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Ford FE intake: Iron vs Aluminum?

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CrestonM View Drop Down
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Post Options Post Options   Thanks (1) Thanks(1)   Quote CrestonM Quote  Post ReplyReply Direct Link To This Post Topic: Ford FE intake: Iron vs Aluminum?
    Posted: 16 Dec 2022 at 6:25pm
Will do! Christmas and other stuff going on right now kinda has me sidetracked for a bit, but I'll update as I go.
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Ed (Ont) View Drop Down
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Ed (Ont) Quote  Post ReplyReply Direct Link To This Post Posted: 10 Dec 2022 at 8:45am
Let us know what you end up doing. Should make a nice little work truck for you.Smile
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Ed (Ont) Quote  Post ReplyReply Direct Link To This Post Posted: 04 Dec 2022 at 9:26pm
If you are using that intake you will need an adaptor plate to use Quadrajet style carb (small primaries and big secondaries). Those adaptors are maybe an inch thick or a bit less. You have lots of room on a truck so should have lots of hood room. The extra height will give you a few extra ponies on the dyno so a win win deal. Holley square bore will bolt right on.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote PaulB Quote  Post ReplyReply Direct Link To This Post Posted: 02 Dec 2022 at 12:56pm
Those Dual Port 360 manifolds were supposedly the thing for fuel economy for light driving and still give flow when you stomp on it. They came out after the Arab oil embargos of the late 70s early 80s. The small ports were for the primary barrels. I put one on my 75 P/U with a Thermoquad on it.
If it was fun to pull in LOW gear, I could have a John Deere.
If you can't make it GO... make it SHINY
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Post Options Post Options   Thanks (0) Thanks(0)   Quote injpumpEd Quote  Post ReplyReply Direct Link To This Post Posted: 02 Dec 2022 at 7:47am
rear opening is for earlier FE engines, that used a road draft tube for crankcase ventilation. They also used the tube oil fill in front like pictured. The tube can be removed and a plug installed, and a block off plate put on the rear opening. The FE went through a lot of minor changes in it's multi decade run. 
210 "too hot to farm" puller, part of the "insane pumpkin posse". Owner of Guenther Heritage Diesel, specializing in fuel injection systems on heritage era tractors. stock rebuilds to all out pullers!
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Post Options Post Options   Thanks (0) Thanks(0)   Quote IBWD MIke Quote  Post ReplyReply Direct Link To This Post Posted: 02 Dec 2022 at 7:45am
Creston, is that a 'dual port' manifold? They had a divider in the runners. I believe the thinking was to keep the velocity high. Kind of unique. That would make a good intake for what you're doing. Ford buddy of mine growing up had one on a 429 C.J. He also had a 427 tunnel port that I drooled on a time or two. He still has the 429, it's in a '70 Torino Cobra. The tunnel port is long since gone.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote plummerscarin Quote  Post ReplyReply Direct Link To This Post Posted: 01 Dec 2022 at 6:52pm
Yes thermostat is in the front facing forward with an L shaped housing. In photos I've seen the tube is the oil fill. My cast iron manifold for the 68 does not have this fill tube. The Offy dual quad I have has the opening for a fill tube but I don't have the tube. The big opening in the back opens directly to the lifter valley. I don't know what would go there and I can't find literature that shows it. That's why I made the block off plate
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Thad in AR. Quote  Post ReplyReply Direct Link To This Post Posted: 01 Dec 2022 at 6:17pm
Does it still have the thermostat location on the front?
I’m just wondering if that’s some kind of marine setup?
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Post Options Post Options   Thanks (0) Thanks(0)   Quote plummerscarin Quote  Post ReplyReply Direct Link To This Post Posted: 01 Dec 2022 at 11:54am
Most definitely an FE intake. I have the dual quad version of that. I made a block off plate for the rear opening as the oil fill is in the valve cover. Mine does not have the tube in front
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Post Options Post Options   Thanks (0) Thanks(0)   Quote CrestonM Quote  Post ReplyReply Direct Link To This Post Posted: 01 Dec 2022 at 9:23am
Could someone tell me what the tube coming out of the right front of the manifold is for? None of the new ones I’ve seen have that. At first I thought an oil fill tube but since I haven’t had my manifold off yet, I don’t know where it would lead to if that’s the case.
Also, why is there a notch machined out of the divider between the plenums?
Last question…there is a hole at the back end of manifold with two bolt holes. No other FE manifold I’ve seen has had that hole. Looks like where the thermostat housing would go on a GM. Since GM has the distributor at the opposite end of the thermostat, could it be possible this isn’t an FE intake?


