390 FE Head Shoot out

390 FE head Flow Test

[@jefferykaighin7039]

This is why I'm a huge fan of your KZbin channel! It's not just someone's experiences from the past, it's proven, with numbers right here on the whiteboard! I have recommended your channel to all my Technicians and they love it! Thank you and God Bless!

[@TGBTG7701]

I really enjoy your videos, I have learned so much. This video taught me something , my dad drag raced through out the 60s, he talked about porting the exhaust section of the Ford heads. He has told me many times the Ford guys would worry more about opening the exhaust side, than intake. Now I see they were right, thanks for the information.

[@Myvintageiron7512]

Yep they were on to something

[@TheTraakon]

Great information. It's one thing to "Talk" flow, a whole other thing to actually do the testing.

[@JKinz72x]

Low riser were used on 58-66 FE... Standard head at that time. Medium risers/ Hi risers were a special 427 only head with bigger valves. Like 2.17/1.71s. Some C7s C8s and D2s are late car/ truck heads. Great vid. And good to know

[@ryanhunt881]

Also the C6AE-R was used in 66&67 sometimes

[@jesse75]

The 427 also had a low riser head. But not the same port size as the low riser 68 head.

[@BarkleyBuilt]

This is an awesome video, you make things so easy to understand. Thanks for the excellent content.

[@JasonBolte]

Great explanation! Very easy to follow. Thanks for posting and sharing. I'm getting a 390fe myself for a '56 Ford Customline and looking around for the right heads / long block to rebuild.

[@jamest4363]

Trick flow makes the best head for the fe engines, massive flow numbers. The engine needs bug cubic inches for these heads.

[@dce428]

On a FE. Anything past 71%. Intake to exhaust. Ratio. Will have very little gain in power. The C4. Lowriser head will trounce the C8 head. If mid to upper rpm power is your goal

[@dawnyc75]

i agree

[@Randy-f2z]

What about 1959 332cu in head for torque at lower RPM small ports & valves my 410fe is not going to rev past 4500rpm

[@danieldonahue3293]

EXCELLENT INFO...THANKS...I WAS AT HOTROD U for Harley-Davidson PHD training in philly I toured the COMP ENGINE area in 2006...I had long hair and black shirt on! BEAUTIFUL CENTER

[@GorillaCookies]

C6AE-R heads are the best factory standard cast iron heads Ive used . Ported C6AE-R heads I have not used but ported C4s are definitely power makers . I have used some a couple different times. Ported C8AE-H heads are also great if done correctly. I am going to port my C6 heads and see how they do. I think they will be really good

[@scrapplepig]

I am taking my c8ae-h heads in to get ported, is there anything that I should have the guy focus on or to look out for? Bigger valves?

[@loudpipesavelives69]

Wow that shelving unit at the end with all those heads is super strong!

[@ChadDrake4185]

Thanks for posting this! Makes me feel much better about the C8 heads on my stock 68 390 Mustang GT.

[@christophersnyder3241]

i am impressed with your ford collection. yes sir. thanks for the information as well.

[@clintonvolner]

I have 2 390 stock engines I have ran both in my 1972 f-100 truck and i'm running the one with the c8aeh heads now and it has more horsepower torque for sure. My Brother has a 410 fe out of a Mercury in his 1971 f-250 3/4 ton pickup.

[@samuelmorrison3142]

I love this. It gave me information I can thoroughly use in my FE build. Trick flow heads yeild me the potential of a 500 horsepower head. I’m curious to see the power my engine will put out when completely done. Current estimated compression with .027 head gasket is roughly 9:1 ...

[@jimrutin]

What an excellent video. Thank you! I'm kind of an old Ford truck freak, and I have a 1959 F250 for my next project. I have two motors that I can put in it. One is a 300 straight 6 with a manual five speed (not the strongest tyranny ever made, but the motor is in excellent condition). The other is a 361 with a manual 4 speed out of a B600. It also is a good engine and trans but needs a small amount of work. Tough decision. Lol.

[@dougzack4565]

Which did you choose?

[@brandonscott2684]

very nice and in depth man i love it ill keep my c8 head in my 67 f100 keep up the good work sir

[@brandonhumphries3377]

Very informative video. the C8 head is actually the medium riser head. The C4AE head is the low riser. The Ford nomenclature refers to the intake manifold, not port design.

