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Original Message
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| RE: 352 / 390 1968 fe |
| By McQ - 11/04/2003 12:08:42 AM; IP 63.191.225.11 |
Jason, I've got a few different theories and ideas than giacomo. And please giacomo, don't think I'm being too critical of your ideas but its your theories regarding the long stroke, external balance 428 that I take exception with. But Jason has asked for some ideas, I'll share mine.
First, a '65 Galaxie convertible is a very cool car in which to install a built FE. A long stroke 410/428 would really provide the torque necessary to move the two-tons-o-fun drop-top.
It doesn't sound like you're looking for a lot of high RPM horsepower as indicated by your street and occasional strip requirements. You will be much happier with an FE making 440+ lbs. of torque. It's torque that's going to turn the '65's rear tires.
I'm assuming that you have, know of or have access to the 410 crankshaft you've mentioned. That's good. Now a big expense will be custom pistons. It's doubtful that your '68 390 block will take the .080 overbore necessary to accept standard 428 pistons. The 390 is a 4.05 bore, the 428 is 4.13 = .080 overbore. A standard 410 is a 390 bore and I don't know of any regularly available cast pistons for the 410 in standard or overbore sizes. But I do want to say that it would be wise to have your '68 390 block sonic tested for cylinder wall thickness because you might be fortunate to have a thicker cylinder wall block. Certainly worth the price to know for sure.
So custom forged(custom cast are not available)410 overbore pistons are going to be expensive. You have to decide if it's worth it to you. If it were me spending your money, I'd say yes it's worth it! By them high buck pistons and build a torque monster.
Don't throw the heads away on your '65 352. They're very likely C4AE-G and those are good heads that have been reviewed/discussed here numerous times. Giacomo and I are in agreement on these heads. Do not consider sinking money into the '68 heads...C8AE-H. They're great for a concours resto of a '68 GT390 engine. Sink a little money into a quality rebuild of the C4AE-G heads that include hardened exhaust seats. And the manufacturer recommended valve springs from the camshaft you select. And the cam can be an entire subject to itself. I'm not going there now. Giacomo will recommend the 268 Comp and that seems very sensible for a two ton car. Choosing a cam is like selecting a ..... mate? You'd be best talking directly with Comp/Crane/Edelbrock/Crower, etc. They're very happy to help and advise you. They want their customers to be happy.
Now back to giacomo's thoughts, experiences, theories regarding the long stroke, external balance '28. Hmmm, I'll only say that I've had very good fortune as have many people I know running warmed up, mildly modified 428 Fords. My personal '69 standard 428 CJ would rev problem free to 6,500 rpm running a Schneider solid lifter shaft. This particular cam was basically Schneider's grind of Ford's 324, C4AE, cam. It was a little different. A choppy idle but easy to drive on the street with a C6 and a TCI 2,800 stall converter. As I said it would rev to 6,500 but the power was done by 6,200 so that became my shift point. Never had a problem with nearly 200 passes down the local quarter. I switched the cam to the one available from Ford's currect race parts program. Very nice and mild allowing for 5,700 rpms. Sold that engine to a guy who installed it in a Mustang and the last I heard he was still grinning with pleasure at the performance that long stroke provided.
Currently a local friend is running a very mildly built 428, 10.5:1, solid liftered, long stroke 428, C6, 4.56's, at high 11's/110mph, in a '67 Fairlane GTA. It's not street driven but idles well enough that you'd think he could drive it on the street if he'd install an exhaust system, and other street amenities. Eric has run this and many 428's into the elevens with minimal work. |
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