Edited by CrestonM - 01 Dec 2022 at 9:30am
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Ed (Ont) View Drop Down
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Ed (Ont) Quote  Post ReplyReply Direct Link To This Post Posted: 01 Dec 2022 at 7:21am
I have never used Offenhauser intake but have certainly heard lots about them.  I would go for it. Vintage on vintage. Makes for great stories in the shop. Smile
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Post Options Post Options   Thanks (0) Thanks(0)   Quote CrestonM Quote  Post ReplyReply Direct Link To This Post Posted: 30 Nov 2022 at 10:54pm
Originally posted by Ed (Ont) Ed (Ont) wrote:

Get whatever carb you want. Lots of choice there but stick to vacuum secondary for your application!!!!

Will do!
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Post Options Post Options   Thanks (0) Thanks(0)   Quote CrestonM Quote  Post ReplyReply Direct Link To This Post Posted: 30 Nov 2022 at 10:53pm
Originally posted by injpumpEd injpumpEd wrote:

Originally posted by tadams(OH) tadams(OH) wrote:


 Make sure the 4 barrel carb has the stuff for the kick down from the transmission to attach to, my son put a 4 barrel on my 1975 and it didn't have the brackets for the kick down. It's not problem for me because I don't need any extra for pulling.


There's likely enough used manifolds out there for an FE that you shouldn't have to buy new. Edelbrock, Weiand, Holley, Offenhauser all offered a nice dual plane street manifold for the FE.

Suppose a guy found a like-new Offenhauser for slightly less than the price of a new Edelbrock. Both dual plane aluminum intakes. Is there an advantage to one over the other? Or with the Offenhauser are you just paying for a name?
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Ed (Ont) Quote  Post ReplyReply Direct Link To This Post Posted: 30 Nov 2022 at 5:29pm
Get whatever carb you want. Lots of choice there but stick to vacuum secondary for your application!!!!
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Post Options Post Options   Thanks (0) Thanks(0)   Quote injpumpEd Quote  Post ReplyReply Direct Link To This Post Posted: 30 Nov 2022 at 5:22pm
Originally posted by tadams(OH) tadams(OH) wrote:

 Make sure the 4 barrel carb has the stuff for the kick down from the transmission to attach to, my son put a 4 barrel on my 1975 and it didn't have the brackets for the kick down. It's not problem for me because I don't need any extra for pulling.

