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simplyconnected
01-26-2012, 09:04 PM
I will document the entire overhaul in a separate site with questions and concerns posted here, in this thread. This departs from my normal way of posting, so I will number my pictures for you to reference. CLICK HERE for the 390 Build (http://squarebirds.org/simplyconnected/390Build/index.htm).

This build won't be like my usual engines because it will be suited for today's 87 octane gasohol, modern conventional oil, and extreme heat.

My first order is to find a good 390 core for machining. Enjoy the pictures and please offer any comments or concerns so that I may make a better build. - Dave

Tenshi95
01-26-2012, 09:45 PM
Getting an error trying to click to any other page. Looks good so far, thanks for putting up pictures!

-Robert

YellowRose
01-26-2012, 10:02 PM
Hi Robert, Dave only has the first page up so far. That is why you are getting errors on the other pages. The first page is about the acquiring of the 390 and tranny. As he starts working on overhauling it, he will probably be putting that work on subsequent pages. Stay tuned!

Penelope
01-26-2012, 11:41 PM
I am absolutely ecstatic that Dave has taken on this build for me and watching it happen from half a world away will certainly keep me in suspense. Cant wait to fire up the 390 and shift the '60 like its never shifted before. Thank you again Dave!

simplyconnected
01-26-2012, 11:57 PM
Ray is right. When I set up my first page, I try to prepare it for pages that don't exist, yet. I just got this engine home yesterday and today we have freezing rain in Michigan. It would be nice to have a heated shop or to live down south where you guys are enjoying 60*F (tee shirt weather for us).

I could fly through teardown and assembly, without taking pictures (like most mechanics do), but that helps nobody on our site. Instead, this project will go relatively slow because I will document details, there is no rush, and I can wait for fair weather.

My upcoming job will be to remove the trans, intake manifold, timing cover, and heads. I am dying to uncover the condition of the rocker shafts. - Dave

Joe Johnston
01-27-2012, 09:15 AM
Mine was rebuilt a couple of years ago but I will be following this also as its always interesting to learn the condition of the innards and what may have been done (or not) over the years and be aware of issues.

Perhaps an opportunity to show and explain many of the changes the FE went through over the years and some of the pitfalls when mixing parts over the broad range of production.

Looking forward to this!!!!

DKheld
01-27-2012, 09:56 AM
Dave - can't believe you will have time to do that engine at the same time you are building your '58 Tbird convertible (heh).:D

Really great that you are passing along the info. Can't wait to see the progress. Already refreshed my memory on that welding rod trick - cool.

But I have some questions....

I see the oil filter on this 390 comes out horizontal and the Tbird is vertical - is that a simple filter adapter swap?

My guess is that you are just doing a long block without the intake because I see this is a 2 barrel intake with no road draft port and of course all the pulleys and brackets are different or maybe a 2 barrel is the planned route?

AND -

That is one sweeeeet Galaxie. Looking at the size of the exhaust - he didn't put a 429 in it did he?

This is really a great idea Dave,

Eric

simplyconnected
01-27-2012, 01:59 PM
Thanks Joe and Eric. My goal is two-fold. I must confess, I welcomed this build but it wasn't originally my idea. Things just happened to fall in place at this time for Bill and I.

And it's funny... I just got off the phone with an old high school buddy of mine; Rocky Huddleston wants to help me wrench. A lot of folks are interested in this build.

Eric, this engine will have Edelbrock Performer heads & 4-bbl intake manifold. It will also have a roller cam and hydraulic lifters. I'm keeping the compression ratio at ~9:1. I will get into details as we go. There are parts I will swap from Penelope's 352, when it arrives in Australia. - Dave

gaffney1951
01-27-2012, 03:45 PM
Dave, you might want to give Kieth a call. Sounds like it should be a nice build. I have a 433 FE stroker with roller cam and ported E-bock heads sitting on the stand that will be going in my 60 this summer. Mike

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Return to Index (http://www.network54.com/Forum/75943/) Keith Craft FE Hydraulic roller cam & lifter special $650.00

January 27 2012 at 12:21 PM Keith Craft (shellyc@iocc.com) (Login Keithc8 (http://www.network54.com/Profile/Keithc8))
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We have several Custom Cam grinds to choose from. These camshafts are on
Billet camshaft cores. With High quality roller lifters. Call for specs for
your application. 870-246-7460

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simplyconnected
01-27-2012, 07:54 PM
Mike, Thank You... you turned me on to a real good deal and Penelope will save some money. (I hope shipping doesn't kill me.) Keith Craft (http://www.keithcraft.com/) has all the right machines for a complete speed shop.

