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Original Message
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| The 6049 is valueless info. Gimme 6090! |
| By Dave Shoe - 12/15/2001 12:41:06 AM; IP 216.243.158.104 |
This is a typo, but translated it gives some good info.
You need to ignore ALL head numbers that have 6049 in the middle of them. These are head assembly numbers. Unless you are an FE Engine Plant assembler or a Ford parts counter person, head assembly numbers are meaningless. (Actually, I have more to say on this, but I'll avoid the tangential rant for the moment).
What you need to look for in a list are head "casting" numbers. These ALL have 6090 in the middle.
Note that a cedar slew full of fake casting numbers are listed in very official looking documents because the paper-pushing knotheads who compiled the original info didn't quite have a handle on what the hell they were doing. They mixed up 6049 part numbers and 6090 casting numbers with such abandon, the entire lists are approximately valueless. Fortunately, the hi-perf heads have been listed quite properly, but you can't find any of those at your nearest salvage yard, so that good deed is worth maybe a shoulder shrug.
As for the typo, it appears the 6049 was simply mistyped in this case. It apparently should really be a 6090, and the translation suggests that a C6AE-6090-A head also exists - something I've not yet seen, but something I'll now keep my peepers peeled for. Thanks for the tip - I never noticed that before.
Also, since the "raised exit" exhaust is always found with large runner FE heads, and the "low exit" exhaust is always found with the emissions "velocity" intake runners first designed for the 1966 emissions legistation, you can surmise from the caption that Ford did not want you to install a tall-runner intake manifold onto a head with short "velocity" intake ports. I'd like to elaborate on the folly of this note, but I'm gonna stay on topic for now.
Oh, what the hell. It's time to deviate. I just tonight learned that emissions laws in New York and California started driving the design of the FE back in 1964. Yup, only these two states had any emissions regulations in 1964 (the Fed regs joined appeared in1966), and these resulted in crankcase ventilation systems which limited the release of unburned hydrocarbons into the atmosphere.
New York had considerably less stringent regulations than California in 1964. The New York-type system was known as an "open" type of system and it consisted of the conversion of the road draft tube into a PCV circuit. The California-type system was known as a "closed" type of system, and it added a polyurethane air filter element to the PCV formula.
Note that in 1964-65, there were three configurations of the 352, one for California, one for New York, and the other 48 States got the old road draft tube. The 390/427 emissions formula for 1964-65 was a little simpler, as there was a "California" version for California, and a New York version for the other 49 States.
Hey, I've been trying to figure the road-draft thing out for a while. It's about time it made some sense.
Shoe. |
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This thread, so far...
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