ford 360-390 engines

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May 6, 2010 | 03:46 PM

#31

wezol5484

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From: TX

Had a 360 in my first truck, 76 F150. I didn't know anything about much those days (and still dont! haha), but idled like it had a big cam. Put 25,000 miles on it in those 2 years I owned it, and right before I sold it, found out that the ENTIRE time I had it, it had been running with 2 completely dead cylinders! NO compression in the number 1 or number 8. Still towed, still mudded, still hotrodded (or tried) and would drive it down the highway at 65 all day long.

Will always have much respect for the FE's dispite what anyone says.

May 7, 2010 | 07:17 PM

#32

Bullitt390

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Quote:

Originally Posted by CheeksMcDuke

or less.

The pistons will probably have to be custom or maybe some 428 pistons. Flatlander Racing - High Performance Engine and Racing Parts

You can't use 428 pistons for a 406. Otherwise they will end up .20 inches DOWN from the deck. Unless you are wanting 6:1 compression.

406 pistons are custom order only, there are no off-the-shelf pistons available.

Josh

May 8, 2010 | 01:29 AM

#33

CheeksMcDuke

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From: Bangor, WA

Quote:

Originally Posted by Bullitt390

Too quote Hank Hill, "Well God-Dang it!" I guess I'll just have to go with a 401. I know for a fact that Summit sells Forged Speed Pro and Keith Black Pistons that are 4.110. Flatlander Racing has a 406 engine kit listed on their website but I think I'd rather order the parts individually and have 4 less cubes. Seems like a worthwhile tradeoff.

I'm going all out on this bad girl (Dual Quads, converting mains to cross-bolts, Forged steel 391 crank with necessary machining, Edelbrock or Blue Thunder heads with port work ect) so I want to know exactly what is going into her.

May 8, 2010 | 07:42 AM

#34

Bullitt390

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Quote:

Originally Posted by CheeksMcDuke

Forged steel 391 crank with necessary machining

As stout as the FT crank is, in my opinion I would go for a SCAT stroker crank. The FT crank is going to need a TON of machining, and it isn't uncommon to have over a grand in it before it's even done.

Have you seen Barry R's website? Survival Motorsports Home Page He his a top tier FE guru, and carries EVERYTHING you would need. He also has no problem answering questions as well. A great guy.

Josh

May 8, 2010 | 11:27 PM

#35

pittmick

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I have a 390 with duals and a 4 barrell. Runs great, with tons of power. How much difference will there be if I put headers on? Is it worth it?

May 8, 2010 | 11:35 PM

#36

Bullitt390

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Quote:

Originally Posted by pittmick

I have a 390 with duals and a 4 barrell. Runs great, with tons of power. How much difference will there be if I put headers on? Is it worth it?

Definately worth it. The stock manifolds are turds in regards to flow and power.

Josh

May 9, 2010 | 01:54 AM

#37

CheeksMcDuke

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From: Bangor, WA

But I'm stubborn though.

Quote:

Originally Posted by Bullitt390

I would normally agree with you and I have seen Barry's R's site. I have spent long hours researching FE builds and building and tearing down and rebuilding the 390 that currently sits in my truck (I have a slightly obsessive nature) and would normally go the stroker route but I want something more old school. I wish Scat would start making a 3.78 Crank, that'd be nice. I'm not looking to really do anything the easy way because, unfortunately, I'm pretty stubborn when I make up my mind (I've also found that this is expensive lol). I found a website (DSC Motorsports - Part Details) that sells a converted 391 Crank for 775 and Flatlander Racing sells cross-bolted main conversions, or I'll just have some made. I'll build a stroker later. Hell I might even get an aftermarket block, bore it to 4.400 and build a monster,

boo-yah.

May 9, 2010 | 07:40 AM

#38

Bullitt390

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Quote:

Originally Posted by CheeksMcDuke

I found a website (DSC Motorsports - Part Details) that sells a converted 391 Crank for 775 and Flatlander Racing sells cross-bolted main conversions, or I'll just have some made.

Keep in mind, that while the snout is machined down and the keyway was re-indexed the crank will still need to be balanced which will require OVER 3 slugs of mallory (some take as much as 8!).

So you're looking at an additional $300-500 just for that ALONE!

The 391 cranks also weigh nearly 20 pounds more than a conventional 390 crank.

I can't remember if Dennis (DSC Motorsports, a good friend of mine) turns down the flange or not. That also needs to be modified and the pilot needs an adaptor for torque convertors. The snout also takes a larger bolt for the balancer, keep that in mind.

I'm not trying to talk you out of it, but it isn't a bolt in a go proposition. Besides that fact even Nascar when running the Tunnel Ports gave up on the forged steel 427 and 391 cranks and started using cast 332 and 390 cranks. They were lighter, just as strong and allowed over 1000 more RPM on the top end.

Josh