I understand he buys rough cams and rough heads, and does his own machining and grinding. Let's see how his prices compare. I might do a custom grind.

I spoke with Tony and sent him a shopping list of parts I need. I'm sure I'll hear back on Monday. - Dave

Mike, your engine looks awesome.

1960_430_AU
01-27-2012, 08:59 PM
There are parts I will swap from Penelope's 352, when it arrives in Australia. - Dave

Ami to take from this you planning a trip here?

redstangbob
01-27-2012, 10:17 PM
Dave, we have a real FE builder in our back yard, give Barry R a call or even drop by. This dude knows FE's, and is widely respected. http://www.survivalmotorsports.com/

bird 60
01-27-2012, 11:00 PM
Hi Bill, What kind of a budget are we looking at from start to finish. If it's not personal that is?:D


Chris....From OZ.

simplyconnected
01-28-2012, 03:53 AM
Bob, there's always room for another speed shop in my book. Thanks for the heads-up, but my man is John Vermeersch, at Total Performance. He has done more work over a longer time for Ford Motor Co., than anyone I know (including Jack Roush in Livonia). I love being in the Metro Detroit Area because the real hot rod guys are still here.

Survival wants more money than Summit for Edelbrock heads (and they charge tax). I will save as much money for Penelope as I can. Time is on my side so there's no sense in rushing with orders (yet). My machinist is great, his shop is three miles away, and he does classic engines (even straight-8 Model J Duesenbergs).

Chris, this engine isn't going to be cheap. We have over two grand in aluminum and roller cam alone.

Richard, I'd love to visit Australia at least once in my life, but I seriously doubt if Robin & I will make it this year. - Dave

redstangbob
01-28-2012, 08:05 AM
Sounds good Dave, Barry and John are well acquainted, you can't go wrong either way. Have fun, Bob C
http://i47.photobucket.com/albums/f200/redstangbob/jv029b.jpgdoes this guy look familiar?

Penelope
01-29-2012, 06:58 PM
Hi Bill, What kind of a budget are we looking at from start to finish. If it's not personal that is?:D


Chris....From OZ.

Hi Chris, I dont really have a budget per se for the build. No matter what it costs, I will still be getting a much better motor than I could organise over here in Oz. The first motor in this car lasted nearly 52 years, so I reckon this one will see me well and truly out and will provide great motoring for my kids / grandkids long after I am gone!

Another bonus is when I ship it over, there will be a lot of space in the part container I use, so I may have to do some other shopping....

Bill

keith
01-30-2012, 09:06 PM
This is great Dave. I have 2 FE's that need done. I would like to do these myself. Can't wait to see this "how to".

Keith

YellowRose
02-01-2012, 06:53 PM
Dave has started the work on separating the engine from the C6. If you want to see more pix and comments click on this link and push the F5 button on your keyboard to refresh it. Dave said to push the F5 button to refresh each page so you see what is new that he has added. He has pages for Teardown, Teardown, Intake & Heads, and Transmission Separation now.

CLICK HERE for Bill's 390 Build (http://squarebirds.org/penelope/390Build/index.htm).

keith
02-01-2012, 09:37 PM
Thanks Ray.

YellowRose
02-06-2012, 12:12 AM
Dave tells me that there are more pictures and commentary of the tear down of the engine that he has posted. Engine parts and the tranny are being shipped out for rebuilding, so he probably will not have any new pix up for a week or so. But if you have not checked the web pages in the last few days, check again. Remember to push F5 to refresh the pages. Click on the link I posted below this.

simplyconnected
02-06-2012, 04:52 AM
Thanks Ray,
It's true... The FT block is absolutely bare and going to my favorite machine shop in the morning.

