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 |  dieing -- T1M, 03/26/2001
I have a 68' Galaxie with a 390 2-V. I took off the intake and had it hot tanked and painted; rebuilt the carbuerator and replaced the gas tanks and fuel lines after it was chugging like a steamboat and barely drivable and dieing constantly. I thought it was a vacuum leak since the vacuum trees plugs were badly rotted (I didnt' even know what a vacuum tree was at the time) and was making a constant hissing noise. I'm hoping the work I'm doing will get it going once I get the new tank in. Is it possible I also have a timing chain off of one tooth? Or my dampner is off?
thanks |
|  | RE: dieing -- RC Moser, 03/27/2001
You can check the timing between the crank and the valve train by removing the N0.1 side valve cover and watching the intake valve at TDC. With the crank aligned up @ TDC the Intake valve and exhaust valve should be closed. When you rotate the crank in the direction of rotation the intake valve should immediately start to open, note the location of your rotor which should be just before aligning with NO.1 plug wire due to your 8 or so degrees of timing. If any of this is off you could have one or several problems including the: timing chain, dist. tooth off, damper slippage. You can also verify that the valves are closed by placing the #1 @ TDC removing the valve stem from you compression test gauge and apply shop air around 60 PSI. Then, listen at the carb. for hissing air and at the tailpipe, If you hear any air then the valve is not closed at TDC and something is off or the valve is leaking. Also, with the air applied when you rotate the crank either way a valve will start to open and you will hear the air hissing from the carb. opening or the tailpipe. Your really have to remove the valve cover to note the location of the valves in relationship to the crank. Any way this worked for me several times. Maybe you can make sence of it. RC. |
|  | RE: dieing -- Richard Bouman, 03/27/2001
I don't mean to pick on anyone, but RC MOSER is wrong when he says that the intake valve will open right after TDC with the rotor pointing at number
one cylinder. If that were the case the distribtor would be 180 degrees out. When the exhaust valve just closes and the intake just opens on number one, number 6 is at TBC firing. One and Six go up and down together only 180 degrees apart on the firing order. On number one TDC both valves are closed because it's at the top of the compression
stroke getting ready to go down on the power stroke and then come up on the exhaust stroke. I hope this helps, and again I don't want to step on anyones toes. |
 | 46 degrees & the big bang theory -- Jeff, 03/26/2001
We were going over the tune on my GT390 Mustang over weekend. Discovered timing was set @ 20 initial, with total advance of 46 degrees. My mechanic said that would likely spell the death of the engine. There was no apparent detonation & when we reduced it to around 42 it lost power & was generally less happy.
Is this much timing going to kill the motor?
Jeff |
| fe head id -- dino, 03/26/2001
casting id reads c8oe-6090-n. shouldn't this read 6049 like all other basic head casting or is this an engineering basic.any help in decoding these haeds would be appreciated. |
| | Re: cj -- Mike McQuesten, 03/26/2001
I think you have a 428 Cobra Jet head. We just always referred to them as the Nancy head in obvious reference to the final N. You can call 'em by any name you want. They're good heads. |
| | 428 CJ head ID -- Ed Foral, 03/30/2001
Most FE heads you will find will have the 6090 cast into them. You definitely have a set of CJ heads.
They will have the full 16 bolt exhaust pattern drilled into them, and the exhaust ports will be drilled for the smog tubes.
Ed |
| | | RE: 428 CJ head ID -- dino, 03/30/2001
my exhaust manifolds are of the 2 bolt type.as fa as I know only the standard 428 had 2 holes |
| | | | RE: 428 CJ head ID -- Ed Foral, 03/30/2001
Are you saying that your C8OE-N heads' exhaust pattern is of the standard 2 bolt per port type? |
| | | | | RE: 428 CJ head ID -- mike, 03/30/2001
About the cj heads mine are the 6090-n heads i heard they are 75cc heads where the 6090-h heads are 72cc is there any truth to this thanks. |
| | | | |  | RE: 428 CJ head ID -- Ed Foral, 03/31/2001
I have never seen information on anyone actually physically checking the two, but I have seen listings showing a couple of cc's less volume on the C8OE-H head.
Most sources including NHRA Stock engine blueprint specs list the C8OE-H head as a 390 head, not a 428 head.
The C8OE-H head is also listed as a 14 bolt pattern ("GT" style) head, and it would be a short intake port small valve head. The bottom line is that it is not a performance head.
I would be interested in physical evidence to the contrary if it exists, as I have never seen a C8OE-H head first hand.
Ed |
| flexplate -- mike, 03/25/2001
Will a automatic flexplate for a 428 work on a 428cj.Thanks. |
| | RE: Yes -- Mike McQuesten, 03/26/2001
Yes, if it's a correct '66 & later 410/428 flexplate, it's what you need if you don't want to do re balance. It's pretty easy to id with the weights welded on. The flexplate itself looks a little different too with the middle area having pie shape cut outs. I don't know that that describes it well. |
| Rocker shaft stands? -- ANDY, 03/25/2001
Posted this on another forum and got no response so I will try here. Sorting some parts in the shed the other night and came across some cast aluminium stands with a very small 'Lakeshore' cast in them. They looked to be a much better quality casting than the Fomoco items. Any info appreciated. |
| fe aluminum intake -- Chris, 03/25/2001
Casting # C7AE-F > Is this a sidewinder or a PI? thanks |
| Need help with Intake Maniford I.D. -- Ken, 03/24/2001
Looks like aluminum ( RFE-32E9425F ) I just bought a 65 Mustang with an unknown 302 with this intake, and holly 4V. previous owner knows nothing. any help with year, is this intake any good ??
thanks |
| | RE: Need help with Intake Maniford I.D. -- Dave Shoe, 03/25/2001
You might have better luck in FoMoCo.com's "General Forum".
