FE FT Difference
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FE FT Difference
If I have a 1972 CS with the 390 in it all original, then what is the difference between the FE 390? Can we not replace the intake manifold, put a 4 barrel carb, headers, 2.5" pipes and improve this motor significantly? I just don't understand the difference between the FE and FT.
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A 1972 Camper Special, that would be an F250?
If so, it does not have an FT motor. It is a low compression 390, using 410 pistons so they are down hole about .110.
That engine, fuel sucking low compression pig that it is, will respond quite well to the changes you list. Be sure you use a dual plane manifold and a vacuum secondary carb of about 600 CFM.
You will still be limited by the stock cam and valve train, along with low compression. I would be very careful taking it over 4500 rpm.
If so, it does not have an FT motor. It is a low compression 390, using 410 pistons so they are down hole about .110.
That engine, fuel sucking low compression pig that it is, will respond quite well to the changes you list. Be sure you use a dual plane manifold and a vacuum secondary carb of about 600 CFM.
You will still be limited by the stock cam and valve train, along with low compression. I would be very careful taking it over 4500 rpm.
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From: Southern Cal Desert
A 1972 Camper Special, that would be an F250?
If so, it does not have an FT motor. It is a low compression 390, using 410 pistons so they are down hole about .110.
That engine, fuel sucking low compression pig that it is, will respond quite well to the changes you list. Be sure you use a dual plane manifold and a vacuum secondary carb of about 600 CFM.
You will still be limited by the stock cam and valve train, along with low compression. I would be very careful taking it over 4500 rpm.
If so, it does not have an FT motor. It is a low compression 390, using 410 pistons so they are down hole about .110.
That engine, fuel sucking low compression pig that it is, will respond quite well to the changes you list. Be sure you use a dual plane manifold and a vacuum secondary carb of about 600 CFM.
You will still be limited by the stock cam and valve train, along with low compression. I would be very careful taking it over 4500 rpm.
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With a completely stock low-compression 390, yes, adding headers and 4bbl intake/carb would make a big difference. Might even improve the gas mileage a little.
The reason you shouldn't take it much over 4500RPM is that stock valve springs WILL make valves float at high RPMs. This leads to pent pushrods, and possibly worse stuff.
But yes, to your original question, it will help.
How much, versus $'s spent, that's a good question. You could easily use a stock cast-iron 4bbl intake (and a cherry picker to put it on) which would save some $'s. The stock 4bbl and an Edelbrock Performer intake are just about the same, performance wise. Only the Performer RPM is going to get you any more HP and it won't help your low-compression motor anyway.
The reason you shouldn't take it much over 4500RPM is that stock valve springs WILL make valves float at high RPMs. This leads to pent pushrods, and possibly worse stuff.
But yes, to your original question, it will help.
How much, versus $'s spent, that's a good question. You could easily use a stock cast-iron 4bbl intake (and a cherry picker to put it on) which would save some $'s. The stock 4bbl and an Edelbrock Performer intake are just about the same, performance wise. Only the Performer RPM is going to get you any more HP and it won't help your low-compression motor anyway.
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