The Nickel in higher quantity at a certain point becomes a bad thing. Meaning it's totally bogus on "high nickel" I use a lower nickel rod in certain areas of the block when welding but its for a "softer" weld. 29/50071-2this X only pertains if it's upside down LOL It shows up on any sort of Ford casting, even Model T Ford blocks. If you hear someone claim that their block is "high nickel" you can be sure of one thing - that guy has no clue what he is talking about.ġ915 Model T Ford touring Black of course!ġ968 Cougar W code 427 GT-E Madras Blue / Turquoise interiorġ968 Cougar GTE 427 Augusta Green / Saddle Nickel content in a higher than normal amount is not desirable for cast iron cylinder blocks. I know from experience that F, G and H were 427 cores. Those blocks might have been used for industrial and marine engines, but they were also used to make up replacement automotive short blocks for warranty and service. CX appears on 428 blocks made after car production stopped. The C seems to have been used if the block had 428 cylinder cores. In the foundry those marks on the rear bulkhead were used to indicate cylinder core thickness content of the block. The CX scratched into the sand core on the rear bulkhead of FE blocks is another matter. JerryIt shows up on any sort of Ford casting, even Model T Ford blocks. I read this in book about Ford block ID, wich also stated CX to be industrial use block. Not a bad thing, just something that often gets overlooked.Not a expert on FE. I agree, the 0.040" pistons (or possibly the rods) must have been quite a bit different in weight than the originals, requiring the re-balance job. The 428 (and 410) was externally balanced, but with the 3.98" stroke it is easy to identify the difference. That is a 390 crank and as such is internally balanced. "the stroke measures just under 3.8" - that is all you need to know. I am sure someone will jump my shit and say they have a 390 punched out 0.080", but blocks that can take that are few and far between and don't last long bored to that level without additional support such as hard block, hence the need for a sonic check. There are very few that were missed although it is very common for 68's and 69's to be stamped on the rear of teh drivers side head instead of the block surface. Please get some one to sonic check it and see exactly were the wall thicknesses are at if another bore job is needed. Almost all cars had the VINs stamped because it was required by law starting that year. 0.050" is typically max on a 390 since the FE motor pioneered thin wall casting techniques and Ford fought core shift problems with the new processes during the FE's entire production run. I would be more concerned about the 0.040" boring job if it is in need of another cleanup. Not a bad thing, just something that often gets overlooked. The long stroke 428 (and 410) was the only externally balanced FE, but with the 3.98" stroke it is easy to identify the difference. Is it normal to have that much rebalancing? The crank measures stock diameters on the journals. I read on here that the 390 FE is internally balanced. My question is that I see a lot of welding on the balance holes and cheeks of the crank. Obviously given the over bore the engine has been gotten into sometime in the past. So everything seems to add up matching the VIN that said that it is a 390. The heads are casting C6AER, the block is casting C6ME- and the heads and block are all date coded 5L13 which I see translates into late Nov 1965 castings. The bore measures 0.040 over the 4.05 spec, Pistons are stamped 040, the stroke measures just under 3.8" and the crank is stamped 2U which I have read means a stock 390 crank. I have been reading all I can find on here about FE's and I think I have most of it figured out. I have a '55 F100 that I was thinking of putting it into. I have a 390 FE out of a '66 Thunderbird that I am tearing down to see what condition it is in.
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