I have different plans for the C6.

While these parts are out for rework, I won't be taking many pictures. - Dave

Edit: Click HERE (http://squarebirds.org/penelope/390Build/index.htm) for Penelope's 390.

simplyconnected
02-07-2012, 04:16 AM
A good, long-term friend of mine, Randy Carron is doing a total rebuild and major overhaul on this truck C-6. Randy and his son Mike, have owned RC Trans & Gear in Royal Oak, Michigan, for decades. RC guarantees their work for life.

Right now, the trans works just fine but it's old (1973), it's going on a fresh 390, it's time to update it to 2012, and it's going to Australia. Officially, it will still be a 3-speed Automatic C-6, but this transmixer is getting a gear set from a Ford A4OD. First gear is geared 10% lower and second is geared 5% lower than a stock C-6 (2.71 first, 1.53 second). Of course, 3rd will remain 1:1. It will wear the six pinion steel planet gear, hub, bearing, ring gear and sun gear. This swap provides drag racers with more acceleration and tow vehicles or motor homes with more pulling power without changing axle ratios. No machining required. Cost $300.00 + overhaul.

At the same time, this trans will wear new gaskets and seals, and we're keeping it, "FORD". - Dave

gaffney1951
02-07-2012, 07:42 AM
the disassemble part is going well. Sort of like archeology.;) Was wondering if you were aware that in order to use an automotive distributor in the FT block you will need a bushing in the block? Nice of you to outline these procedures for all the members. Cheers, Mike

Penelope
02-07-2012, 06:26 PM
A good, long-term friend of mine, Randy Carron is doing a total rebuild and major overhaul on this truck C-6. Randy and his son Mike, have owned RC Trans & Gear in Royal Oak, Michigan, for decades. RC guarantees their work for life.

Right now, the trans works just fine but it's old (1973), it's going on a fresh 390, it's time to update it to 2012, and it's going to Australia. Officially, it will still be a 3-speed Automatic C-6, but this transmixer is getting a gear set from a Ford A4OD. First gear is geared 10% lower and second is geared 5% lower than a stock C-6 (2.71 first, 1.53 second). Of course, 3rd will remain 1:1. It will wear the six pinion steel planet gear, hub, bearing, ring gear and sun gear. This swap provides drag racers with more acceleration and tow vehicles or motor homes with more pulling power without changing axle ratios. No machining required. Cost $300.00 + overhaul.

At the same time, this trans will wear new gaskets and seals, and we're keeping it, "FORD". - Dave

Music to my ears....

simplyconnected
02-07-2012, 11:05 PM
Hey, all you restorers... I welcome any and all concerns and comments, here. Mike and Bob have stepped up, and that makes this a much better build for Penelope. I put this build up on the WWW for everyone to see. If you have any questions, ask! That's how we all learn.

It seems like after the whirlwind '50's, Ford moved much more cautiously. They quickly sent the Y-Block tooling to S. America and Australia, and cranked up the FE in the US.

I can't count the number of combinations the FE was made into. There are fifty different intake manifolds for different applications. Then, there are the Marine and Truck versions. Remember, Ford has always sold more trucks than cars. Enter the FT which used beefier castings, and different component parts. Matching heads, manifolds, cranks and blocks has become a science of compatibility. This is where experience takes over.

Redstangbob PM'ed me today with FE cautions regarding misinformation written in various manuals and the difference between a 390FE and a 391FT. Yes, it can be confusing, but if we stick with one known production engine (at a time) the confusion vanishes as reality surfaces.

Bob avers that this engine may have come from a light truck (an F-100), but that doesn't qualify it to be an official FT engine.