[@Myvintageiron7512]

Yes you are correct I reversed it in the video

[@peggyseefeldt2638]

That changes everything about the video.reading this after the fact.

[@scottbell8173]

Nice job professor...I actually understood that whole thing..LOL! As a diesel mechanic for a living but a hot rod guy as a hobby all of your knowledge is invaluable...love it man..keep it coming and I'll keep being a student!

[@jamest4363]

Honestly I have been running a 60 over 390 for my 428 stroker engine for 7 years now and it has never ran hot at all.

[@jesseduke694]

What is a "60 over 390 for your 428 stroker"? A .060 over 390 is not a stroker 428? A .060 over 390 is a 401.

[@jamest4363]

@@jesseduke694 I put a 428 crank in it on a 4.11 bore.

[@jesseduke694]

@@jamest4363 oh I got it now. Ya, that would be about a 422.

[@shawnrenaud2252]

Great comparison. I wonder if there are hp gains to be made by porting the C8AE exhaust heads.

[@JamesMcNamara-j1g]

Studying, and learning. Thank you

[@richardfranklin8811]

Great explanation! Nice job!

[@Mike-xt2ot]

Always great information that can be trusted. Thank you.

[@fgialcgorge7392]

Really cool video. Thank you. I have two FE builds coming up.

[@tallman2994]

i used 428cj heads on my 390 with a 406 tr 3 2 barels in my 67 mustang 4speed it ran great

[@Axeman428]

That’s a hot setup for the street. I had a 428CJ with 3x2 intake from a 406 in my 68 falcon. It was a beast. The optional CJ cam was a good match for this engine with 520 lift and 300 degrees it was good for 7000+ on the big engine and made well over 500hp.

[@benbrower7829]

Awesome educational video..

[@meatybtz]

Where were you 20 years ago when I was building old iron and more specifically, an FE for my old 71 F250 high boy. That engine was a beast.. it also caught fire with me in the engine bay.

[@Myvintageiron7512]

I was building FE's 20 years ago just not on You Tube

[@slickwilly5851]

@@Myvintageiron7512 We use to just put these in & never looked at them, went with what we had, these old 352 were just that to us, one & the same never looked at these as anything but Old engine. we were all just making a living back 40 years ago. Today all the young people looking for the old engines to make 428s & look for the old sand shakers, hot rides, no A/C, rattle, missing & backfire cars sold for 500.00 or less Mustang, Supper Bs, Chargers, Dime a dozen. Could have bought 65 Mustang fastback black with 4 speed for 350.00 in high school & pass because the engine was bad, they had 302 Boss in Newspaper add for 3.200 & 429 Boss for 4.200 & that was the high end back 1976. But working for 75 cent's or a good job that paid 2.50 cents' hour back then you bought a house for 4000.00 & left these alone

[@mustangmike7228]

the medium rise combustion chamber is larger than the low round you got to watch out for the vowel hidden the block

[@RANDOMMekhaniks]

You my friend are a bank of knowledge. I am 16 years old and I know I need to rebuild my 390 within the next year, but I am not sure if and will it will happen. The motor is an all original 1964 390 fe thats in my 1964 Mercury Montclair. Ive checked all the castings and the block and heads are from 64 but the exhaust manifolds are from 1963.....interesting. Anyways, the reason its gonna need a rebuild is theres something going on in cylinder 5 . I'm not sure if it has broken rings, low compression, or what, but it is what it is. The engine sometimes runs on all 8 cylinders but at most times it runs good on all cylinders except cylinder 5....I'm just not sure whats going on with it. I have videos of my car up on my channel if you are interested. Maybe you can help me figure out whats wrong.

[@broncobros2022]

This was interesting but not totally surprising. Ford did so much testing and advancing power and torque as they kept developing the FE engines through the 60’s. A C4 designates a 1964 casting and a C8 indicates a 1968 casting. That’s 4 years of advancement in Ford technology

[@willyck948]

Thank you Now I know how to verify what specs to look for when buying better heads for any engine build👍

[@andrewhudson3723]

Awesome analysis

[@johnwillard1527]

Cutting the shrouding from around the exhaust valve in the combustion chamber will do wonders for a C4 head. This stuff aint rocket science. Just open the exhaust ports to match the gaskets and smooth out the transition and bowls. Go slow and check the volume. A few hours of patient grinding (make some profile templates) will buy a bunch of hp.

