It looks like someone installed an engine from a '66 T-Bird in your car. The information I have shows that the '66 aluminum manifold is part number
C6AZ-9424-H, I have found that many casting numbers are one number and/or letter off from the part number. Is your intake aluminum? Have you checked it with a magnet? If it is Holley equipped look at the numbers on the air horn and post the "List" number.

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If NASCAR needed to be motivated before it would put pressure on the 426 Hemi, Ford provided it with the Cammer.

With the project launched early in 1964, Ford built and tested two prototype Cammers (documentation at www.sae.org paper#650497, $10.00+shipping), the first being displayed and tested in a 1964 competition Galaxie at Daytona. Rumor has it they then commissioned 50 aluminum-headed 12.0:1 compression ratio Cammers destined for the NASCAR tracks in late 1964 with magnesium intake manifold (or maybe valve covers, I forget). Also, the valves in the early 50 are set by shims instead of the adjustable rockers found on the later ones. The valve covers are either taller or clearanced for the adjustment screws on later Cammers. I wish I could dig up details to confirm this. Heck, I wish I could confirm there were aluminum headed Cammers, but it's just what I once read.

When NASCAR saw the 50 Cammer "production engines", the number officially required for homologation, they ruled them to be non-production pieces and apparently raised the homologation number to 500 engines.

Ford advised they would build 500 Cammers and so commissioned a first batch of 250 iron headed Cammers for 1965, most of which had 10.5:1 C.R. (Street Cammers), and a number of which had 12.5:1 C.R. The goal was clearly to keep political pressure on the rules regarding the 426 Hemi.

I've recently seen serial-number indications and casting date codes which suggest the second batch of 250 Cammers were commissioned in mid-1966, so the homologation rule was probably allowed to be spread over a two year period or something.

Apparently, Cammers were eventually legallized for NASCAR, but the weight restrictions (or something) were just too severe to make them practical.

As far as I can tell, the Cammer did it's job, giving political leverage to the wedge-headed 396FE and 427FE when it came time to put restrictions on the 426Hemi, and likewise the Cammer. For at least one year, the wedge head engines could apparently run twin carbs to a Hemi engine's single carb. Later, NASCAR legallized the non-production Tunnelport wedge head for the track because they recognized the need for non-production methods for getting a wedge-headed engine to breath like a Hemi.

Note the 396FE sideoiler was an engine which Holman&Moody listed in their parts book in 1967. It cost more than the 427 sideoiler that year and lots more than the 427 centeroiler, all three of which Holman&Moody sold simultaneously at different price points. Note the H&M 427 centeroiler of 1967 did NOT have the 7000RPM valve train components installed, only the sideoilers got the hottest cam and valves in 1967.

You can bet the Cammer "engine codes" which Ford published were also meant to keep the threat of the Cammer alive, and thus keep track restrictions on the 426Hemi as severe as possible.

My info is partly based on rumor, partly on published documentation.

Shoe.

Oops, I was thinking of our parts man at the Ford dealership I worked at back in '69....Bud Walker! He was my High Performance cohort in that little farm town dealership. I meant Mel Clark. Sorry Mel. See what happens when you get 396 on the brain?

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I am by no means an expert on this, but I think the ONLY way to POSITIVELY identify an FE is to open it up and measure the bore and stroke.

They used the same casting molds for all sizes of engines. That's why 352 is at the front of most FE blocks.

There are some things to look for, like HP, cross bolts, screw in core plugs, etc., but I don't think any numbers are definitive.

Oh yeah, there are casting numbers in heads that tell you what it was cast for, like C80E-6090N means CJ, etc., but still that doesn't tell you the size of the engine. It's true that if you see TP heads, it's probably a 427, and CJ heads on an original engine means it is a 428, but if the engine isn't original, who knows what you've got.

Even if the engine is original, I don't think casting numbers wil help. The engine tag may help, but I don't know how to decipher them.

Actually the '69 Fairlane Cobra was more an elimination of ornamentation than snake badge additions. If the Torino GT was equipped with the 428 then it was the same powertrain, suspension package as the Cobra. The GT was standard with extra deluxe features, most of which could be ordered for a Cobra, i.e, deluxe seats, console, etc. The Cobra was Ford's response to Mopar's Roadrunner/Super Bee package. Powertrain wise, a 'runner/'bee was the same as any 383 magnum midsize Mopar. The Cobra Package could be had for less money than a loaded GT Torino. BTW, someone asked a few days ago about staggered shocks with an automatic CJ powered Mustang. The staggered shock modification was for 4 speed CJ powered uni-body cars only, i.e., Mustang, Fairlane/Torino, Merc counterparts.

I think a sideoiler deserves at aleast a 750.

Second part to the question is related to the mounting of staggered shocks, I hear the right side lower mount is used on the left, thus placing the shock behind the axle, but what about the upper mounts, are there brackets? This should be the same as a boss 302, boss 429, and shelby vehicles as far as I have heard, however, I live in Oahu and have no cars locally to look at on the Island I live on, though I hear there is a 70 Boss 302 on Kauai.

I`m not a mustang guru but I do own a 69 428cj automatic. No staggered shocks.

Two Part Question: Ok, but get ready for a three-part response. :-) #1 Does any body know if 69 Mach1"s 428cj odered with 3.91:1 rear end gear ratio and automatic transmission were factory delivered with staggered rear shocks? In theory, no - but I keep hearing from folks who swear their A/T-equipped Mustang has them. Fact is, Ford never said that automatic cars wouldn't have staggered shocks (see next paragraph). Remember, they're in the business of making cars - not museum pieces. If the assembly plant had leftover crossmembers, you can bet they were going to get used one way or another. If the end result is that some A/T cars ended up with an extra feature I say, 'No harm, no foul.' ;-) Rumor has it that only the 4 speeds received this option. Ford's dealer materials promised staggered shocks on all Mustangs ordered with 4-speed and 428, plus all the 'Boss' cars. This basic rule applies to similarly-equipped '69 Cougars, as well. I'm looking for someone to respond who has first hand knowledge of this. ie. original owner of such a vehicle, or someone in the know! Not just someone reading articles out of a magazine. Me - read articles out of some 'enthusiast magazine'? Hell, no....not unless I wrote 'em. ;-D Mr F

you can buy a kit at your local auto parts store for like 5 dollars

I've tried two ways.

I tried using a vacuum pump to suck the fluid through the bleeder screw. The vacuum pump has to go into a cannister to avoid sucking fluid. I couldn't get that method to work. It sucked. :-)

Then I tried hooking a tube from the bleeder to the cannister. It is important to run a tube inside the cannister to the bottom. That way, when the fluid goes in, you suck fluid back out instead of air. I did all 4 wheels that way, and it worked great. The kit from the parts store has several sizes in it to accomodate different bleeder sizes.

I made a mistake, the number on my head is C7AE-A nit C7AE-E. Sorry.

I have seen some on Ford products before, They are pretty rare. Lincolns or Mercury, I think...Ford loved Holleys and Firestones.

I have seen Ford-tagged Carters on Lincolns. Even up into the 1970s. I have also seen Holleys and Autolites and Motorcraft carbs on Lincolns. Motorcraft square-bore and spread-bore. I used a Lincoln square-bore 4V EGR spacer between my Holley and the painted Ebok intake on my '73 Tomato to fool the smog guys, when I still had to fool the smog guys. Anyway, it seems Ford pulled from many sources for their luxo-barge carburation needs in the late '50s-late '70s.

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I can see way the are rare, they are junk, Especially those two barrels that the dodge boys used. Firestones works good with carter carb., they can't blow out if you can't get the car started. Not a big fan of either, can you tell.