Here's what Fordification (http://www.fordification.com/tech/castingnumbers-FEcrank.htm) says:
2U:
'66-'73 390 c.i.d. Car & Truck Use (This is it, and internally balanced)
'64-'78 391 c.i.d. Heavy Duty Truck, 1 3/8" Pulley Snout Diameter, Forged Steel

So far, all the crank measurements match those of a 390 FE, but it is definately a cast truck crank (2U) and good for at least 700-hp or ft/lbs of torque. - Dave

gaffney1951
02-08-2012, 09:31 AM
Only came in the medium duty trucks (F&C series 500 thru 700 if memory serves) and can be identified by accessories and the large crank snout the only difference in the block is the interior dist. hole which can be bushed to accept an automotive dist.. Looks like what you have is a pickup block if it has a D4E or D3E designation it will have the CJ style extra main webbing and on occasion can be taken out to a 428 bore size if sonic checked for core shift, although the best I have been able to manage is +.040. If your looking for great torque and power for a fairly reasonable sum it's hard to beat the the Scat 4.25 stroker setup. By the time you figure up the cost of reconditioning rods and buying new pistons for an overbore anyway your only talking about 1K or less for a marked difference in performance and probably better economy to boot in a heavy car. Mike
http://i87.photobucket.com/albums/k134/gaffney1951/66%20F-250/0707290005.jpg
http://i87.photobucket.com/albums/k134/gaffney1951/66%20F-250/0707300014-1.jpg

redstangbob
02-08-2012, 08:27 PM
My PM to Dave was in hopes that guys following along would not get confused about what block Dave had sourced for this build. By looking at the pictures on Dave's site it's clear this is a low compression, 390 2V FE pick-up truck engine, not to be confused with the FT block. As Mike has said the FT is somewhat different than the FE. FT blocks may be able to be bored to a 428 size, but there is no guarantee. a sonic test is the best way to see how much iron you can cut safely. Ford casting marks can be misleading as well. A casting number does not necessarily determine what the part will be finished machined to, FE cylinder heads are a good example. Dave's post leads you to Fordification, a good site with lots of info. The 2U crank is shown to be used in regular car, and 391 FT. The casting started out the same, but was machined differently for it's intended purpose (car or HD truck). The Ft block had a hole in the right side for the air compressor (air brakes) oil drain. The exhaust manifolds are very different from automotive, and as Mike explained the distributor had a larger bottom bore, as many engines had governors. It looks like Dave found a good candidate to build, and with new heads and intake should make plenty of power. This old FE looks like it never had to work too hard, unlike most of it's FT cousins.

simplyconnected
02-10-2012, 02:41 AM
Right now I'm in a lull. The engine is out for machining and trans is out for an overhaul. It's below freezing outside, and both dogs are incessently barking at the front porch.
http://squarebirds.org/simplyconnected/390Build/DSCN7186.jpg
No wonder, look what arrived... a pair of Edelbrock Performer RPM heads
http://squarebirds.org/simplyconnected/390Build/DSCN7189.jpg
A Comp Cams Roller Cam...
http://squarebirds.org/simplyconnected/390Build/DSCN7190.jpg
Stainless Steel Valves...
http://squarebirds.org/simplyconnected/390Build/DSCN7192.jpg
Check out the bronze guides in these heads, and the Hydraulic Roller Lifters...
http://squarebirds.org/simplyconnected/390Build/DSCN7196.jpg

tbird430
02-10-2012, 03:13 PM
WOW!! :cool:

EYE CANDY INDEED!!!

-Jon in TX.

Jimz Bird
02-10-2012, 05:03 PM
Some people are just going to have WAAAAAAYYY too much fun this spring.:p

gaffney1951
02-10-2012, 09:53 PM
could you list your came specs? The stock Edelbrock springs may be marginal for your hyd. roller with the quicker ramps they tend to have. Mike

simplyconnected
02-10-2012, 11:56 PM
Yes Mike, I was originally looking for a roller with a duration of ~270* and a lift of ~1/2". This should give me plenty of low end torque, good vacuum and good idle. Comp Cams had one that was perfect and it was 'off the shelf' so no special grinds or fancy prices.