[@jimh4167]

I put 406 heads on my 428 With 1.75 exhaust valves Woke that 428 up Today I would build a 460 or 440

[@Joe4USMC]

Excellent scientific explanation!! Thank you, sir!

[@GorillaCookies]

The Low riser is the C4 head btw not the C8 . Intake manifolds determined the riser not the heads.

[@gregg4164]

Same principles on Harley Sportster motors. The 883 heads flow better than the 1200 heads so guys who jugged an 883 out too a 1200 and used the 883 heads made much better power than guys with stock 1200's. As far as hp in Sportster motors goe's it's better too punch an 883 out too a 1200 than actually buy a 1200.

[@BrandonLeeBrown]

I remember one of the old Edelbrock catalogs had an FE intake that had a disclaimer that said it wouldn't fit certain years of 390 GT heads. (66-68?) It might have been a Edelbrock Streetmaster intake, which had smaller than usual ports and / or runners, but I'm not sure. It might have been the regular old high rise intake, but I don't remember the exact range of 390 GT heads they mentioned.(68-70?)

[@bobcatridgefarm]

C8 or C4 has nothing to do with Port size they have to do with the year the heads were cast. You can get a c8 with small Port medium ports even the rare large ports

[@dickjones6159]

Let me start off by making a disclaimer. i dont do check ups before I say something which is prolly dumb but challenging for sure. Im at least your age so I wont explain the memory thing. I forgot anyway. As for the heads. I may know a little sumpin about them. I grew up in Dearborn Mi. 96% of my family worked at Ford, and the bow ties were not even allowed to park in our drive way. And that is true. So I messed with an FE or 2. Our basement was (and not exaggerating) half full of 427 high riser heads manifolds, both 2 and single carb appls. We had boxes and boxes of Lemans cap screw rods, steel cranks, and cross bolt blocks all over. So i'll throw my .02 in on this and hopefully bring some light to the topic if for nothing else to confuse some of you even more. Brandon down there farther on this page is partially right. You have your ref to the low and med riser heads backwards to be simple. Low risers came out early then the med and High just after. But im going to try and stay on track to keep the typing down. You have to remember the FE was FoMoCos mule for everything. and they had so many bore and stroke combos with them it would make you dizzy. And that many different head combos to. As i know it, the first hipo version of the FE was in the 1961 Starliner. And this is where I may be wrong but as you'll see in a sec its trivial to the point. I know they had the 390 hipo that was offered with tri power in 61 and it was rated at 401 hp (i think.) Anyway that was a version in casting form that continued in some way for a few years but not right after the motor wasnt offered any more if that makes sense. Now this is what I am to know. fact or not ?? Never was able to confirm or disprove a lot of the things "I know" As I understand it the only Low Riser head is as follows. C3 number only. Not C2 Not C4 the casting were not the same that I do know. They made other C3 castings as well but the low risers were not the same and did not ever carry a C4 number That I do know for sure. the real Low Riser heads only came with the C3 number, they had huge 2.125 tall intake ports, intake valves were 2.19 ex 1.88 sodium filled. chamber size 72cc(i think) and you knew you had a correct set because they had a big "H" stamped right on the outside of the exhaust on the top of the flange. Thats why in the video our mans says people say the low risers heads are the best. That is a fact. They make super big power. They out flow everything else Ford ever made except the High risers. they were 3 times the super cj head was those C8s you have in the video those are cj heads. the 1 st year for the 428m cj ...? ahh C8 you follow? The 390 gt motor used 28 cj heads and were then revised to be CJ heads when the GT became no more. valve size and all. The 28 had a long arm and didnt like rpm hence small port small chamber head. with adj rocker arms. Only 427 had the large 7/16 adjustables all the other had 3/8 except the 427 hydraulic motor in 67 they had non adj. rocker arms. So the first version of the 390 hipo head used on the 61 Starliner was still in the mix all the was through 1970. It became the 390 PI head in 62 and 3 still with adjustable rockers due to the PI having solid cam, then the 390 gt 4bbl head, without adj rockers, then the cj head in 67 and went through 3 revisions only in chamber size and valve size (very minor as i recall) but port configuration was still the same. In the early for ss mustangs they got adj. rockers again big valves and small chambers. so for the most part they had just 3 heads that made good power in certain areas. if you dont count the high riser. and most dont because the were not ever offered to the public. the real low riser heads are here kzbin.info/www/bejne/j2mqo5h3etaen9E

[@redneckoleptic1813]

Dearborn here too^__^ FE man myself!

