Messages

How do the tips attach? The illustrations and pictures for the exhaust on WCCC website for a 68 show a one piece pipe with made on turn down tips.

I think the G was same as GTE as far as tip attachment goes-from the factory, the tailpipe was straight cut and the tip was attached. There was a tailpipe hanger (" bracket and insulator") w/tailpipe hanger clamp and a pipe clamp for tip to pipe. The bracket and insulator mounted to rear rail-it was different then Mustang.

68 Cougars 302/390/427/428 utilized full dual exhaust-no transverse mufflers

On MCs often you balance the wheel w/o the tire (the valve stem is not always the heaviest point), mark heavy spot then mount the yellow dot to coincide with wheel heavy spot-the balance again to reduce weight.

Attached weights are sometimes a bit harder to attach securely.

We just had a discussion re intake bolts on a 67 GT500 and the 67 GT 500 did not use typical Ford FE intake bolts-so they were not transferred. In addition the Ford bolts are place bolts (ie: locking) and the Grade 5 substitute is not. A little confusing.

(https://www.saac.com/forum/index.php?topic=29106.0)

Are those bolts in your picture correct?

My FE has place bolts-so I looked it up in LM MPL and for 65-72 FE's, it specs a place bolt PN 370478-S it has FORD on top. AMK has it-I think it even says FORD. Didn't Shelby use same bolts?

Were FE engine hooks painted? Weren't manifolds not installed when engine was painted?

I have C60E-A on Drv and C70E-A on Pass (dated 8C14/8C16) on an early May 427 GTE build (eng assembled March - 8C30). The GTE is a Dearborn build. I would assume a GT500 built on approx same date-if GT500s were that built that late would be the same. There is NO spacer or control valve. The pass side manifold is machined for exhaust donut. The H-pipe is the later PN.

It is about the quality of the part: the metallurgy, the rubber compound etc,  but how do we know unless we try them (unless we test - if we have tool; like you did w/power valves). Some carb parts may be from storage and not updated. GM/AC Delco sells special fuel line for ethanol. I haven't had probs (that I know of yet) with my Mustang K code or my 427- I ran unleaded in both for a long time. I haven't had Holley or Autolite 4100 carb probs. The probs I had with my 50+ yr old BMW MCs showed up when they sat over the winter -when I ran regular unleaded through them and drove them I think I was better off.

BTW aren't they selling 15% ethanol now.

Here is pic of hole in carb.

Here is an example of what I believe was called by ethanol fuel. I have two vintage BMW motorcycles that I restored. I was riding them a fair amount using pump (ethanol added) regular fuel-they are post war and run a low compression. They are both two carb bikes. One year (around 2018) one carb started leaking-I fixed it. Two years later  the other one had a carb leaking. Both leaked at the bottom of fuel bowl-see pic. The inside of fuel bowl was eroded.

The other pic is after I fixed it - I am just showing off.

I have had fuel lines dissolve-but they were cheap lines on a tractor.

I run Sunoco leaded race fuel now - I can get it real close in cans or pump. Pricey but nice. I am finishing up on one om cars now  and will make the switch to Sunoco Race Fuel.

Did Ford just ship blocks (or partial assy) to HM, Shelby, Ford England or complete engines? All years?  There may be build sheets lying around in Shelby docs like for the GT350 R model.

May build 427 GTE. WFD-A-31 spline (axle built 3rd week April), C6, two hole housing

A lot shops will just use a lapping plate.  They are often used for motorcycle heads. Inexpensive and you can you can use at home.

I never put one on but my understanding is the 390GT manifold leaks on a 428CJ (early drag cars). The front and rr cyl top bolt is a tad lower w/14 bolt so I don't think you can put both bolts in on pass side rr where top and bottom holes are used. You might be able to with manifold casting hole being larger.  They only use rr cyl top and bottom holes on 390 GT pass side manifold.  GTE (I know) is a 14 bolt head. The N heads that were used on CJ and late 427 W codes were drilled for 16(CJ) and 14 bolt(427). I can't speak to any later serv heads. I can say that I have N heads and 390 GT Exh Manifold and the only place it ever leaked was on Pass Side rr port.

I am like you; not sure while they didn't just use CJ manifolds on all performance FE applications.

As far as the chamfer in the later 68 390 GT manifold for the exhaust donut used with no ctl valve/spacer and the different H-pipes that is in MPC. The casting number is same but the svc PN is updated for late 68's. Mt manifolds have a mid-March casting date. These manifolds seam to show up at different times in late 68. I was a little confused with mine so I did some research and the dates really get people going. Some say that casting number is not used with 68 manifolds with the chamfer but a number like me have it.

There are guys who have experience with this and know more then me, you might want to try posting on FE Forum.

Kyle, What is the date code on your pass side exhaust manifold? Mine is 8C14. If the casting date is prior to 2/11/68 (date from MPC) then some one machined chamfer.

The 390 GT manifold was for 14 bolt heads. CJ Manifold was for 16 bolt heads. MPC indicates transition to casting with chamfer for gasket was 2/11/68 (and new H-pipe). Actual cars question that date. A 67 GT 500 with a 428 would have 14 bolt heads.

I think that's the story.