No kickdown linkage needed with manual trans. There's likely enough used manifolds out there for an FE that you shouldn't have to buy new. Edelbrock, Weiand, Holley, Offenhauser all offered a nice dual plane street manifold for the FE. The AFB Edelbrock carbs would probably work just fine, in 600 cfm, (1406?), though I do prefer Holley style carbs. I'd look into getting a carb from Riley's Rebuilds if I was looking to get an AFB. Put a nice mild hyd cam in it, and time it with cam advanced, it will run like gang busters. The 4.11 might not be a bad thing since this is a 250 with 16" tires. I've forgotten more about FE's than I remember lol! Still have one in my 67 Mustang!
210 "too hot to farm" puller, part of the "insane pumpkin posse". Owner of Guenther Heritage Diesel, specializing in fuel injection systems on heritage era tractors. stock rebuilds to all out pullers!
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Ed (Ont) View Drop Down
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Ed (Ont) Quote  Post ReplyReply Direct Link To This Post Posted: 30 Nov 2022 at 5:03pm
I had a few vehicles with Q-jets. Worked very well in all conditions. Had a 77 Gm pickup that we plowed snow with in all kinds of severe weather. Never missed a beat, started and ran well always. Never had any vapour locks. Neat thing about them the rear throttle plates were mechanical but the top plates were vacuum. As they started opening then the extra air/fuel was added. GM engineers knew what they were doing. Smile
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Post Options Post Options   Thanks (0) Thanks(0)   Quote NEVER green Quote  Post ReplyReply Direct Link To This Post Posted: 30 Nov 2022 at 3:24pm
  I have heard the Q- jets main down fall is they vapor lock because they dont have big enough fuel bowls, did you ever have that issue?
2-8050 1-7080 6080 D-19 modelE & A 7040   R50       
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Steve in NJ Quote  Post ReplyReply Direct Link To This Post Posted: 30 Nov 2022 at 11:31am
The engineers at Rochester had their thinking caps on wit' that one! Experimenting over the years with that particular Carburetor used with a one inch Carb spacer for a little more plenum area, netted great results on a lot of different engines that I worked on in mileage as well as torque & power.  With some Carb tuning secrets from Val Headworth, a little jetting, a little timing and hold on!   LOL!
Steve@B&B
39'RC, 43'WC, 48'B, 49'G, 50'WF, 65 Big 10, 67'B-110, 75'716H, 2-620's, & a Motorhead wife
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Post Options Post Options   Thanks (0) Thanks(0)   Quote darrel in ND Quote  Post ReplyReply Direct Link To This Post Posted: 29 Nov 2022 at 2:50pm
Very interesting stuff, Steve. Guess that after reading that, my adapting a Q jet to my ford wasn't the dumbest idea I ever had. I had excellent results with it. Thanks. Darrel
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Steve in NJ Quote  Post ReplyReply Direct Link To This Post Posted: 29 Nov 2022 at 2:33pm
Okay, so everybody has their own opinion on this so I'll give you my experience with this stuff being I've been a hotrodder for 60+ years and still into it. Four barrels are much better than two barrels on larger engines because of better fuel mix or charge to each cylinder. Also, a lot has to do with the intake manifold used as Ed mentioned. Being I'm a Chevy guy, I always worked on the Carter AFB's & Q-jets although I have some Fords in my corral as well and worked on many Holleys and Autolites over the years when I had the Auto repair shop. The Q-jet always took a bad rap all the time (like the Powerglide trans) because if you weren't used to working on that particular Carb, you had problems. That Carb is one of the best designed Carbs ever made in my opinion. In front, you have the small throttle blades for low speed driving and excellent mileage. Out back, (depending on the cfm size) you had two trash can lids for secondaries. Set up correctly, when you stuck your big toe into those secondaries, with the engine set up right, you wouldn't need seat belts cause the crack of yer' ass is mashed in the seat! The problem with the Q-jet is it's not real easy to adapt to some applications without some fabricating. I actually adapted a Q-jet to a Dodge Police cruiser and it worked great. But, that's another story.

Now, let's talk about Holleys. Personally, I hate Holleys for the street. Not because they aren't a good performance Carburetor, its because of other stupid issues they have like metering block gaskets leaking puddling up fuel in the intake manifold. Nice setup for a fire if you aren't aware or didn't lift the hood, if the car or truck sat for a while before you got your butt in it to take it for a ride or use it for chores. I ran Holleys on my Drag car for a while and they worked well. Lots of adjustability for racing, till I moved to Hilborn Injection which is a whole other thing. If you had a Holley on your street car that was a tick on the lean side, or if the electric choke kicked off a little to soon and it popped back through the Carb, (one of the guys mentioned blowing out power valves) Yup! another PIA!  Remove the right lower screw, drain the fuel bowl, change out the power valve AND metering block gasket. (again)

The Edelbrock carb is an upgraded Carter AFB. They're simple, quite easy to work on, & work quite well on pretty much anything, BUT you do have to "dial" them in. Edelbrock's design in the metering rod department made them even easier to work on along with a lot of new bracketry they came up with to hook to the trans. Just like our Tractors, all engines are different, so it's rare you get a "drop on" outta' the box Carb.  Two of my hotrods have Edelbrocks on them along with their intakes, and with a little "dialing in" they work sweet. I did try a Demon Carburetor on Jo Jo's 55' T-bird, and being that was a little bit different and a newer design to me, once I learned how to adjust it by reading the booklet, (similar to others) it's worked flawlessly on the stock 292. 