[@YouScroob]

Yeah, but did you have any C7 rods or cranks?

[@man-bj7nh]

Great work and very useful info!! Thanks for posting this video.

[@dustinshadle732]

my car came with C8 heads on a 68 engine. the book says CAR IS 11:1, and I was considering just having the shoulder taken out of the exhaust ports. I figured I'd make plenty of power for the street withe a mild street cam and carb and intake on this little 390. if that's not enough id spend the money on a stroker kit from Survival Motorsports. this will never see the track and it has 3.08 gears on a 3800lb car. I have an eating posi ready just in case.

[@fordmanmercury]

what's the difference between a 67AE-A to a C8AE-H ??

[@jovialks]

I found your video very informative and educational. I have a 390 engine and debating as to have the heads looked at since I mam have problems starting the engine. Keep up the great videos.

[@ryderzac1]

So the formula should be matched with cam lift for flow and hp,.. This was flowed at .500" lift, but higher lift would lower intake cfm, which would increase % of exhaust to intake.

[@Myvintageiron7512]

always us max flow point

[@colinl5951]

I got C8AE-H on my 360.

[@brianfrancis2862]

do you no the crankshaft casting number for 360 in builting one want make sure that it is

[@tonypellegrin4659]

Thanks man that was very informative

[@davidwright4426]

Fantastic video learning a lot about the Fe

[@johncatlett4573]

The c4ae is a 427 high raiser head not a medium riser so if that is wrong what about the rest of his info

[@gdelfs6942]

Thank you!

[@neighborscomplaint]

I had a 1966 Fairlane 4 speed 2 Bbl 390 back in high school. I had a competition valve job done, installed Crane springs and a .512" Lift x 312D duration cam by Mellings along with a stock 4 Bbl intake and 780 cfm Holley. Being a dumb lid, I basically cammed and carbed it like a high compression big block Chevy with good heads ... wrong wrong wrong. The car was not much faster than stock and tempermental as hell with no vacuum and no low end torque at all. I wound up replacing the Mellings cam with a factory Ford 428 Police Interceptor Cam, H&M steel shim head gaskets, downsized the carb to a 600 CFM Holley and put in a 3:90 gear to get it running "right". 389 GTO's and 325HP big block Chevelles would still blow my doors off at the top end. Bad head flow, low compression and weak cast rods (4800 RPM safe redline) made for a really crappy motor. I eventually bought a 428 CJ out of a wrecked Mustang. That was a fast motor. Building a good running 390 Ford is a challenge. They need a stroker kit with forged rods and Edelbrock heads to keep up with a stock 428 Cobra Jet.

[@Myvintageiron7512]

I agree they is why we chose to stroke this one

[@bronsonosborne2064]

WE HAVE A 390 VERY MILD in 80s thunderbird drag car with 456 gear c4ae 6090G heads comp 268 cam it runs 7.80s in the 1/8 mile we have videos of it on facebook

[@douglaspage2398]

The problem wasn't just your head flow, it was your cam selection. a street FE runs best at around 258 to 270 duration, and around .480 to .490 lift, and that is with a high flow dual plane. a decent porting on the stock heads would have yielded plenty of torque, and the factory rods are good to around 6000 rpm.

[@donellmuniz590]

Practically speaking, ya cant find medium riser heads in a junkyard anymore. The only FEs ya find will be in trucks, medium duty trucks, and big grandma cars: low risers. Anyone that can afford hi risers should just go aluminum.

[@randym1880]

Who did a 390? AMC? I know my dad's GTO had a 389.

[@bronsonosborne2064]

WE HAVE A 390 VERY MILD in 80s thunderbird drag car with 456 gear c4ae 6090G heads comp 268 cam it runs 7.80s in the 1/8 mile we have videos of it on facebook

[@davidkeeton6716]

Let's say you put Edelbrock Performer RPM heads p/n 60069 with 270 int. flow and 200 exh flow at .600 lift on a Ford 390, you run all the equations and you come up with 415 hp. Now put these heads on a 445 stroker. Both engines having the same compression ratio, same cam. How much should the hp increase from the cubic inch increase?

[@mikenunez9047]

thank up like the understand of this stuff.

