Cruisomatic, Mercomatic, and Turbodrive was deemed necessary until some writers found themselves with spare time at the end of 1965 and decided to rewrite a chapter in a shop manual for yuks. The FX was most often found in Fords, and sometimes in Mercurys. The MX frequently in Lincolns and Mercurys, and sometimes in Fords. They are distinguishable by the case size and shape, and in particular, the pan gaskets are slightly different.

In 1968, the FX was apparently replaced by the FMX. I suspect this means the pan gasket changed a little, as not much else did. The MX gasket remained the same.

I've found a 1968 Ford "registered technician" book which reads as follows:

Both the cast-iron case Cruise-O-Matic "big box" (designated MX) and "small box" (designated FMX) use the same basic control valve body and <snip>

Later, the book goes on to state:

"Small box" Gear Train Change Details: In the cast-iron case "small box" (FMX) transmission, most gear train components are dimensionally the same as last year's FX design. However, clutch pack clearances are adjustable for both the forward and reverse-ans-high clutches. PHA models have four friction plates and three steel plates in the forward clutch, while PHB models have five friction plates and four steel plates in the forward clutch.<snip>

I'd scan some of this, but my scanner broke.

Shoe.

......thanks for the info Mr F.

With Ford there is always an execpection!

Actually you've verified a few things for me. I'm going to printout the results of your research. It is very confusing because the mix of part #s with casting #s.

I do know this much, I have the original 352HP from my '60 Sunliner. When I first bought the car just three years ago from a guy who had purchased it in 1962 I was certain it was an HP. But a lot of the special pieces were strewn from one building to the next on his family saw mill. He had lost an exhaust valve keeper in '68 and never got around to repair. He did a lot of removal. Hence, parts in a variety of places. But all indicators were it was an HP car. It had all the good HP stuff there when he bought it. And eventually I did find the true documentation needed - the build sheet.
But when I got it home and started tearing the engine down I was amazed to see the whimpy little EDC rods. I'd read a lot on these engines over the years. Things like the rods were special, etc. I don't think it's true of the HP352 and early HP390s. They were a work in progress for sure and there were running improvements made.
My thing about the '60 is that it was the first true High Performance FE mill. It was a major revelation of the potential the FE had. The years of '58 & '59 had been such a disappointment.
Anyway thanks Travis for the valuable information.

Well, my FE friends I'm taking off for The Big Easy for a few days. Yes indeed, thanks to my San Antonio son, I get to see my first and likely only Super Bowl. He's flying his old man stuck up here in the frozen snow flyin' N-West to New Orleans. Second string Pat's QB is a Wahington State boy and the Ram's Jeff Robinson is from right here in Spokane. That's kinda fun. I leave in just a few hours. I doubt that I'll even sleep much tonight. Back late next week.

The Columbus NMRA event is the first weekend in May (3rd-5th), and the World Ford Challenge is the 3rd weekend in May (16th-19th).
NMRA.com and Worldfordchallenge.com. The WFC has not updated their site for 2002 yet.

Ed

i'd find a rear sump oil pan for your 360. I had one on my 4x4 and had no clearance problems with the front axle, but i also had a suspension lift. I did some mild four wheeling and never had the pan hit. make sure you get the pickup tube with your pan.

Its a 1963 . thanks How can i tell which engine i have.

HOnestly, I don't think you're really going to gain much hp or torque by making your 390 a 410. Sure, you'll feel a little in the bottom end, but i dont' think it's worth the money to put the 428 crank and flywheel in. My 77 f150 with a passenger car 390 (10.5 compression) would easy spin my 35 inch mudders in second gear by just putting the pedal down. What i would do is try to up the compression in your 390 by getting higher compression pistons. It's only worth the 410 crossover if you get higher compression slugs, and my buddy had to get his 410 slugs specially made for a mere $625 bucks. (the 410 has different wrist pin locations than the 390, and he couldnt' find anyone that had them in stock)

Thank you all for the info. You provided me with everything I needed to know.