yah !!! what he said...

 

Not trying to "poke the Bear" but I've got to second the $.15 a pound literally thats what there currently paying for number one iron. If there cleaned and painted already maybe a little more to resell but then shipping would put you in the negative again. If the seller has six FE intakes to sell he's probably familiar enough with them that there wouldn't be any ultra rare high dollar ones in the same lot as a two barrel intakes. I'm putting an iron 4V one on now because it was free and a freind hot tanked it for me for free. To stay with your question of buying six stock 2V and 4V intakes to pay for the rest of your build it most likely isn't going to happen. If one of these would match your heads better than your current intake I'd try to buy just it and the $50.00 mentioned earlier would be a fair offer. The iron intake should be fine on a mild motor but again I don't think the six are going to pay for your build. For comparison I have 4 cast Iron 2V intakes that will be going in and I'll be happily getting $36-$48 dollars for and never having to move them again.

 

I am trying to replace the intake manifold on my 360, in my 1965 C750 and seem to have gotten one somewhat different from the existing one; it lacks the "heat crossover passage." The old part # is: C4TE 9425 - D. The new part # is: C6AE 9425 - F. Are these interchangeable? Is any modification required?Thanks for any insight you can offer. Rawls

 

RawlC, are you sure you have a 360 and not a 361?

 

Maybe I am not sure which it is. I was told by the P/O that it was a 360 w a 390 head. Not necessarily the most savy w these engines, but trying to learn. If it is a 361, are these parts interchangeable?

 

I think you need to post a picture...360 W ?or 351 w ? two differant animals altogether...

 

He means "360 w/a 390 head" - not a "360W".

The problem is, both an FT (361) intake and an FE (360) intake will have an exhaust (heat) crossover in the intake. It'll be in a different location, but it's still there.

 

There is no such thing as a 360W.

 

Not sure how to post a picture. Do I need >25 posts?

Yes, I meant a 360 with a 390 head, according to the previous owner.

Krewat, thanks for the reply, and yes, I guess that what I am noticing is that the exhaust passage is in a different place. The passage I see visible from outside the existing intake (have not taken it off yet) is between cylinders 2 and 3 and between cylinders 6 and 7 on the other side. I suppose that means the ports will not match properly with the new intake?

The reason I am replacing the existing intake is that a hole has developed in this passage between the 2 and 3 cylinders.

The shop manual I have shows the passage I just described in one figure on a 361 engine. I guess it is a 361 with a 391 head?

Thanks!

 

not necessarily. It could still have 390 heads, but it would also have to have either headers or FE exhaust manifolds as the FE heads dont work with FT exh man.
I can't remember if you CAN use an FT intake with FE heads, not that you would want to.

If you could give the casting #'s off of those heads we could tell you just what they are. Look between the middle spark plugs.

 

OK now I am learning something..why wont 391 ft manifolds fit the fe ??

 

Well with me not being a numbers correct kind of guy ! As FFR428 allready pointed out..the early tall port and the SCJ/CJ's are the ones that bring in the better money...But if someone is building a period correct engine ..and needs a certain Date number..they might be willing to pay a little more to match the rest of there build..

With the trucks..they didnt need the larger port intakes especially on the 360/390 motor of late..as the were low compression ..small cammed ...and retarded timing.. So the didnt need anymore air or fuel in the mix..as they would just run Fat..

and unless I really needed a 75 lb intake..for my build..I'd chuck the Iron POS..as far as I could..weight it weight no matter how you look at it..and the Edelbrock RPM intake is everything and more than any of the SCJ/CJ intakes at 40lbs lighter.. Extra weight is a bad thing in anything..unless your a Summo wrestler !! LOL..

Why someone if there lookiing for any kind of edge rather it be faster more Tq..or overall just running better...would keep all that heavy Iron crap on any motor is just plain stupid..unless you like stock...or cant afford aftermarket parts..

Hell as we speak..I'am in the process of selling my 69 CJ intake to opt for a aluminum one..As soon as I get my Date pics back from SoCal...

 

I will get the numbers off the exhaust manifold (no headers) as soon as I can get by the shop today.

Sleepy, if I understand correctly, the heads and the exhaust manifold must be the same, FE or FT, but maybe the heads and the intake don't. Why wouldn't I want to mix/match FE/FT heads/intake if they fit? At this point, I have the part and am eager to get this work truck back on the road.

I am more concerned with cost than weight as this intake will be installed on a C750 dump truck. Not sure that shaving 25-50 lbs off the total weight will make much of a performance improvement.

If someone will enlighten me on how to post images, I will show both the existing setup and the new intake.

 

oops. I meant to say that I will get the numbers off the heads.

 

Here is what I found on Wikipedia:
Ford FT vs. FE - BumpWiki

"Intake/Exhaust Manifold
The FT intake manifold will fit an FE, but you'd have to plug the FE cylinder head's exhaust crossover passages because they don't come close to lining up. It's debatable on whether it's worth the effort. There ARE 4V FT manifolds out there and that might be easier. But it depends on the thermostat arrangement your manifold has, since some (many?) of the FTs had a dual setup.
That exhaust crossover on the FT heads doesn't go into a port. Deleting it would be fairly easy and that will allow any FE intake to be used. It feeds straight through the head from extra holes in the center of the exhaust manifold, so if you have headers that passage is open and you only need to plug it at the intake manifold face to keep oil from leaking out or dirty air getting into the crankcase.
The distributor mounting hole in the intake manifold is the same size and location as an FE unit.
The exhaust manifolds are a ram's-horn design that will physically bolt up to an FE, but they contain an exhaust crossover port which would have to be welded shut to use on an FE engine. However, you might run into a side clearance problem when trying to use these on a smaller vehicle, since they angle out quite a bit. "

Interested to see what I discover when I get back to the shop today