We're better at fielding questions related to FE engines over here.
Shoe. |
| 427 block I.D. -- swede, 03/23/2001
need some help with 2 427's . only casting # on one are dif 12 , 68 over 352 & 66-427 on the back. ribs on sides. the other is dif 12 or 18, 60 over 352 on front & 66-427 on the back , smooth sides on block . no other casting # anywhere else that i can find on the block. what give's? what do these mean ? any help would be welcome news. thank's forum. |
| | Its the 'service' part, combining features of earlier blocks. [n/m] -- Mr F, 03/23/2001
n/m |
| | | RE: Its the 'service' part, combining features of earlier blocks. [n/m] -- swede, 03/24/2001
thanks. i do know that they will take a solid lifter cam only. |
| | | RE: Its the 'service' part, combining features of earlier blocks. [n/m] -- fordcat, 01/13/2005
I'm thinking of putting a 427 side oiler in my 40 ford coupe any one know were there's one laying in the corner of a shop that's can be rebuilt ? |
| | 66-427 marking is meaningless...... -- Royce, 01/19/2005
This marking appears on 428, 410, 352's and 390's. It means nothing. A real 427 will have at least a 4.23" bore and crossbolted main caps on #2,3 and 4 main journals.
The ribs on the side of any FE block mean it was made after 1970 approximately. These ribs appear on 360 and 390's plus 428 industrial blocks too.
Royce |
| | I think you had better reread the sight (n/m) -- Ted, 03/24/2001
n/m |
| | RE: 392hemi+427FE=? -- Will, 03/24/2001
I've seen a picture of the Thunderbolt that had a 427 hemi with a M/T crossram. It was a special project done by M/T. I thought he had special heads cast up for the project, though. The article said the heads were patterned after the Chrysler heads.
That would be an interesting swap if it would work. |
| | RE: 392hemi+427FE=? -- 410cougar, 03/26/2001
ok what was i supposed to read again. hmmm he said open up a water passage and they would fit. if thats the case then chrysler musta been attempting this on perpose. and why havnt we head anything about it till now. its one of those i heard it from a friend that heard it from a friend who hada sister who used to date this guy....ect ect. lol. no offense ment to anyone.
j |
| | | RE: 392hemi+427FE=? -- Will, 03/26/2001
I don't have the article anymore, but I remember seeing the pictures of the 427 Hemi in the T-bolt built by M/T. It said the heads were modeled after the Chrysler heads. I checked out some pics of the 392 hemi, and they have a water crossover connecting the two heads. It's sorta like the crossover on the 4.6 DOHC. The thermostat is in the crossover. Anyway, I remember seeing the same thing on the M/T engine. Also, the M/T Hemi had a 2x4 M/T crossram sorta like the "regular" FE M/T 2x4 crossram.
I guess the hardest thing would be doing a custom intake to make it work. Headers wouldn't be that bad, and the water passages could probably be taken care of, but the intake could be a real bitch. |
| | | | you would use a 3-piece from Kinsler. -- Walker, 03/26/2001
or just(!) cut up a couple of single planes.
it's definitely NOT an 'open-the-box-and-bolt-on' project. that's for the 5.0L children.
|
| 390 GT Heads -- Scott, 03/23/2001
Does anybody know the correct casting and/or part number for 1967 Fairlane 390 GT heads (14 hole exhaust manifold bolt pattern)? And also the #'s of the intake manifold? |
| | RE: 390 GT Heads -- Dave Shoe, 03/24/2001
Yup.
The heads are C7AE-A. Or C6AE-U. Or C6AE-R.
If it's a California-origin car, they're also drilled for Thermactor emissions.
The exhaust manifolds are pretty simple, but I'll have to look them up - when I get a chance. The number is the same with the '67 Fairlane, Mustang, Comet, or Cougar, as the only oddball FE Fairlane/Comet manifold was 1966, as it wasn't compatible with the 1967 Mustang/Cougar and was thus redesigned for 1967. Redesigned, yes, but it still offered the crappy breathing characteristics GT owners came to expect in the 1966 model.
If the intake has an "S" on the #1 runner, has four barrels, and an appropriate date code, it's correct for your 390 GT motor, and a buncha other FE motors that year. The "S" intake is an "equal runner emissions" intake and, though it sits 3/4" taller than the "T"-type "low-riser emissions" intake of that year, it offers no extra performance. The "S" intake is, however, the cleanest running and smoothest idling intake that the FE ever got (JMO).
B.T.W.: C6AE-R heads are the good "cheater" heads and can be turned into CJ+ heads with nearly no effort.
Unlike Mr F (who only states fact), this is just my opinion,
Shoe. |
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