[@challenger3967]

What if you increase the valve sizes on the C4 heads to 2.09/1.65? Seems to run good on a 416 FE

[@Myvintageiron7512]

yes bigger valves do help

[@johnterpack3940]

Honestly, I'd have to see dyno tests to support those numbers. I like math, but, as you said, there are a ton of other factors involved. Not the least of which is the fact that the exhaust has a MUCH easier time flowing since it is under much higher pressure. A flowbench doesn't really reflect the actual flow on the exhaust side. How much do you get for a pair of heads? Not sure what ones I need yet. But I really don't want aluminum and I don't know if the stock heads on my 352 will handle a stroker kit and upgrades to get in the 500-pony range.

[@johnterpack3940]

@Cam montreuil engines Yeah, there's a lot of voodoo going on inside an engine. I'm not convinced we even know all the factors involved- much less have any control over them. Maybe plug indexing really does make a difference. Maybe the different lengths and shapes of the intake runners effects the homogeneity of the charge in the chamber. Add up enough of these "irrelevant" differences and it could give you a couple weak cylinders. It would be fun to see a test with a handful of identical engines to see how much variation there was between them.

[@nv4142]

What size carburetor are you thinking about putting on the stroker 390?

[@BronsonOsborne]

WE drag race 80s t bird with a very mild 390 with the c4aeg heads with the CJ valves i have videos have a look

[@jmddx316]

I have a 1972 f100 with a 360 with c8ae-H heads. My question is can you upgrade by using larger valves a port job the exhaust port

[@dce428]

The ,360. Is a low compression motor the exhaust port is more then adequate for this motor. The best way to increase power with a 360 is to get a Edelbrock street master intake manifold one that has not been ported any porting to it will kill port gas speed it is a very hi velosity intake none better for a 360 -352-390-428 in stock or mild build. The next thing is to recurve the distributor mechanical advanced. To only 9 to 10 degree s of advance. This motor has no quench. So it has a unusual timing requirement up to 23 degree s of initial timing. No more than 32 degree s of total timing. This will wake up a 360. For best power and fuel mileage. Don't worry about changing valve s.

[@sicaz527]

Any chance you know who did the machine work? I'm here in Phoenix too and will be looking for a quality, honest machine shop soon. Thanks. Also thanks for all the videos. They've helped to fill in holes here and there in my knowledge of sbc engines.

[@Myvintageiron7512]

not sure but I do machine work you can mess me on facebook at myvintageiron7512

[@sicaz527]

Great! I already follow you on Facebook so I'll be doing that. Thanks

[@Beartracks51]

Wow..very cool stuff

[@Myvintageiron7512]

Thanks for watching!

[@edge2sword186]

YOU CAN BORE MOST 390'S .80 OVER WITHOUT PROBLEMS . THE 427 LOW RISER AND 428 CJ HAD LARGER VALVES ,THOSE OTHER HEADS HAD SMALLER VALVES IN BOTH HEADS . I HAVE HAD .60 OVER 427 AND 428 'S NO PROBLEM .PORTING AND LARGER VALVES MAKE THE DIFFERENCE .SMOOTHING OUT THE CHAMBERS HELPS WITH DETONATION ALSO . NO ROUGH EDGES .

[@edge2sword186]

@Cam montreuil engines Jahns pistons but they were very heavy and that was in the mid 60's .TTRW used to offer + .60 over for the 428 CJ . but IDK know about the 427's .JE OFFER A FLAT TOP PISTON

[@roundtuitracingaz132]

Have you ever flowed a set of EDG-E ('58 352HP with machined combustion chamber) heads? When I got them I was told they had ports similar to the C8 heads but have not found any info on them. edit - Oops, never mind. Went to measure the heads and when I cleaned the casting number I found it was EDC-E. Searching with the correct number came up with a lot of info. Basically medium riser ports with smaller valves.