Sooo, after all of that, I would say for your application Creston, I would call Edelbrock tech, tell them exactly what you have,  and ask them what they recommend for your application. They did all the R&D and dyno work for all of us, for all combinations. They would be the one's to ask as far as induction is concerned. Dual exhaust is also a plus in most applications, but they can also probably can steer you in the right direction in that department too, along with what to run for exhaust and camshaft profile....... Good luck man!  Hope this project works great for ya!
Steve@B&B 
39'RC, 43'WC, 48'B, 49'G, 50'WF, 65 Big 10, 67'B-110, 75'716H, 2-620's, & a Motorhead wife
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Post Options Post Options   Thanks (0) Thanks(0)   Quote AC7060IL Quote  Post ReplyReply Direct Link To This Post Posted: 29 Nov 2022 at 7:47am
Mopars used a cross over exhaust too. Yes per an earlier post about fuel atomization, plus it assisted with quicker release of automatic chokes.
I don’t know about Ford’s cross-over, but the mopars had a tendency to “carbon close” as passage was narrow where head connected to intake. They’d carbon close so tight that a hammer & chisel would be required to clean them open.

Edited by AC7060IL - 29 Nov 2022 at 7:47am
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Thad in AR. Quote  Post ReplyReply Direct Link To This Post Posted: 29 Nov 2022 at 2:03am
Sorry I was thinking exhaust pipe.
They make gas kits that block this off. If you buy an aluminum intake you can weld the ports shut.
I’ve made block off out of heavy tin before.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote CrestonM Quote  Post ReplyReply Direct Link To This Post Posted: 28 Nov 2022 at 10:09pm
Originally posted by Thad in AR. Thad in AR. wrote:

Originally posted by CrestonM CrestonM wrote:

Well, overloaded is a pretty accurate word, but I think I’m slowly getting it figured out. One thing I’m still thinking of is the exhaust crossover. Can someone explain what that is? I read about it on Ford forums and some people delete it, but I don’t know what it is.

Don’t know of an exhaust crossover on fe motors??
The y-blocks had a cross over.
Where is it located?
That's what I don't know. I read about it several places. This link is what came up first after searching "Ford FE Exhaust Crossover". All the sites say to block them off if using an aluminum intake, but thought I'd ask here. 
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Post Options Post Options   Thanks (0) Thanks(0)   Quote DMiller Quote  Post ReplyReply Direct Link To This Post Posted: 28 Nov 2022 at 5:05pm
FE series did not have, EGR was Ported of a Ex Manifold on later model installs.  X-over was a easy source of heat to vaporize mixture for better combustion, GM used it for decades. 
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Thad in AR. Quote  Post ReplyReply Direct Link To This Post Posted: 28 Nov 2022 at 4:45pm
Originally posted by CrestonM CrestonM wrote:

Well, overloaded is a pretty accurate word, but I think I’m slowly getting it figured out. One thing I’m still thinking of is the exhaust crossover. Can someone explain what that is? I read about it on Ford forums and some people delete it, but I don’t know what it is.

