352 cylinder heads are the same as 390 cylinder heads.

You didn't mention the year, but there was an "emissions" redesign of the basic FE head in 1966 which caused the old "pre-emissions era" head to split into two new "emissions era" designs, and also a slight change in 1968 which consolidated the two new designs into one, and knowledge of these changes are critical in selecting headers and intake manifold, and they also help in choosing other items such as cam and carb. Note the 1966-later FE head also has features cast in which allow drilling bolts to mount Fairlane or Mustang exhaust manifolds.

Up until 1965, there was only type of head for any non-HP FE engine. The 332, 352, 361Edsel, and 390 all got the same head. The casting number may have changed from year to year, but the head didn't change. These heads are all great for non-Fairlane and non-Mustang applications.

Note that in '66-'67 Ford used the same two head castings on 352, 390, 390GT, 410, 428, and 428PI engines. The GT and PI motors just got stiffer springs.

In '68-later they had only one casting for all 360, 390, 390GT, 428, and 428PI engines. Again, the GT and PI got stiffer springs.

Note that the desirable 1966-67 head is the C6AE-R because it kept most of the '65-earlier flow characteristics, but it got bosses added to fit-up Fairlane/Mustang exhaust manifolds.

Shoe.

Crank timing 8 deg BTDC.

Centrifugal advance. Set the test stand to 0 deg at 250 RPM and 0 inches vacuum.

650RPM: 2-1/4 to 4 deg advance, vac=0
750 RPM: 4 to 5-1/2 deg, vac=0
1000 RPM: 7-1/4 to 8-1/2 deg, vac=0
1600 RPM: 9-3/4 to 11 deg, vac=0
2000 RPM: 11-1/2 to 13 deg, vac=0

Max advance limit: 16 deg

From 1965 Ford shop manual, printed Sept 1964, which indicates it's for a 427LR.

Shoe.

Ford had several.

1. They had an early 2x4 dual plane. The carb holes diagonally opposite are connected. That's not a very good description, but it's the best I can do right now w/out a picture.

2. There was a later 2x4 dual plane. This intake was used on the 67 shelby, and I think some of the later 427's. It was taller than the earlier manifold (I think). The carb holes were not connected. That is, there are 4 round holes under each carb.

3. There was a tunnel wedge intake. I don't think this came on anything, but was available over-the-counter. It was a single plane with an air gap. It looked like the tunnel-port 2x4, but it was made for the wedge head.

4. Dove makes copies of the tunnel wedge intake for the medium-riser, high-riser, and special Dove heads.

5. I think Edelbrock made a 2x4 intake. I'm working off of rusty memory on that one, though.

6. There's the Offy intake you mentioned. I think it's still available.

7. There's also the M/T or Edelbrock cross-rams. There may still be one on ebay. They look pretty wicked. The carb for the passenger's side is mounted near the driver's valve cover. The carb for the driver's side is mounted near the passenger's valve cover.

8. Then, of course, there are 2x4's for the TP, HR, and SOHC, but that sorta rules out your 390.

9. There's also a Dove 2x4 tunnel ram, and there was the PSE intake that coverted the FE to a 351C. Then you could run any 351C intake including a tunnel ram.

Did I miss anything?

If you need any pictures or dimensions of these manifolds, I have many of the ones in question. Just eMail me and I'll take some pix... R

n/m

I took the Cougar out today. No smoke at start up or while running. It ran great. It may have been "carboned-up"? It had been started and moved only briefly while it was at the brake shop every day for 2 weeks.

tim, The color of the smoke that comes out of your exhaust will be a good indicator of what could be or is the problem. Black smoke is a carb problem ie stuck choke or floats. blue smoke is oil, worn rings, or broken rings. white smoke is from the transmission
and it probably means that your modulator valve is going or gone. if you follow the line from the modulator valve up to the engine you will see that it hooks into a vacuum port and this goes into your engine to be burned, hence the white smoke. Good luck.
Monte

Go to this site for 427 and 428 info. http://www.gessford.com/images/427parts&pics.htm

Get book by Steve Christ on FE engines. Low, Medium and High is the height of the intake with heads with the same angle. The higher the intake, the better the angle to the intake valve. Top and center oiler are the same animal. Top oilers will work find with modified oil passages and high volume oil pump and shimmed relief spring in back of block..

Hey Ed,

thanks dude! i've never even heard of it, but i'll be there!

Sounds like a Holley 500 cfm 2 bbl, but its been awhile since I last ran one. The mixture control screws are on the sides of the metering body. Lightly turn them in till seated, then back them out 1-1/2 turns. Make sure you have the dwell on the points set correctly and the timing set too. The Idle speed adjustment screw should be barely open and then the mixture screws adjusted last. If it still hesitates, then look for a possible vacuum leak around the base of the carb by spraying a LITTLE starting fluid around it. If it still does it then the accelerator pump diaphram is most likely at fault. Take a paper towel and put in the carb, then work the throttle and watch to see if gas is squirted out. It should be a distinct dual stream. If not then its time for a rebuild possibly. There are unique parts to this carb though, unlike other Holley 2-bbls. when set up right they are great performers.

The secondaries are operated by the vaccum chamber at the rear of the carb. It will only open under a load. Free revving the engine will usually not open the secondaries. Sometimes the rubber diaphram gets ruptured and the secondaries will not open. It is simply to replace, but easier if you take the carb off the engine. The diaphram can be purchased seperately without an entire rebuild kit.

Don't know if this applies to your situation or not as you didn't say the model of the carb, but here it goes anyway.

I have had a had a hidden vacuum leak somewhere and in my trobleshooting, I was going to rebuild the carb just to eleminate it as the cause. Well, I took the vac housing off and a little piece of paper fell out. I got to looking at it and it was the backing paper for the little cork gasket that seals the vac port. Holley had installed the gasket with the backing paper on! No wonder I was getting such bad performance (always blamed it on a stock cam and a heavy pickup). Well, I put in a new gasket and violâ, my gas mileage really sucks now. But when my head slaps up against the back window on acceleration, I forget all about it.

Seriously, I have heard many say that you should never just throw on a Holley 3310. You should alway tune it to the application. I discounted their advice. If I had gone over it with a fine tooth comb, I would have caught it a long time ago. Not any more.

There is no C-6 that comes to a point. The small block and 429/460/351M/400 versions have two top holes horizontal from each other with a very flat top edge, and the FE version is rounded at the top.

Ed

I'm not sure what the bolt pattern is for the 240/300 CID 6-cyl, but I know lotsa Econoline trucks with 300CID motors got C-6 trannys starting in 1975.

There were C-6s for 302, 351W, and 351C engines, too.

Shoe.