Then I personally got together with Comp Cams and asked them what the spring requirements are in the heads. They said they need a Seat Spring Pressure of 140-150#, Open Valve Pressure of 350#, and a Spring Rate of 400# per inch.
Then I got a-hold of Edelbrock and asked them what springs come standard on their Performer RPM Heads (#60069). Edelbrock said they come with Seat Spring Pressure of 145#, which is perfect for this roller cam. Again, no 'special order' and no special prices.
Here's the cam card:

http://squarebirds.org/simplyconnected/390Build/CompCamsCamcard.jpg
Most folks don't concern themselves with this kind of data as it becomes transparent. Believe me, Mike is asking the right questions because the answers are VERY important and each application is different. Thanks for asking, Mike. - Dave

gaffney1951
02-11-2012, 08:34 AM
an excellent choice for your build, similar specs to flat tappet cams I've run in several 390/428 builds with great results. The roller cams add some up front cost, but the benefits more than make up for it. Not having to worry about break-in failure and being able to use synthetic oil among them. The HR I'm using in my 433 stroker build is similar to the cam below and has a moderate amount of overlap to help out with the 10.8:1 compression. I upgraded my springs to set of beehives from Comp as I've been wanting to try them out. Really looking forward to getting home and getting this combo installed in my T-bird (2months to go). Cheers, Mike

Camshaft Specs:

PART
NUMBER

Valve Setting
Duration @.050"
Valve Lift @ 1.76:1

33-1516-9
Hyd.
Hyd.
230
236
.598
.610

simplyconnected
02-11-2012, 01:26 PM
In my quest to buy these heads, I ran into some info that said, Edelbrock automatically restricts the oil holes that feed the rocker shafts.

http://squarebirds.org/penelope/390Build/DSCN7193.jpg
Hmmm... this sure doesn't look restricted to me. In fact, it kinda goes along with what redstangbob was saying about, 'too much misinformation online.'

Then I read, brass carb jets screw right in. If anyone has a pair of jets they would like to donate to this very worthy cause, please PM me. I will open them up to ~.090" and tap this hole for them. Thanks in advance. - Dave

tbirds8
02-11-2012, 05:54 PM
Are you lookin for a carb dave? I'll look around I have a couple if you want to mess around with one

simplyconnected
02-11-2012, 08:31 PM
Wow! That's very nice offer, Bill. Ray Clark had sent me an old Holley of his. I haven't gone through it and I don't know what it needs. I intend on using it for my Y-Block, but haven't got to it yet. I only need a carb long enough to try this engine out and run it for an hour.

If Ray's Holley strikes out, I might still need a carb. Penelope has a 4-bbl on his 352 that he can use in Australia.

(I really need the fibre plate that goes under the carb for my Y-Block.)

I can't run the C-6 trans before I ship it (dry), but I will mount it, without a torque converter, just to start and run this 390. C-6 bell housings and cases are molded into one piece and, of course, the starter bolts into the bell housing.

At this moment it's 15*F, in mid-Feb. I'd love to get back with you when I know more, later. I sure do appreciate your generous offer, Bill. - Dave

tbirds8
02-12-2012, 03:55 PM
Then we,re havin a heat wave at 25. This is a autolight 4100 off a 65 ford. the only thing missing is the choke spring. Hate to say i had to scrap all my Y block stuff fe stuff gm 327 and a flat head out off a 40 ford stock car. Sold my place and no were to put. The one thing I kept is my toploader out of a 68 torino gt 390 convert. Just let me know

simplyconnected
02-12-2012, 04:17 PM
Bill, my heart is bleeding. I know someday, I'll have to do the same (Robin complains that our kids will have to clean up my 'mess'). Until then, I'm going to hang on to everything I spent 60 years trying to acquire. Nothing irks me more than having to buy something I threw out a month ago.

Let me give you something for the Autolite 4100. They clean up nicely. Use my email address and I'll call you:
simplyconnected@aol.com

lawyercalif
02-21-2012, 12:41 AM
I noticed the exhaust manifolds looked like truck types. Will they work in the TBird or will he have to use his 352 manifolds?

simplyconnected
02-21-2012, 01:27 AM
A lot has happened since my last post... The block passed all tests with flying colors. It is now a guaranteed good seasoned block.

