ford fe390 352 36 stamped on the blockblock

#Ford fe390 352 36 stamped on the blockblock drivers
#Ford fe390 352 36 stamped on the blockblock code

Also as somebody else already mentioned, they H code does not have the same cam as the S code. I think if you look into it you will find that the H code has 9.5-1 compression just like the Y code but the Z and S code has 10.5-1 compression. To make an Z code (Intermediate version) into an S code you would need a cam, valve springs, carb and distributor.

To make an H code into an S code you would need pistons, a cam, valve springs, intake, carb and distributor. P/S and P/B were switched to manual.Ħ0 Starliner 460, 61 Starliner 427, 66 Galaxie 428, 67 Fairlane 427, 66 Fairlane 390, 69 F-250 390, 72 Lincoln 460 and 3 Ford powered HotboatsThe 66 and 67 H code intermediate engine was common enough. Car is a column shift, bucket seats, no console. ProForm 750 DP, Mallory Unilite distributor, Holley Annihilator cd ignition system, centerforce df clutch. 060 over,10.5:1, Comp 292H Cam, Performer RPM intake, Hooker headers, 4spd. Below I have included a list of the casting numbers from my engine and you will note that but for the 2v intake it has all the right stuff, my advise to you is that if you feel it is a good deal then buy it and enjoy it and if you want it to be a GT then add the 4v intake and carb. The 2v carb and intake being the only difference whereas the Y code motor has a lower compression ratio and of course has lower horse power. FE pickup engines had a compression ratio of about 8.5:1.The H code engine in my '66 Comet when taken apart for rebuild had all the same internals as an S code motor used in GT Mustangs and Fairlanes etc. Also, early 390 pickup truck engines got pistons marked 410, since they were the same as Mercury 410 pistons. Note that 360 FE engines got skinny rods and pistons marked either '360' or '390-4V', sometimes mixed in the same engine, since they were the same.

FE and FT steel cranks were forged at the Harvey, Illinois plant. The '$' marking forged into the crank is the trademark of the 'Wyman-Gordon' forge. (smooth all the way around) it is forged of SAE1046 steel. If the crank has no square notch at the crank flange O.D.

#Ford fe390 352 36 stamped on the blockblock drivers

The 'football cutout' is at about the 4:30 position on the drivers side when the square notch is straight down. Note that the square indexing notch points exactly straight down when the crank is at TDC. The football 'clearancing' notch is not needed on the longer strokes, since it is only required to provide drill bit clearance when hollowing the rear crank throw. has only a 3/8' square notch then it is a 1966-later 390 or longer stroke nodular iron casting. has both a 3/8' square 'indexing' notch and also an inch-or-so deep football-shaped 'clearance' cutout, then it is a 352/360 stroke, or a 1961-65 390-406-427 stroke nodular iron casting. The bellhousing inspection cover will need to be removed to view the features: In case the engine is still in the vehicle, the following is a 'quick check' which can approximately identify an FE or FT crankshaft. Sorry, I don't off-hand recall the most common locations. The '-A' indicates a revised bobweight specification, probably due to a piston revision. '2T', '2TA' indicates a 360 crank, 2U, 2UA, or 3U indicates later 390 crank (earlier 390 was cast with taller C3AE-B, etc, markings). Lee 360 and 390 FE pickup truck cranks are typically stamped with 1/4' (or so) tall letters on a crank cheek. Can you guys can give me some help in identifying it? I can't seem to find a casting number anywhere on the crank. The block's bore checks out (4.052 or thereabouts), but the crankshaft I'm not so sure of. I've just disassembled a project engine that is supposed to be a 390 truck engine that's been rebuilt at least once.