[@YouScroob]

The EDC heads were used in Edsels, I always just called them "Edsel Heads". They are very similar to the later 427 heads, and the only non 427 heads with machined chambers. They had smaller valves because they fit on a 4" bore block. I used to work for a guy (he was Parnelli Jones' crew chief in the late '50s, stock cars}. In the 70s he liked to build 390s with the EDC heads and the 428 police manifold for guys in the intermediate stock car classes. This combination was the best to get off the corner. I had one of these setups, a 352, in a Hobby Stock class I raced in in 1974. I wasn't so impressed with it, but I did have to run against 327 Chevelles, not a fair fight. 25 years ago I built something similar for a F350 flatbed work truck. I used a .060 over 390 block with a Merc. 410 crank. Gave me 418 CI. I used some 390 GT heads, ports about the size of a Med. Riser. I'm an old guy I use terminology from when these engines were made. I used a Edlebrock small port intake with about a Holley 390 carb. I was aiming for a super low end torque setup similar to the 428 CJ. It worked very well in that 7000 lb truck. I could drive in the city, make a sharp right turn at an intersection and never take it out of high gear.

[@bryanhauschild4376]

How do we contact you?

[@tomashton7208]

reducing rocker arm ratio,s on the exhaust will build more cylinder pressure

[@GuadaLupita2872]

I hace a 1970 302 Block with a .030 bore what crank and pistons World you recommend

[@brianfrancis2862]

going put a comp cam 268 on 390 fe c6ae-u heads if i put bigger valve spring do have machine them to fit

[@josephthornton110]

What would be a good budget build for a 360fe was thinking aboyt finding a 428fe crank and building it up from there with a 4 barrel carb cam and maybe alluminum cylinder heads im only 17 so money isnt exactly flooding in my pockets lol it would be going into a 71 f250 4x4 would like a real nice rumble and enough torque to pull a house down with a little more top end power

[@Myvintageiron7512]

Find a 390 crank and rods and youve go a 390

[@alejandroflores-samaniego9320]

i just purchased FE aluminum heads for my 76 f-150 ford , amongst other parts. cam and Efi system. let’s see how economical the motor will be 🤣🤷🏽‍♂️😎

[@Myvintageiron7512]

Good stuff

[@rogerr.5803]

What if you port the low riser heads? can you get even more horses and still keep more ft lbs of torque?

[@jesse75]

My low riser heads are making 600 HP. They are ported and polished. 2.19 and 1.71 valves.

[@OGSHAKER2020]

Are these the c4 heads with the tall 2.3xxx" port ?? Thx my friend (I had to use 1246s3 felpro gaskets believe 1.4 x 2.34)

[@samcorona1449]

Just a long shot here. I'm looking for a valley tray oil splash guard for a 390 fe. Just checking cause I seen you had the heads available. Please let me know if you have one for sale.

[@racerd9669]

Them flow numbers are ALL WRONG, you cannot flow a port w/o an inlet radius, or a pipe on the ex.

[@jarredcooper5389]

How's D2TEAA truck heads that's what my 352 has

[@bthorn5035]

Hey, I know this is an old video, but can a good machinist make a stock fe head flow better than an aftermarket aluminum head? I'm looking to upgrade my dad's old 390 flat tappet engine to a a hydraulic roller setup. I planned on aluminum heads + machining but wonder if I can save some $'s by shipping the iron heads off to a skilled machinist.

[@bryangillis5183]

It’s not cost affective to port an iron head vs buying aluminum. I paid 1300 for a bare set of BBM heads that flow more out of the box than a iron ported head. You’ll have more money into an iron head getting it to flow more cfm but still won’t flow as well as a decent aftermarket aluminum head. On top of the porting you’ll have to swap out exhaust seats as well and most likely guides. Plus the benefits of the aluminum heads with cooling and being able to have a higher compression ratio on pump gas without detonation and weight savings. It’s not always about max flow numbers tho, also port velocity has to be good as well.

[@80sfordguy]

Hello my vintage iron, my name is Norwood and I’m from New Orleans, LA. I’m looking for a set of ford 302 TBI heads with the ports at the rear of the heads for the ford A.I.R. Emissions system. I have a 85 mercury grand marquis, 5.0 2bbl TBI with the TFI stock ignition system, AOD-M trans w/shift kit and a 8.8 rear diff 3.73:1. I’m not looking for fancy heads with big valves or extreme porting, obviously because of TBI and EGR and the A.I.R. emissions. I’m just looking the get a set of TBI heads that flow better than stock (slightly ported with guides, valve job, seats, seals, springs) but not hurting power and torque. My engine is bored 0.030”, I’m pretty sure the block deck is straight & true with less than 0.002” warpage and the bores still show good cross hatching. I have the original heads (cores) disassembled and cleaned but, as in your videos the guides, seats and valve seals are stock integrated and never been cut. I’m wondering if you have a set or can obtain a set of these heads and do the head work, valves, seats, slight porting and so on. If you can obtain the heads and do the head work, how much would that cost shipped to me. I really like how thorough you work and the quality of repairs you produce. I’m and engine builder for cummins inc but I do not have access to any machine tools. I’m qualified to do the work but, I just don’t have access to do so. The machine shops in my area are ok but, they tend to have a get-er-done attitude that I’m not to keen about. Please, let me know about this as soon as you can. I am on a budget but, I’m willing to spend the money to have a quality set of heads on my engine.