After careful scrutiny, we have decided to bore the block to 4.040" because there was a faint line down one cylinder. Let me back up. I noticed, when I pulled one piston out, one of the rings immediately fell out. I took pictures of this ring because it looked almost new. The break was directly opposite the ring gap, and that area caused a line in the bore.
http://squarebirds.org/simplyconnected/390Build/DSCN7177a.jpg
Notice the area between the red lines. This edge caused the line in the cylinder.
http://squarebirds.org/simplyconnected/390Build/DSCN7178b.jpg
Here it is flipped over.
http://squarebirds.org/simplyconnected/390Build/DSCN7178c.jpg
No problem, thirty thousandths would have cleaned it up, but I'm going forty (just to make **** sure). Remember, taking forty off really means taking twenty off each side. Being a truck block means there is plenty of meat left for down the road, if need be.

The crank is good, but borderline for standard sized bearings. I will have it ground ten thousandths on the main journals and ten thousandths on the pin journals. I want this crankshaft's pins round and true, not egg shaped.

I picked out some Federal Mogul pistons at 9.2:1. I'm comfortable that with aluminum heads, regular 86-87 octane (91-92 RON) lead-free gasoline or 10% gasohol will work just fine.

I will have the connecting rod bushings checked for wear and replaced if need be. When done, I will balance the rods so that each end weighs the same (as each other), then all the rods weigh the same. When pistons come in, they will all weigh the same. Then the bores will match the piston sizes.

After these changes, the crankshaft will be balanced to the new piston, wrist pin, rings and rod weights (with bearings), then this engine will run smooth. - Dave

simplyconnected
02-21-2012, 04:18 AM
I noticed the exhaust manifolds looked like truck types. Will they work in the TBird or will he have to use his 352 manifolds?Penelope will have his 352 exhaust manifolds milled flat, then bolt them directly on his new Edelbrock Performer RPM aluminum heads.

gaffney1951
02-21-2012, 06:33 AM
kind of a shame to use those heads and the roller cam and then stick it with those exhaust manifolds. They are going to kill power big time. A set of shorty headers would be a big improvement. Mike

simplyconnected
02-21-2012, 12:38 PM
Mike, that's true but I look at it the other way; Penelope never had headers, so he never realized the 10-15% boost. Having said that, at low to mid rpm, there isn't much difference and cast exhaust manifolds are quieter.

I do like the reduction in weight with headers. I like the fact that headers don't warp like iron but they are louder. This engine should be nearly as quiet as 'stock' but more powerful on regular gas.

simplyconnected
02-29-2012, 03:51 AM
http://squarebirds.org/simplyconnected/390Build/DSCN7453.jpg
The good stuff... Edelbrock FE Performer RPM Intake Manifold

http://squarebirds.org/simplyconnected/390Build/DSCN7457.jpg

http://squarebirds.org/simplyconnected/390Build/DSCN7460.jpg
FelPro gasket Master set

http://squarebirds.org/simplyconnected/390Build/DSCN7463.jpg
Federal Mogul Main and Rod bearing sets.

http://squarebirds.org/simplyconnected/390Build/DSCN7464.jpg

http://squarebirds.org/simplyconnected/390Build/DSCN7465.jpg
Melling High Volume oil pump and a new Drive Shaft.
The block is nearly complete. It was baked, magnafluxed, shot peened, bored, honed, align bored, squared, decked, and the oil modifications are being done now. Soon, I will start on the crankshaft. The mains and pins will be ground .010" to make sure they are round and straight. I'm balancing the rods, pistons, rings, and pin bearings. As soon as I'm done, I will have the right numbers for the bob weights to balance the crankshaft. - Dave

Richard D. Hord
02-29-2012, 08:05 AM
Pretty!
Richard D. Hord

Anders
02-29-2012, 12:13 PM
Pretty is not enough. I am sitting here, drawling over everything, and dont know if I dare to ask Dave what the engine & tranny will land on....

simplyconnected
02-29-2012, 03:30 PM
Anders, they will land on Australian shores in crates labled, "Bill Knighton, Perth".

