According to my book's it's a 68 std, 360,390 or 428 std with air.
Jon

 

Jon,
Are there any other #'s that I can find on the heads or block that would narrow that down a bit. And when you say std, does that mean a standard as manual transmission or standard as in basic run of the mill. Thanks.

Zoli

 

Zoli, the only other#s on the head are the date casting #s that I know of. So if you see something like this 8C13 that would translate into March 13th 1968. And standard I was refering to is non-hi perf. Jon

 

C8AE-H heads were used on 1968 - 1971 360, 390 and 428 passenger car and light truck FE engines. Most FE's have the 352 marking on the left front cylinder block casting including both of my '68 427 side oilers.

The date says it is a 1968 model year item. To learn what you have measure the bore and stroke. There is no other way that's accurate. All the written casting number charts I have seen are utter bull$hit.

 

I was at an old local yunkyard saturday and was looking around in some of the busses they have scattered about and found 3 busses full of heads. I saw alot of sbf sbc and 385 heads as well as a few bbc heads. I didn't spend any time looking but I'll bet there are some good castings in there if you dig for them. I was wondering which heads are the good ones. Are the hp fe heads the ones with the 3 bolts per exhaust port? This is the same bone yard where I found my console (69) in the rafters and paid 20 bucks for it uncracked and all there including the mounts.
John

 

4 bolts per port on the 390gt and 428cj. C8OE-N on the cj heads

 

Thanks Jim, thats something to look for on the next trip....lol
John

 

390GT heads have 14 bolts on the exhaust side, 428CJ heads have 16 bolt holes on the exhaust side.

390 GT heads are not any different from 390-2V heads. Casting numbers can be C6AE-U, C6AE-R, C7AE-A, C7AE-L, C7AE- (nothing), C8AE-H and a few others. These same casting numbers also appear on 390 2V and 4V engines with 8 bolt exhaust pattern.

428CJ heads started 1968 model year with the same 14 bolt pattern and casting number C8AE-J. Around January 1968 production was changed to use the new CJ exhaust manifold that had a 16 bolt pattern. At that time a new head casting came out, C80E 6090-N which was also drilled with 16 exhaust bolt holes.

GTE's with the 427 engine used C8AE -J and C80E 6090-N heads drilled for 14 bolt pattern.

C8AE-J and C80E 6090-N heads were also used as service replacement for 1963-65 427 Low Riser and in this application were drilled with 8 bolt exhaust pattern.

Any post - 1966 FE head casting can be drilled for 14 or 16 bolt exhaust pattern and many have over the years so the exhaust pattern by itself doesn't mean anything.

 

Royce,
With all those numbers & specs, and especially since you said that the 390GT heads are no different than the 390-2V heads, what's special about the 428 heads?

Also, since the 390 heads are identical, did they get more horsepower out of the 390GT because of the exhaust manifolds or just because they slapped a 4 barrel carb on top of it? I heard a ways back that if you have a 390 motor, put 352 heads on it and that's a psuedo 428 combination. Thanks
Zoli

 

The 390 GT used a little better camshaft and slightly stiffer valve springs. It also had different pistons for more compression.

427 and 428 CJ heads C8AE-J and C80E 6090-N have bigger valves 2.09 / 1.66 and better exhaust ports plus more intake port volume.

With good Edelbrock aluminum heads available for the 390 there is no good reason to mess with junkyard tricks from the 1980's. Unless you can port heads and own your own valve grinding, seat installation and guide reaming tools the Edelbrock heads will make more power and be cheaper plus 40 pounds lighter.

428 CJ heads are notorious for cracking and rapid valve seat wear. I purchased three sets of heads to find two usable cores for my CJ.

I purchased four C8AE-J heads to get two usable ones.

 

Good head knowledge Royce. I better have my T's heads checked for cracks before the machine work. Maybe edelbrocks are the way to go

 

Jim,
I had the green GTE engine totally stock at first with C80E 6090-N heads and 390GT exhaust. You would not believe the difference Edelbrock heads made.

 

So staying on that subject Royce,
In restoring my XR7-G, if I were to consider the Edlebrock heads for my S-code 390, should I stay with the factory exhaust manifolds or do they restrict the benefit of the heads? I used to have headers on my last G & I don't care to have them in there this time because it's so freakin tight in there plus my original headers hung very low. Any help would be appreciated. Thanks.
Zoli

 

You might consider using the Edelbrock heads with 428CJ exhaust manifolds. Paint then blue and no one would ever notice.

 

There are a couple of CJ manifold sets available on EBAY and both are 69-70 sets. I would assume that genuine 68 CJ manifolds are much more rare because of the production #'s. Do I have to stay with 68 manifolds and if yes, what are the casting #'s (so I don't get ripped off) or can I use the 69-70 manifolds. As always. Thanks.

Zoli

 

Zoli
In order for you to use the cj manifolds your still going to have to come up with either the 14 hole or 16 hole(cj) bolt pattern to use those, or have them drilled and tapped like Royce said earlier. I know the GT manifolds and the cj manifolds are really close,as a matter of fact I think one is the same. Can't remember which side. But let our man Royce confirm this, I've been out of the FE thing for quite awhile........ Jon

 

There is one bolt hole to drill and tap on each GT head to be able to use CJ manifolds on GT heads.

CJ manifolds bolt up to Edelbrock heads with no mods.

The CJ manifolds are worth maybe 20HP over 390GT manifolds.

Whatever year CJ manifolds are used need an H pipe for that model year, there is one type for 68-69 and another for the 1970 units. If you get C8 castings for both sides the '68 H pipe fits. The D0 castings are rare and sought after by the Mustang boys, you are not likely to get a set of those by accident.

 

Royce,

If installing the Edelbrock Alu heads on an FE engine - with the extremely limited access space around a FE in a Cougar, what do you think the risk is of messing up the softer alu spark plug threads when changing the plugs ? I find this task extremely dificult at the back of the engine.

Martin

 

It should not be a problem. I have Edelbrock heads on the green GTE. They use the Autolite 3924 which is a gasketed long reach plug. Like any FE plug you use a short piece of rubber hose to thread the plugs in until snug, then use a plug socket and 3/8" breaker bar to tighten. It is not a problem.

 

Martin The plugs are easy to change if you go under the master cylinder from side of car for rearward one. I also use a piece of hose on plug to start threads. I usually can get the three from frt