Thanks guys.
Here's a copy and paste from another forum I'm on. Describes how I would like this 410 to run--like my buddys old Cyclone.
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Back in the late '80s early '90s, a buddy had a '67 Cyclone GT390/Top Loader 4 speed car that he had built a 428 for. It was a non-CJ engine. He did a bunch of port work (never ported a set of heads ever), polished the chambers, installed CJ valves, ran a Crane 222/234 @ .050 114 lobe sep. and mid .500s lift, Hooker Super Comp headers, STOCK intake and I believe a 750 Holley. I think it had 3.25 gears and traction loc.
That thing had so much low RPM torque it was incredible. It ran hard. Now I don't know if it was because of his porting or in spite of it but the thing ran great. Maybe he just stumbled upon the right combination of parts. Laughing
I'd kinda like to duplicate that engines performance with this 410 build.
Back in the same time frame, I had a '68 Cougar GT390/C6 car that I'd built a passenger car 428 for using Edelbrock heads, Performer RPM intake, SFT Comp Cam 252/260 @.050 108 LS and right around .600 lift. The C6 was built, 3000 stall, 3.89 traction loc in the 9". That thing ran awesome but it was a different kind of power. Wasn't as fun to drive around as my buddys Cycone. But, when you punched it, hang on. lol. With the stock street tires, you could take off from a stop with the trans in "D" and the thing would go through the gear smoking both rears just about as long as you wanted to stay in it. Cool
Sorry for the long winded post. Just wanted to share a couple very fond memories. Very Happy
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The 410 will be going in a 1989 F-150 short bed 2wd. It will be a daily driver. The engine coming out is a 300 6.
C-6, 8.8 with I believe 3.08s, weight probably 3800-4000 pounds.
Looking for an abundance of low RPM torque, responsive throttle input, but would like it to pull strongly to 5000-5500 or so, or at least not fall flat up there. You know,,,a fun street engine.
Some people might question my choice of engine for this application. "Why don't you swap in a 351W with a stroker kit. Lighter, cheaper to build, multiple aftermarket cylinder heads to choose from and you wouldn't have to change the transmission."
My answer: Because I want an FE.
Most of my experience has been with 460s. In fact I'm screwing together a 521 for my '74 Cougar here shortly. But, I've always dug FEs. They are what put Ford on the map in the glory days of the Total Performance era.
Anyway, getting off track here a little.
I do have a set of bare C6AE-Rs I could do up....