Try Damper Dudes in Redding, California

do you want new or used?
i have a 65 390 and was able to grab a harmonic balancer out of a 74,75,76(don't exactly recall) truck (must have been a 391) - perfect fit other than the timing marks being off. They ran the FE (or to be correct, the FT) in trucks up to 76. If you don't neccesarily want a new one, go to the wreckers.
geo

The 410 was available in '66 & '67. The factory compression ratio was10.5:1 with 71.2-74.2cc combustion chambers. So with 68cc heads you will of course be making more compression. The factory rated them at 330HP@ 4600 and 444ft/lb@ 2800. My favorite cam is the stock Cobra Jet camshaft. It's fairly mild, doesn't lope, but will scream when you hit the throttle. By the way, don't believe what the factory says about horsepower.

Ed heads are more like 74-77 cc. I think they claim 72-77, but someone recently cc'd them and they came out to around 77.

Yep, its a sidewinder. Its probably off a 427, but some PIs had them as well. Value? That depends on condition. If its it perfect shape, it ususally brings between $400-500.

Stryder

Hi Mark your intake is a 428 PI (Police Interceptor) not a sidewinder
value depends on condition if perfect uncut no welds or repairs average price is $400 to $450

Mark
Your intake should have the carb mounting in the conventional center location.
A Sidewinder has the carb mounting offset to one side. The difference is very obvious when you see it.

Ed

Well since this is a FE Fourm and I have a 68 Mustang, My advice is a 390 , as FEs go its the best bang for the buck. You can build it with stock parts or go Wild, its up to your wallet, Me I like Em 671-BLOWN

n/m

With the low price of stroker kits, and the huge selection of heads, you can build a 351 and make gobs of power with alot less weight and for less money than a big block, with big block cubes if you want. MM&FF magazine made 537HP @ 5900RPM by taking a FRPP crate 392 short block and adding a set of good heads.
You can take the extra money you would spend on the conversion to a big block and stick it into the engine itself.
Only if weight and money are not an issue should you look at the big block option.
I don't think that you can beat the looks and uniqueness of an FE.
460 based engines will make more power for less money than an FE, but they are heavier yet.


Ed

MY opinion you should be able to remove the bolts and reinstall the heat collector and connect the metal tube to the thermostatic housing and retorque all the bolts. The reason you engine stays on fast idle longer is their is not enough hot air generated by the exhaust manifolds to heat the bi-metal coil spring in the choke themostatic housing. Their should be a metal tube running up to the thermostatic housing from the exhaust manifold, inconjunction with vacuum pressure these two control amount of time the engine is on fast idle. Also, the bi-metal coil spring move the fast idle linkage about 1/4 of a inch to kick the engine off fast idle. So, it is very important that all the setting are set correct for winter or summer settings. In your case the engine generated from under the hood will finally heat the bi-metal coil spring enough to allow the it to be kicked off fast idle. Only problem is when it is colder the longer this will take and your engine will be running rich due to the choke restricting the amount of air entering the engine. Hope this helps or maybe you will get a different view. RC

NHRA refactored the HP on these engines at 400 which is close

A look at the NHRA web site shows the Factored HP at 375 for the 428scj
http://www.nhra.com/tech_specs/classification/classfiles/1969FORD.xls

Ford under rated the 428CJ by 100 horsepower. They rated the torque correctly however at 440/3400.

n/m