Penelope will pull his 352/COM from one of his Squarebirds, and replace same with a freshly overhauled and special built 390 & C-6 combination I call SWEETIE-PIE.

Check out the progression on Bill's block. CLICK HERE (http://www.squarebirds.org/penelope/390Build/BlockMachined.htm)

Anders
03-01-2012, 06:33 AM
Anders, they will land on Australian shores in crates labled, "Bill Knighton, Perth".


Ah ;) , I was more trying to figure out what the total budget is for this exercise. I got the feeling that you are the one doing the whole overhaulin, or just part of it?
A collegue of me, a real Ford freak, hade someone in USA building him a a 429 cobra engine to his 59 Ranchero. He already have a Torino Cobra with the same engine, and seems to like that ;) His wife have a 55 bird...
Im at home, ill this week, but I can get details from him about who build it and so on next week when Im back.

simplyconnected
03-01-2012, 12:30 PM
Anders, the idea of this build is so it may be a direct replacement for but more modern version of the stock 352. I'm not going for lots of cubic inches, but the 390 parts are much more available and cheaper than 352 parts.

This is a custom build which always means 'more money'. The final product will be an engine that uses regular octane gasohol or gasoline, can be run in any Australian desert all day long, and uses regular name-brand dinosaur oil commonly found in stores. It should also outlast any OEM Thunderbird engine; like any modern engine, it should stretch 250.000 miles before her next overhaul.

The only improvement that could really benefit this engine is Electronic Fuel Injection, and I would add that in a minute if the FE was easier and cheaper to do (like a SBF because so many came with EFI). My 351W is EFI, going into my '55 Ford.

This is a very conservative engine but with really great parts:
Hypereutectic alloy pistons 9.2:1 compression ratio,
Moly rings.
Aluminum heads and intake manifold,
High Volume oil pump (25% higher) with new driveshaft
Federal Mogul bearings throughout
Hydraulic Roller Cam (270 duration !/2" height) with hyd roller lifters (for good vacuum and great low-medium speed torque),
True Roller timing chain set,
High-flow Thermostat,
FelPro gaskets and seals.

The real money is in machining costs. I don't have a machine shop, but I have friends that do. D&S Engine Specialists is owned by one of my friends, Mike. He has a crew of over a dozen working on engine machining every day. Their work is exceptional and well-represented at all Detroit shows. Mike machined my Y-Block last year.

The trans shop is another buddy of mine for decades, Randy Carron of RC Trans & Gear. These are old racing guys from Royal Oak that started their own businesses because they love racing and their products and techniques prove it. Randy's transmissions are guaranteed for as long as you own your car. Mike's standard guarantee on his engines is two years or 24,000 miles.

We all take full responsibility for and really enjoy high quality work. That's what racing is all about. - Dave

kuusamon
03-03-2012, 08:25 AM
Very interesting project Dave, will follow it closely, maybe someday I will do the same.

I see the oil filter on this 390 comes out horizontal and the Tbird is vertical - is that a simple filter adapter swap?
Eric
Which adapter will you be going to use? horizontal or vertical?
I put on the original vertical one but I have both in my possession which one has your preference?
further is it a bit quiet here on my side, it is still winter and unable to do anything whit this cold here untill about May or June.

regards,
Ron

simplyconnected
03-03-2012, 01:48 PM
...it is still winter and unable to do anything whit this cold here untill about May or June...It's the same here, Ron. The dogs came in with snow on their fur just a minute ago. To make matters worse, I don't have a heated shop, so I will assemble this build when as the weather breaks. I need at least 60F (15.5C) for spray paint and RTV to work.

This 390 came from a '73 F100. I will ship the engine with the oil filter you see but Penelope may swap his 352 filter setup when it gets to Australia. They function the same and I have no preference.

More goodies arrived. Bill Newman sent a very nice 4-bbl carb yesterday. I'm cleaning it but don't have pics yet.

The True Roller timing set came, the block is totally machined and looking great, pistons and rings are here, and the crank is ground (.010" & .010"). I am re-bushing the rods, then balancing everything, next. More to come. - Dave