So I sold my really nice 93 idi. All the coal rollin kids took the fun out of diesels in my area, and I bought 73 f250. Someone put a dying 400 in it. I want the 400 gone. So I found a 360 for free...not the best choice but 390s are hard to come buy around here anymore. Anyway the block was cracked on the 360. So I got a...352...again, not a 390 but should move a 2wd truck good enough.
The 360 has d2ta-ee heads. If these had induction hardened seats they went and got soft.
The 352 has c4ae 6090g heads. The intake ports are taller than the d2 heads. Either set needs new exh seats. I can find stuff on the d2te heads but not d2ta heads. I'm meaning towards the c4 heads because of the port size, and the port size is the same height as the 61 aluminum 4bbk intake I found at the junkyard. I need some guidance... Thanks!

 

Rebuild the 400 with some compression and save yourself the headaches you are now having and the one involving your transmission or bell housing.

Serving suggestion....

 

No thanks. I don't like the 400. Don't like the way it's installed. Don't like the way it pings. I'm just not impressed with it.
I have two fe bell housings. Two t18 trannys. Two flywheels. No problems there. Fe engine mount towers. I'm covered. This isn't my first time doing these projects. I really only want to know which head would be a better choice. Thanks tho.

 

If it's otherwise stock, use the smaller port set up.

On the other hand, if it's otherwise stock, it probably really won't matter.

 

Sorry. I should have given more info.
Cam is 486/512 lift 204/214 duration. Nothing too crazy. Long tube headers. Aluminum 4 barrel intake from a 61 ford hipo or interceptor. Not sure about carb yet. I have an edelbrock 750, but that seems like overkill. Truck has 3.73 gear.
I've read good things about the d2 heads, but the good things I've read aren't the same cast numbers as what I have. The c4 heads have noticeably taller intake ports compared to the d2. And like I said match the tall ports on the intake I have. I can't really find much on which head is best, lots of stuff saying to go to edelbrock heads, but that just isn't in the budget. And since I'm getting a deal on headwork it really won't be much savings.
And if I came off as a dick earlier, sorry.

 

Headers I assume also.

The 750 might be big but if it's vacuum secondaries it should work ok.

This is a car or pickup 352? Stock pistons? I'm not sure the pickup motors were different from the car motors in the mid '60s.

390 pickup motors are different, using a sunken piston from the 410 for low compression.

Anyway, if compression is an issue, too much or too little, use the head with the larger/smaller combustion chamber.

I think D2..heads are 72-74 CC. Your '64 heads are not listed so you will have to measure if this is something to consider.

FE Cylinder Head I.D. and Application Chart



You may get some other first hand advice on those heads, so stand by.

 

Yes, headers also.
As far as pistons go the 352 is out of a wagon, and had flat tops in it. With no reliefs. I didn't measure deck height but the pistons were damn close to 0 deck height. Long rods also.
The 360 had long rods and 360 stamped pistons. Valve reliefs. Not 0 deck but not down in the hole much either.
I'm gonna measure the intake ports on the d2 heads, and call the machine shop and see if they'll do the same on the c4 heads. The cc of the chambers should be the same, or very close, from what I'm reading.

 

360s use a car 390 piston, which ends up about .100-.110 down the hole. Some are flat with reliefs, some have a slight dish with reliefs.

You may end up in the 10s with your motor. Measure it out and:

Engine Compression Ratio (CR) Calculator

 

I expected to find pistons with 390 stamps but these are actually stamped 360. Doubt it makes any difference at all tho.
If I had both sets of heads here I'd cc them and work up a car but I might not even need to now. A guy made me a good deal on a running 360 with low miles so I can just stick that in for now and come up with a good combo.

 

Make sure the 352 block has the correct motor mount bolt bosses before spending any money on building it. I think these changed in either 64 or 65. Later blocks are more easily adapted to earlier vehicles, than early blocks/later chassis.
Otherwise, a 352 and 360 are almost identical internally, except for bore/pistons (4.000 vs 4.050). A 352 block can usually be bored out .050, to make a standard bore 390, with the correct crank/rods. Of course, the 360 block is already at the same bore as a 390.

 

The 352 is a c5 casting, so it does have the 4 holes. The junkyard I got it out of has two earlier cars with fe power. One is a galaxie with a cast iron 4bbl and tbird valve covers...kinda cool, might be a stout engine but its been open to the elements for a while. The other is 61 country squire. It's the engine is got the aluminum 4 barrel from. I didn't pull any lifters to see if they were solids or not but the engine doesn't have the tell tale signs of a hipo 390. I didn't want to pull two engines and look for crank numbers when those blocks don't have the 4 bolt engine mount holes and then the exh manifolds might be a trick to fit in the truck.