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  #16 (permalink)  
Old 10-11-2006, 07:02 PM
66 T-Bird's Avatar
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if you go with a 428 crank buy used and buy the whole rotating assembally not just the crank unless you want to pay to have it all ballanced.

the streetmaster is made by edelbrock, they don't make them anymore but if you can find a used one that is not port matched yet you would pay up to 200 bucks for it

not quite sure what FPA stands for it's ford performance something or other...

yeah all you need is all of the goodies on top to make 400hp but getting past 450 is tricky 400 is easy

i have the stock leaf springs with reversed shackles and competition engineering 3 way adjustable shocks all the way around set to 90/10 weight transfer i am running no sway bar and i am running summit racing chrome traction bars

i'll try and post a pic of my shifter i just took a pic of it

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Last edited by 66 T-Bird; 10-11-2006 at 07:17 PM.
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  #17 (permalink)  
Old 10-11-2006, 07:04 PM
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what's your email it is easier for me to send the pix in email
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Old 10-11-2006, 07:20 PM
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Quote:
Originally Posted by sel2real
other than a weight savings, there isnt much more that aluminum heads offer over the cast irons. the biggest problem with fe's is the angle at which the intake fuel/air mixture has to turn to get into the combustion chamber. without a total redesign of the intake and cylinder heads, there isnt much power to be seen with any aftermarket head. aluminum weighs less than iron though, and considering the "bling" factor.... taking measurements of the port sizes in the stock iron heads will probably also amaze you. you'll find out that the factory ports are already large - probably more than they need to be being stock.
Your kidding right? I can't think of a worse head on the flow bench than a Ford FE. I can't think of a worse performing big block motor from the 60's and 1970 than a 390. I know, I drove one.

An aftermarket cylinder head will gain you more on the bottom, mid and top. About the best mod I can think of for a big block Ford.

How do I know? Had more than a few big block fords on the dyno.
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Old 10-11-2006, 07:45 PM
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think i figured out how to post pics
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  #20 (permalink)  
Old 10-11-2006, 08:22 PM
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Quote:
Originally Posted by Rick WI
Your kidding right? I can't think of a worse head on the flow bench than a Ford FE. I can't think of a worse performing big block motor from the 60's and 1970 than a 390. I know, I drove one.

An aftermarket cylinder head will gain you more on the bottom, mid and top. About the best mod I can think of for a big block Ford.

How do I know? Had more than a few big block fords on the dyno.

nope, not kidding. I've had my share of bbf too, all of them built-to-the-hilt. On one particular motor that had the stock irons ported, the heads were eventually replaced with edelbrock aluminums and there was no real gain in power (after all was said and done). inbetween the ported irons and aluminum edelbrock rpm heads were a STOCK casting c7 head that ran the same numbers as the ported heads! like i said earlier, the BIGGEST problem with getting power out of an FE is the intake angle leading INTO the cylinder chamber. even the aluminum heads can only address that problem just so much, before requiring a totally new intake manifold design.... and yes, i've been there too with the original jba's machine shop, esi.

the best upgrade any fe owner could do to the motor is change the rockers to something adjustable (428cj are adjustable) and stick in better valves, valve springs, and lifters. as well as a good cam. new intake manifold, better carb, and better exhaust wouldnt hurt neither. just watch out for the venerable fe high pressure oil passage crack and tap in the largest holley jets into the oil feed hole between the head and block (the ones that feed the rocker shafts) and you're set. aftermarket heads, in my opinion, arent worth it for the fe.
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Old 10-11-2006, 09:51 PM
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Your going to gain about 50 cfm of flow on the intake and the exhaust on an aftermarket head versus a stock 390 FE. Granted even +50 on a head that flows 200I and 130E is still quite poor even compared to a stock small block chevy of the time.

My statement was take the stock heads off and bolt on a set of aftermarket heads. You'll make more power low mid and high. Much better than a stroker with a stock set of heads. Nothing was ever said about ported heads versus stock aftermarket heads. In stock form the FE head is as poor a flowing head as you can find.

I guess I can't even fathom a balls to the walls motor with stock casting Ford heads. If we build a balls to the walls BBF Ford motor it had BETTER spin out 900+ on the dyno for a motor that can be run on the street but mainly for track use. A track only balls to the walls BBF race motor better do 1200 to the wheels.

I'm not arguing or bashin but in our shop if a pair of cylinder heads for a BBF balls to the walls motor aint flowing 400 CFM range, it aint balls to the walls in our book.

Just my opinion.
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Old 10-12-2006, 12:53 AM
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hey rick,

the old jba/esi group did a balls to the wall build-up of an fe motor once, for a guy who put it into an amc bodied car to run at the salt flats for an all out top speed run. i was there when they finished the build and were about to do a dyno run on it. i remember going over the specs for the motor too - the cylinder heads were TOTALLY done up! material added in some places; material removed in other places - all in the name of creating a straighter flow from the intake manifold to the cylinder chamber. i'm not sure what the ending angle was, but i believe the starting angle is in the neighborhood of 37deg! it's no wonder why the fe was never a horsepower monster! anyhow, the motor had a custom intake manifold, created because the ports on the cylinder heads werent in the proper places anymore... and it ran an impressive 676hp and some 600ft-lbs of torque at 7600rpm! at the time, it was the highest power ever recorded for a naturally aspirated fe - i dont know if there's one that beat it now. that series was never a motor to get the numbers out of. with today's technology, you can get pretty close to those numbers with a stroked small block (351 block) and still be hundreds of pounds lighter. that amc, however, did break the 200mph mark.... which in itself is an achievement for an old brick!
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  #23 (permalink)  
Old 10-12-2006, 02:33 AM
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Quote:
Originally Posted by sel2real

it's no wonder why the fe was never a horsepower monster!


...sheesh...

-DESCRIPTIVE BUILD INFORMATION-



The intake shown is an aluminum version of the 428 P.I. It is the best available for a street FE. The C6AZ 9424-M was the same version but with the carburetor pad set off to one side to equalize runner length (higher RPM useage).

Building a thumper is not going to power a heavy BIRD so as it to have it do what you want to do. You need to follow proven technology (street vs. race) to have a balanced performance street engine (IMO)

Last edited by KULTULZ; 10-12-2006 at 03:27 AM. Reason: To Supply Some Factual Information
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