Would like to know if there is a difference in FE heads.I have several sets and would like to know if there is some way to tell if they are different in chamber size, valves and which are the prefered heads.

 

Tell me what the casting numbers are and I'll try to help. The number is located between the center two plugs by the head bolt.

 

the No. is C4AE 60906 the one is diffrent the rest thanks

 

According to my rebuild book for FE engines this casting is from a full sized Ford 64-65 352/390 It's combustion chamber assumming it hasn't been shaved is 71.2-74.2cc

 

Thanks for the reply, but here are some more if you could reply again 8A EA, D2TEAA and CAE-H thanks again.

 

OK the easier one would be D2TE AA.
Ford Casting numbers, (careful, there are production numbers and service numbers that are confusing the issue) decipher like this: first two: D2 refer to the decade: D for the 70's E: 80's, C:60's. 2 for the year of the decade. D2= 1972. This refers to when the raw part was cast. (A production# is a finished product.) T the next number is for the type of vehicle the part was generally designed for. The list I have is:
A- Full sized Ford car
G-66/68 Comet, 69/70 Montego(letters are recycled when car line expires)
J-Industrial,Marine
K-Edsel
M-Mercury (Full sized?)
O-Fairlane(66/68),Torino(69-70)
S-Thunderbird
T-Truck
W-Cougar
Z-Mustang
I have other letters listed in my small block book. The above letters cover FE applications. The last number in the "prefix" E is for engine part as opposed to chassis part or body ect.
The prefix D2TE is a part for an engine cast in 72 for a truck. The part number is confusing. If you are talking about heads: the number for the basic casting is 6090, the part number for a finished head is 6049. The casting often times does not include the part number just the prefix and the suffix. The suffix (in this case AA refers to a change level A would be the original design, B the first revision, C the next, I is skipped over, after Z comes AA then AB ect. So your casting was a late incarnation. The Ford parts system uses a Service number for parts which is not what you see on the casting.
The other numbers you are inquiring about, don't seem to be complete or perhaps aren't the casting number. I have an article appearing in Mustangs and Fast Fords 9/99 that list many desirable FE engine parts.
My Big block rebuild book is where I read how to decipher casting numbers. It also lists a couple of numbers that seem to predate the system.
EDC, EDC-E 1958 332,352 69.0-72.0cc
5752142 58-59 332,352,361 to code 96A 70.4-73.4cc
5752143 1959 332,352,361 from code 96A 70.4-73.4cc
5752143 59

I recently bought a 69 truck that had a 390 with heads, and manifolds from a 68 Mercury (C6AE U) While trying to remove the manifolds to fix exhaust leak, I broke bolts in the head and sent to machine shop. The heads were "GT" heads with a 14 hole bolt pattern meant for special manifolds that would fit Mustangs, Fairlanes, Cougars, Comets. The casting number C6AE would make me think 66 full sized Ford yet the rebuild book lists it as 68 Mercury 390 4v, high compression 2v with 67.1-70.1cc. As you can see, the casting number can be misleading. The suffix U indicates quite a few changes in design. What perhaps was cast originally for a standard full sized Ford was modified by shaving the head and drilling different exhaust manifold holes. 3 of the 4 holes in the upper flange were not used as a set of diagonal holes on the side of ports were drilled and used. The middle ports had no hole drilled below the port. My theary is that raw castings were modified when assembled for their purpose. In any case the machine shop reported that my manifolds had cracks, and the exhaust seats leaked and were in need of replacing as well as all the exhaust valves. I opted to trade the head castings for reconditioned "normal" lower compression (not much lower) and paid for the machinist to assemble my valves and springs and new exhaust valves and hardened exhaust valve seats with resurfaced "normal" truck manifolds. Perhaps I was scammed by the machine shop, but I am happier to have heads that don't have such high compression ratio, and manifold bolt pattern that I could easily buy headers for if I want. The GT manifold on the drivers side dumped right into the clutch linkage.
The article I have on desirable FE parts lists mostly 427 parts which I understand are pretty scarce, 428CJ heads C8AE-F, C8OE-H,C8OE-N, early Hipo 352, 390 from Thunderbirds: C0AE-D,C2SE-A, C2SE-B(406 head) There is a couple of aluminum heads listed (427) C6AE-F and XE. I read somewhere that X is a performance part from Ford's parts counter. Another casting number that doesn't conform is SK35369 (a canadian 65-67 427 High performance Medium riser head) I'm learning as I get involved why my brand X and Mopar friends despise Ford stuff. I say deal with it. Hope this clears things up for you. hehehe.

BBTruck

 

Thanks for the reply but one more thing, understand on everthing but that one head with the short number, also instead of the blue ovel it has FoMoCo stamp I have 12 heads and was trying to figure out the best
Also about removing FE exhaust bolts 4 top ones heat head part with torch with vice grips on bolt when red hot remove. Also tap size is 7/16-14NC and i think the bolts are 1"5/8 long

 

My book warns that casting numbers alone can be decieving. There are cases where different parts have the same casting numbers. ex: C6ME-A can be both a 428 block and a 330HD FT block. If you know that 428's have a 4.13"bore and a 330 has a 3.875" bore then you can measure to be sure what you have. As to what heads to use, what are your criteria? I didn't want to deal with higher compression in my GT heads or the non-truck manifolds and bolt pattern. Are all your heads FE or do you have any FT heads. FT heads are identifiable by the heat crossover port crossing over across the middle instead of diagonally. FT heads nead to be used with FT intake manifolds. Some of the 427 heads that had High or medium riser manifolds or Tunnel port heads (round ports) are not interchangable without matching Intake manifolds. Measure your ports: Exhaust morts measure 1.84x1.28" Intake 58-65: 2.26x1.34" 66-76: 2.26x1.34" or 1.93x1.34" Intake valves 2.02" exhaust 1.55" These are what most FE heads have. If your intake ports are 2.78" tall you have 427 high riser heads. 2.06" 427 medium riser heads. The machine shop tested my GT heads for seal and told me that my exhaust valves and seats leaked badly. Most FE heads have a 71-74cc combustion chamber. Some of the HP heads have machined rather than just cast combustion chambers. My answer as to the best heads to use based on my criteria would be the ones that a machine shop finds in the best condition. Compared to the 302 I was driving, the 390 is going to have plenty of power with ordinary heads without dealing with HP higher compression heads (considering unleaded fuel use). I figure I improved mine by haveing the machine shop rebuild them with hardened exhaust seats. The book I am getting most of my numbers from is How to Rebuild (series by HP Books) Big block Ford Engines by Steve Christ. It covers FE and FT family (excluding the 427 overhead cam) Mustang and Fords Sept 99 has FE info as well (also a cool article on roller cam retrofit for older smallblocks) See my post regarding date code btw
Good Luck
BBtruck

 

 

Well it looks one like is a medium riser head. Big ports on the intake side thanks Maybe someone wants to trade for a hood