Micheal;
I have used these heads on a 428. They have intake ports with raised floors very similar to med. risers.

I installed 2.08 X 1.66 427 valves, hogged out the bowls, port matced, cleaned out and polished the ports and combustion chambers and milled them .040
to give 67cc & 10.5 c.r. with stock pistons.

With a P.I. manifold, 750 Holley, Crane Fireball 296 cam, Hooker Super Comps and 3.50 gears it runs mid 13's at 106 in a 4000 lb. 63 Galaxie on 28" BFG street tires.

I think they're one of the best readily available FE heads to work with.

Good Luck,
Kam

from what i read on the forums it seems most people recomend a hole between .090 and .120. i think this is about a #80 jet. i drilled a piece of alum rod and cut it to length after the heads were installed. good luck

Take off the rocker shafts and locate the oil hole from the deck. It is in the rocker bolt hole with the long bolt. Get an all thread from the hardware store that fits the hole. Grind off 1/2 of the all thread to a D shaped shaft and slide it in the hole. The block will stop the all thread and keep it in the head and the smaller passage will restrict oil flow.

Scott;

My 68 1/2 CJ also has "Y" as the axle code and the tag on the differential reads WFD-C 4L30 8DC 947

n/m

390 with 2V, 3 speed trans and regular fuel.

12" McLeod w/diaphram pressure plate

I have a 67 Cougar GT with about 450hp 390 and have a Centerforce Dual Friction and am quite pleased. A pretty light pedal effort and grabs great. Not sure how much of a difference the extra 100hp would make. Great for the street and has held up good at the strip.

Brian Crisman

Summit has the Harland Sharp rockers and shafts; FPA "http://www.fordpowertrain.com" makes a kit to do the stands/end stands/rocker spacers. Good as any, better than most; I've run them both. Otherwise, pull out you wallet and buy the Dove set-up; I've never had a problem calling them Tues-Thurs, Eastern Time.

Hi JT,

If you want to make it correct you need a motor with a build date before the build date on your GT-500.
Some times the original block was cast several month's before the car was built on the line. My question is do you plan to keep the car, if you do it really does not matter as long as its a 428. Shelby did not put any special stamping on the block, at least not in 1967. What is the cars serial number? Does it hafe a early build number or late number?

Morgan
67 GT-500
03217

n/m

I've never personally run one of these but I've looked at a number of them at swap meets. They look very similar to a 428 Police Interceptor. We FE fans in this area have surmised that they should work about as well. They're dual plane, I'm going from memory on that, but I would guess them to work well from idle to max of 6,000 RPM. I do know about the E-brock Streetmaster. That "master" of its own domain is a single plane and surprisingly inspite of that it works very well. I agree that the F427 is worth up to $200. But I missed one for just $50 at a swap meet last summer. For that little bit of change it'd made a nice conversation piece hanging on the shop wall.

The F427 manifold works good for street use, good response and broad torque range for a dual plane. I had one of these manifolds on a 427 powered Hondo flat and could turn the engine 7K with a Holley 950 3bbl, engine pulled hard throughout the rpm range.

Thank's for all the info.I think I'll hang on to it.Some guy wanted to "Take it off my hand's" for $50.00.Thank's Mark