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back in the days we used to pry these off the cars in the junkyards and collect them. nobody cared back then. phred

     Yep, I still have the V.I.N. plate from a 1969 Cougar "R" code (O.K., it's not a Shelby) hanging on the wall that I pried off the car as it rested (& rusted) in the junkyard.  It was my 'free-bee' after I removed the "N" case from it.     

     Scott.

 
     Thanks Randy, I didn't realize I was that entertaining, but it's nice to know Mickey Mouse & Goofy comes to mind thou.   

     Scott.

1 small correction on valve spacing. MR HR TP have a wider valve spacing and I think LR is the standard spacing

     Agreed, and in keeping my story short, I perhaps failed in my communication, as my intention was only meant to be relevant in an attempt to differentiate between the cylinder heads with the machined combustion chambers.

     But, it ain't all bad, at least somebody is actually applying some thought to the yarn(s) that I posted   

     P.S. Hey Jay, if your in Orlando feel free to stop in again if you wish, don't worry about it if I wander off momentarily addressing business or something (always lots of fires).

     Scott.

>>>>>>>>>>>>>>>>
With that said;
Besides asking questions herein the forums a few months back, I also went on line to FE sites and head sites to try and identify the 352 hipo heads.
Did my homework and came up with early 352 hipo heads and Hi Riser heads being the only factory machined chambers.

Respectfully submitted,
John

     Not to flog a dead horse, but in an effort to be historically accurate (at least my version  ); in 1958 the initial production of the FE engine in both 332 & 352 cu. in. configurations were produced with the fully machined combustion cambers of perhaps 58 - 62cc volume, and in appearance is very similar (but smaller, yes) to the later FE's of 427 cu. in. capacity as mention above and by Randy (H.R., M.R. & T.P), an example casting number would be EDC-6090-E, and will also exhibit the core plugs, not present in later castings as previously mentioned. This process was discontinued early in the production cycle and the remaining units' chambers were of as cast, of a larger volume, and noticeably different shape, more conventional as shared with later FE's (360, 390, 406, 410, 427L.R. & 428's). From a vocabulary standpoint, I believe "Interceptor Special" & perhaps "Thunderbird Special" was used to describe the performance brand, at as much as 300 H.P..

     The "352HP" (@360 H.P.) was a product of 1960 (particularly notable with the Starliner) with the cylinder head casting number of COAE-6090-D as I recall, which have the unique chamber shape as pictured above by "1967 eight barrel"; but note that these chambers are of as cast production, not fully machined as the others described.

     As an additional note: measure the valve spacing, as it is different in the 427 examples verses others and any machine work to change such spacing would be obvious.   

     There, correct me if I'm wrong (and that wouldn't be a first  ), and I kept it as short as I possibly could, as I realize I may be bending the ear of some who really don't care!     

     Scott.
     

    There are federal laws governing, and the legal wording may vary from state to state compounding the responsibility of, but basically as I understand it, only a registered manufacturer may assign a V.I.N. to a vehicle intended for the registration for use on public road systems; and it is looked upon with negative connotation if a person should invoke the terms: knowingly, "to taper with", "altering", "obliterating", "removes", or perhaps in this case "affixes" of such V.I.N. identification, which I feel would include from one vehicle to another, or even creating ones' own (repop plate), perhaps except, with provisions by the individual state, permitting a "Homebuilt", and this is generally identified as such on the title.       

     Now, for "Off-Road Use Only", have at it, as it is at that point defined only as a piece of "Equipment", not a "Motor Vehicle".  But, about that title?     

     And, just because someone gets by the local D.M.V. and has a title in hand which may state such, does not make such truly fact; example: how many Cobra kit/reproduction/replica/continuation or whatever are there titled and registered as 1965's even displaying "Antique" tags, and are obviously far from it!          

     Scott.

     Are there core/Welsh plugs in the ends of the heads?
     
     Scott.

     That is, core plugs of approximately 1-1/4" diameter, on the exposed external end surfaces visible on cylinder head, even as mounted on the block w/ intake, exhaust & valve covers installed, as these items are affixed on the surface planes not in question?