Don’t know of an exhaust crossover on fe motors??
The y-blocks had a cross over.
Where is it located?
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Post Options Post Options   Thanks (1) Thanks(1)   Quote CrestonM Quote  Post ReplyReply Direct Link To This Post Posted: 28 Nov 2022 at 4:15pm
Well, overloaded is a pretty accurate word, but I think I’m slowly getting it figured out. One thing I’m still thinking of is the exhaust crossover. Can someone explain what that is? I read about it on Ford forums and some people delete it, but I don’t know what it is.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Ed (Ont) Quote  Post ReplyReply Direct Link To This Post Posted: 27 Nov 2022 at 3:15pm
Originally posted by Thad in AR. Thad in AR. wrote:

Originally posted by Ed (Ont) Ed (Ont) wrote:

[QUOTE=Thad in AR.]You’ll see absolutely no gains of a 4 barrel at low rpm.
Edelbrocks are known for a dead spot. It can be remedied but takes time and money.
Machine shop is supposed to get back with me again early next week.
He thinks he has a crank, pistons clock and 4 barrel intake. I didn’t ask what the intake was?
That is correct Thad. And they are not supposed to and no one is claiming that. The vacuum sec carb runs on the two front barrels only until the rears are pulled open as needed at higher rpm only. That is beauty of the Holley vacuum 4 barrel.

I raced Stock cars for 34 years. I got to know a little about Holley carbs.
I’ve also owned over 75 Ford Fe engines in various trucks and learned a little about them along the way.
Not trying to be a smart Alec.

Yes and I did not say or infer that. Just trying to help Creston make a decision but I think he is overloaded now. Smile My first car was 1959 Ford with that engine (332 cu in). It had 2 barrel carb but I can't remember which carb. I put a 4 barrel intake and small Holley vacuum sec.4 barrel on it. Drove it for several years. Really worked nice.


Edited by Ed (Ont) - 28 Nov 2022 at 8:04am
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Thad in AR. Quote  Post ReplyReply Direct Link To This Post Posted: 27 Nov 2022 at 12:53pm
Originally posted by Ed (Ont) Ed (Ont) wrote:

[QUOTE=Thad in AR.]You’ll see absolutely no gains of a 4 barrel at low rpm.
Edelbrocks are known for a dead spot. It can be remedied but takes time and money.
Machine shop is supposed to get back with me again early next week.
He thinks he has a crank, pistons clock and 4 barrel intake. I didn’t ask what the intake was?
That is correct Thad. And they are not supposed to and no one is claiming that. The vacuum sec carb runs on the two front barrels only until the rears are pulled open as needed at higher rpm only. That is beauty of the Holley vacuum 4 barrel.

I raced Stock cars for 34 years. I got to know a little about Holley carbs.
I’ve also owned over 75 Ford Fe engines in various trucks and learned a little about them along the way.
Not trying to be a smart Alec.
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Ed (Ont) Quote  Post ReplyReply Direct Link To This Post Posted: 27 Nov 2022 at 9:10am
Creston check out part number 0-80783C at Summit. That is 650 cfm 4150 series carb. That is their classic performance carb. $643. That carb has some significant advantages over the 1850. Dual fuel inlets, adjustable floats front and rear and small window in float bowl so you can see fuel level, electric or manual choke. 650 would be a good size for almost 400 cid. Or if you want more same unit is available in 750 cfm for less money. I guess they sell more of those. 
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Post Options Post Options   Thanks (0) Thanks(0)   Quote AC7060IL Quote  Post ReplyReply Direct Link To This Post Posted: 27 Nov 2022 at 8:36am
Creston, I think it’s awesome that your restoring an antique pickup. Like most items manufactured during that era, they hold some great craftsmanship. Congratulations!
Today’s technologies are more abundant, but may not always be quality oriented. Is product built in USA? Mexico? China? How does product reviews rate?

In my past restoration projects, I’ve had the most rewarding results/ satisfaction when I call the companies (like the ones you’re listied/interested in possibly purchasing their products) and visit with their technical support people.
Communicate every detail about your 1965 f250’s original equipment, your build ideas, and then allow them an opportunity to respond.

Allow them multiple visits. Welcome follow up about additional questions/concerns. Also accept multiple representatives to voice their perspectives, not just one person.

Through the process it usually becomes vividly apparent which company to work with & which of their products to use.

Best of luck. If possible, please share some photos ~ before/during/after.
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