[@Myvintageiron7512]

Yea I have several sets for sale

[@MrDilley777]

I have a 1969 Ford f250 camper special with a FE 390, with cylinder heads casting numbers D2TEAA can you tell me all the stock specs on these castings like valve size, exhaust port height and width dimensions, the exhaust manifold gasket that fits the port the best, because I'm going to build a custom set of headers for it because there are no off the shelf headers that will fit the stock starter on the passenger side and the saginaw steering box on the driverside. This info will be very helpful for me, thanks. Mark.

[@Myvintageiron7512]

They are the same as he D8OE except they have induction hardened ex seats

[@MrDilley777]

Thanks for your reply, but that still dose not answer the questions so I will ask again. What dimension height and width is the exhaust port (actual measurements)? Can you find the same casting number (D2TEAA) in your awesome collection of heads and measure this for me? The reason for this is I'm having to make a flange that fits the exhaust port and 1 3/4" tube size better than the generic sized header type. I have noticed that when fitting the 1 3/4" tube to the generic oversize flange rectangle shape opening, there is a considerable gap in each corner to fill in with weld. I would rather make those corners more rounded which would fit the tube much better and require much less pounding and welding the corners to make it fit the flange and seal the header. To demonstrate what I mean click on this link of a Sanderson header for the Ford FE then click the magnifying icon to get a close up of the corners of the exhaust manifold flange where the 1 3/4" tube fits the flange, you will notice the gap in the corners where they tried to fit the tube then filled it with weld. I think their is a better way to do this by making the flange opening more rounded in the corners. www.sandersonheaders.com/sanderson-ff391-header-set-for-ford-fe-engines.html

[@jacjumpin7471]

Im sure I missed this somewhere along the line but how big an oversize can you go on an FE without running into problems

[@johnsansker7064]

Other channel has done a video where they push an FE to 445 cubic inches. I've heard that you can take a 428 CJ block and put in a 427 Le Mans style crank and get 454.

[@ProfessorGrimm]

some great info there, thank you.

[@MrDilley777]

I have a stock 390 FE with a two barrel intake and 351 cfm carb, stock exhaust manifolds, a rv cam. I know headers from Sanderson would make the biggest improvement along with a stock 4 barrel intake and Holley 600 cfm carb. My question is this how much more power could I expect from these upgrades?? I'm not interested in a aluminum intake cause to expensive and I can get a stock 4 barrel for 50 bucks. One thing for sure the stock set up is very anemic and the power curve flattens out very quickly!!! Do you know of a similar dyno comparison of my two setups???

[@Myvintageiron7512]

The two barrel is a piece of junk not sure how much power gain but it would be an up grade for sure

[@MrDilley777]

Check this out I found and especially the comments about how well this carb works on a 390 FE as compared to the stock two barrel ford carb which is 351 CFM compared to the Holley 500 CFM www.jegs.com/i/Holley/510/0-4412S/10002/-1 ★★★★★ 5 out of 5 stars. Dr Injector · 8 months ago This carb is the bomb If you have a stock 390 or one with a RV cam this carb WILL heal many wounds. Bolted it on and it has a much stronger idle and throttle response. I have not run the numbers but fuel mileage is already better, still on the first tank and have made two trips past a normal fill up. You cant go wrong with this, Best money well spent. ★★★★★ 5 out of 5 stars. Tim5280 · a year ago Legendary Holley Performance What can I say? This 2barrel works exactly as expected. Crisp response, easy to tune. Just what this truck needed. Thanks Jegs ★★★★★ 5 out of 5 stars. Racehorse · 4 months ago Great Carb I recently purchased this carb for my 1974 Ford F250 with a modified 390 FE engine. The carb works great, throttle response is better than I even thought it would be. Gave my truck more power. It was missing a gasket and O ring that goes under the float adjustment screw but I bought this at a local auto parts store for just a few dollars. Shipping was REALLY fast, received it in 2 days after ordering. ✔ Yes, I recommend this product.

