Al, need more information. Block, intake, heads #Vin numbers? What year car/truck? Two or four barrel carb.? What have you done? What was replaced? When did the problem start? Usually the timing sets around 6 to 8 degree @ 700 RPM, dwell around 24. If you have beaker points the gap could be off, should be set about .015 gap which will give you about a 24 dwell. As for the carb. settings, does the engine miss and shoot the black smoke out during warm up or all the time? Usually the choke will cause a rich mixture if the air horn gap is not right during engine warm-up, but after say 5 to 7 mins the choke should kick off and not be a factor. Also, a vacuum leak could be a problem. Just need some more information and I sure others will respond. RC

360 or 390 it sounds like its burning antifreeze.
light blue or white smoke.
carb flooding would be black smoke !! is it useing antifreeze??.

No not really, only the bore 4.00 vs 4.05, I think the crank is the same as the 390, but can't remember or maybe I got it reversed. Block, head and intake Vin number should idenify it. Rangers usually came with 390's But, unless you know the history of the truck someone could of swapped the engine. FE stands for series engines, Examaple FE 332, 352, 360, 390, 410, 427, 428. Y-block 272, 292, 312. 385 series 351C, 400M, 429, 460. Winsor series 260, 289, 302, 351W, Well maybe that's mostly right, anyway right enough to get the picture. I won't get into the Ford engine Vs Ford Edsel debate. I sure you will get some more responses. RC

look on the heads were the spark plugs go into the combustion chambers there will be several numbers and letters also on the passenger side of the block usally on the front there will be some numbers and letters post a response to this message and give me the numbers I have several books that can tell me what the heads and block are and will tell you what the motor was from the factory.

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Please list them again in a format indicating how far from the top of the bore and at what position, with 12:00 being the front of the engine, and the other positions then being 3:00, 6:00, and 9:00.

Ed

Look at the combustion chamber sizes. They should be listed too. I have a set of GT390 Heads and they are 14 bolt C8AE-H. I have a complete GT390 out of a galaxie and it has 8 bolt C8AE-H heads to. I have sold two sets of C8AE-H heads to people looking for them for performance engines. Yes there are better heads but some of us are on a budget.
The GT390 motor in 1967 was rated at 330 from the factory with C8AE-H heads and exhaust manifolds.
Good luck. Scott J.

yes the prots are the same but the valve sizes are different
try looking at edelbrock 428 heads they are a good choice

the ports for most FE's are the same the changes come in mainly valve sizes and the chamber size the bigger the chamber means ether low commpression or domed pistons or milling the heads and installing thinner head gaskets

I'll look and see if I have a extra 65 vehicle@snet.net

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He was wondering if the Snake valve covers (finned aluminum ones with the word "Cobra Jet" and a cobra snake on them) were a factory item or an aftermaket Ford item. Both, John. "Snake" covers came on some cars as standard equipment and many more purchased later at local dealerships. But it appears they were never offered as a separate, factory (RPO) option. Also, if they were a factory item, what years were they used and how were these ordered from the dealer on a new vehicle. As you might guess given their C9ZZ- p/n prefix, these trick covers first appeared during '69 production. And there's no doubt they were installed by the factory during 1969 and 1970, possibly more often in '70. Their exact factory application, however, is unclear. Interestingly, promo artwork suggests they were to be included with Ram-air....I've seen no factory photo showing standard induction and "snake" covers on the same engine. And this makes a certain amount of sense, vis-a-vis Ford's 1969 marketing terminology. For that year only, 428s with standard induction was marketed as the 428 Cobra. The addition of Ram-air made them  428 Cobra Jets. Still, Ford's MPC makes no such distinction between applications. In every edition, they're listed as being correct for all 428CJs and SCJs, just like the plain aluminum covers. Change of plans? Maybe, but I can't be sure. Hope this helps. Mr F

Go to Ford-trucks.com. There is a tech article section that talks about the correct assembly procedure for FE rocker shafts.

Stryder

You could probably find a good used one for between $500 and $800, but you can get a new Explorer engine with GT-40P heads for less than $1300 from FRPP(Ford Motorsports).
Does your car have a V8 now?
Do you have an automatic or standard tranny?
You can E-Mail me, and I can give you some swap info.

Ed

I think you're making the right decision by replacing the 390. It is a lot more interesting than a 351W, and they're pretty strong and reliable if done right.

You're asking a lot of questions, so maybe it'd be better if you split them up. You may also try asking some Mustang websites. A lot of your questions gear towards restorations, whereas this forum leans more towards FE engineering.

You will have some problems since the 428 CJ Mach 1 was a lot more popular. There's a lack of information on the 390 Mach 1's.

The only question I can answer for you is a location for the shaker hoods. There are a couple of places that usually have them in stock. The only one to come to mind is Perogie. You can find them at http::/www.perogie.com. I also read somewhere that they reproduced the shaker in Australia. They did it in fiberglass. I haven't seen it, but you may want to consider it, if you can find it.

I've seen a couple 390 Mach 1's. They both had chrome "Powered By Ford" valve covers. That's about all I remember. It was a long time ago.

C8AE-H heads would have come on your engine, but they would have been drilled for a 14 bolt pattern, and the "GT" style exhaust manifolds would have been bolted on.
The C6 intake should have a large S cast into it. The C9 intake did not have this, and more resembled the early 390 intakes which the runner coming from the #1 cylinder dipped on its way to the carb, unlike the S cast intakes which rose more steadily.

Ed

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