     Scott.

  Hard to figure out this mystery w/o pics.

     Are there core/Welsh plugs in the ends of the heads?  If so, and without photos, I would presume          1958 352's, as these early castings had the machined combustion chamber, and it does appear similar to the M.R.'s configuration, just somewhat smaller for the 352 cu. in. capacity.

     Perhaps this is a little like an on-line forum version of..............."Pin-Tha-Tail-On-Tha-Donkey"!     

     Scott.

     In the example (appears to be a very nice example and perhaps worthy of the bid) presented, note that when installing an oil filter in such fashion, if not also incorporating an anti-drain-back feature, which is not generally recommended as most devises are found to be very flow restrictive,  leads to an extended startup oil starvation period as the pump charges the filter assembly, manifolding and remote feed and return lines. And, if the oil is retained within the filter, get ready for the oil spill at filter change.   

     But, I do applaud the consideration for improved oil flow potential otherwise.

     Scott.

................and hasn't won a single power masters competition.                                                                                             

     Really!        This is the new standard for identifying the 'best-of-the-best-of-the-.............'; from results of a circus setting, with participation by those with too much time on their hands.

     As long as all involved are having fun, O.K., and yes, it is interesting, and there is some educational benefits to be had,  but lets not get too serious over the results, as often it would appear that the successful creations have little future as products elsewhere.

     Oops, now I've done it, pissed somebody off!   

     Scott.

     

     Back in the day, we used the Hone-O-Drive (attached directly to the differential) in the '70 GT500 w/ 4.88's, and it was great for the dual purpose function, but, it also proved to be the weak link in the drive train when coupled to the 461 cu. in. Tunnel Port w/ the 12' x 29" Hoosier dirt tires.       Therefore, if attending a track event we would swap-out the differential for a non-Hone equipped unit.  I suspect that this may also have been a concern with the proposed 2-speed unit, as the compact dimensional  requirements would possibly have compromised strength requirements. And of coarse, costs & marketability considerations.   

     Scott.

to all the haters always remember this:

American first and Southern by the grace of God!

      +1


     And, for those who choose to judge the state of Florida, I wish to point out that the problem is, DAGNABBIT, most of the population is from somewhere else!     

         Scott.

Another question is can an early 63 427 block, motor mounts be drilled from the 2 holes to the more common 3 hole motor mounts of later FE blocks?

No, the cast bosses needed on the side of the the block are not present to do such properly.     

     Scott.

    I feel the above statement is correct, as the inquiry was of an "early '63 block", but note there are some '64 FE blocks with the cast bosses for the later 3-bolt mounts (blocks are actually most often machined with a total of four bolt holes), but only drilled & tapped for the earlier two bolt configuration.

    I realize this may not be directly relevant to the original inquiry, but I felt perhaps it may prove so in a future review.   

     Scott.

Ok great news, but wasn't the exhaust port lower on the heads to get the manifolds to clear the Mustangs shock towers?

     Answer: Not the exhaust port in the cylinder head.

Another question is can an early 63 427 block, motor mounts be drilled from the 2 holes to the more common 3 hole motor mounts of later FE blocks?

     No, the cast bosses needed on the side of the the block are not present to do such properly.     

     Scott.

     If the gauge is just being over-reactive to pressure bounces invariably present with the mechanical fuel pump, this can generally be dampened out by inserting a restriction orifice in the supply/sensing line to the gauge.  One may need to experiment with orifice dimensions until you acquire the effect as desired.   

     Scott.

.

I am going to do a pressure test once I complete the re-assembly before I even start the vehicle.
                                                                               
                                                                                                    -Keith

     I would recommend a procedure where water w/ coolant (always) is added just prior to start-up, a good heat cycling with thorough cooling, a proper retorquing of fasteners, a second heat cycle, and then if you wish a pressure test; as setting of the gaskets is often not accomplished without the heat cycling process and the retorquing, particularly in problematic applications.   

     Scoot.