[@RANDOMMekhaniks]

My original 390 from 1964 has its original 2 barrel carb. I definitley want to upgrade it but I need to rebuild my motor first.

[@MrDilley777]

Hey bro guess what I got that Holley 500 cfm # 4412-S carb for xmas and put it on and man what a difference in starting ease, throttle response and low end power, I think once I build a set of custom headers to replace the lame stock cast iron exhaust manifolds the midrange will be even more improved. I will let you all know how that works out once done.

[@ronbarringer1539]

Mark Dilley I put a Holley 500 on my stock (except for headers) 360. The change was amazing. My '73 f250 growls now.

[@edwardpasserini6138]

Excellant video. Thanks, Paisano

[@jakejory666]

You mentioned heads for sale? How do I shoot you an email?

[@MrDilley777]

I had a flow bench and was trained by a older man that did it for 30 years how to port heads and use the bench and I was wondering why you aren't using a contoured intake port opening attachment?? The reason is the right angle sharp edges of the intake port opening are a restriction because they cause turbulence in the air entering the port and lower the flow bench readings which is not a accurate flow rating of the intake port itself. In the real world you have a intake manifold attached and carburetor on top which the carburetor has contoured radius to enhance airflow. Just curious??

[@Myvintageiron7512]

That is true I don't have the intake fixture for the FE heads in this case we were just comparing one head to another

[@MrDilley777]

You can use modeling clay, that's what I used until I made one out of machinable clear plastic

[@MrDilley777]

By the way how much more power will I gain if I use a Holley 500 cfm two barrel and add headers. I'm not looking for a whole lot more like most are just a significant improvement over the stock anemic setup. My stock two barrel is only 351 cfm

[@tycdoesit2852]

Wish I had some money. I would love to build a 390 with ya !

[@curtismay8323]

That's funny piss your pants over a LS motor great video.

[@danamedellin2842]

How would gasket matching effect the FE head?

[@davidkeeton6716]

From what I have heard and tried, we'll, on a big block Chevy with 100cc combustion chamber oval port heads, port matching on the intake side seems to help a bunch. Since these FE Motors we are working on really need help on the exh side I would think that it would help a bunch here. Naturally make sure the volume of each port ends up the same.

[@pokebass1]

I've heard that the D2 casting is the same as the C8 casting, but with hardened exhaust seats. Is this true? Also, what cc are the combustion chambers on these heads?

[@-DC-]

really informative thanks!

[@billypyles212]

Who and where is the machine shop. Need to have one done not sure where yet. Im in Fl

[@leee.williamspa5097]

Messa Balancing in Miami, FL.

[@Stainlessslayer]

Any chance you have ever flow benched the old Dart Iron Eagle 215s? Bring on the LS build! I look forward to it. Newer engines intimidate the hell outta me.

[@Myvintageiron7512]

You shouldn't be intimidated by LS engines the are actually quite simple to build The level of difficulty is much the same as an early small block, Yes I have tested Iron Eagles the numbers are very close to what Dart has published on them

[@dominicsosa7405]

do you know if 390 edeldbrock heads will work on a 360 with edelbrock intake and a thumpers can??

[@Myvintageiron7512]

yep

[@aidenbarbour4989]

As long as your bore is 4.05 or higher

[@qtrhors1]

@@aidenbarbour4989 360 have a 4.05 bore same as a 390

[@markchamberlain5693]

I am sure you have seen them but jegs sells a promaxx fe head set assembled for 1200 bucks i havnt seen anything about them accept the normal china stuff. they advertize that kieth craft does the assyembly.

[@shitbox7413]

I believe Trick Flow has a new FE head now too...

[@rsanford1196]

Mark Chamb

[@stevecoleman8002]

I always learn on this channel.

[@countryboy1996rebel]

Hey have you ever tested or seen a set of c6ae-r heads ?

[@Myvintageiron7512]

Yes I have a set

[@cavscout62]

AFR

[@jwoodby1]

Good Information, thanks

[@docholliday6635]

I wish I got to learn more of that type of thing at UTI

[@1112223333111]

My heads say C6AFU ??

[@Brad-id7ge]

What state are you in

[@Myvintageiron7512]

AZ