I was just reading something about valve shrouding of some modern fast burn chambers that have a shape similar the C0AE-D's,but what I was reading seemed to be implying that it was a good thing,I don't know if it was about high swirl or a quality of airflow versus quantity thing or what.The E6SE 5.0 HO heads had a similar chamber and were also trashed for their poor flow.I would imagine installing 2.09/1.65 valves without unshrouding would be even worse,what width did you have to open up around the valves to improve low?

I was going to ask if you still had interference fit adjusters or if you had swapped jam nut adjusters into the rockers,if still interference that may be the source of your needed adjustment.If you match marked your rocker and adjuster at the proper lash that might tell you if that's the case.It would give you a little reassurance about cam wear. 

As far as which heads would show up on a pickup engine back then,I would say just about any of them with the exception of 427/428CJ,I know I've seen all of the ones you listed as original equipment on those year pickup engines over the years.Including C7AE's. 

65,66 and 67 428's typically had the small pentroof valve covers either painted or chromed as did most other 390's and 352's.Some late 67's may have started switching over to PBF covers.FE's installed in Mercs in 65,66&67 usually had the tall pentroof Mercury embossed valve coves.The rounded Thunderbird embossed valve covers were typically found on ~62-64 FE's they were available in both painted and chromed versions,earlier ones looked similar to the Thunderbird embossed ones but were embossed Ford in block letters.There was also a similar round top cover embossed with mercury in block letters that was used on mercs during this time frame.The transition to the mini pentroofs may have been sometime during the 65 model year.There may have been some variation due to transition and Fords tendency to market engines back in the early 60's as Thunderbird specials,but the use of Thunderbird embossed valve covers was long done by the introduction of the 428 in 1966. The 65 and 66 PI's used painted 427 Pentroofs,65's painted gold,66's painted blue.

Back to the rationale for the close ratio,it was to minimize the rpm drops at shifts in an attempt to maintain the engine speed as close to peak power as possible which it did if you stretched the engine out in every gear before upshifting.That in itself tells you something about its expected use.

Does anyone know if the fuel line routing was changed for the 3/8 hipo application?

The previous response is spot on same routing,and while swapping to a larger preformed line is a piece of cake while the body is off frame,it is much more difficult with body on frame,it entails removing the driver side body mount bolts and loosening the passenger side bolts and jacking up the driver side of the body since it crosses over the frame rail twice.

Can somebody direct me to a site that lists all the parts that would come on the 360/352 that would be different than the standard 352.

I don't know of any site that lists the differences,but the old Hot Rod article was fairly accurate,a buddy of mine had a 60 sunliner 360 horse car that he bought from the 2nd owner that had owned it since 1962 he had been trying to get the car for years,anyway,when we disassembled the original motor we compared what we took off to another 1960 352 engine he had and to what the article said,and found that the oil pan,oil pump and pickup tube were different,also the harmonic balancer,the camshaft,lifters ,pushrods,rocker arms,cylinder heads,intake and exhaust manifolds,distributor,fuel pump,timing cover,and starter were all different.While the generator itself appeared to be the same as the standard engine the pulley was the large diameter hi po pulley as used on the later 390HP,406 and 427.The starter looked the same as the standard but the cable stud was clocked at a different position which was actually done by the drive end plate.The block had a B9AE casting number and we could find nothing unique about it except that oil pump passage seemed to be opened up a little but we weren't sure if it was factory.The crankshaft didn't seem to have any special attributes and the connecting rods were even the narrow beam rods,but we had heard the change to the wide beam rods was a mid year change and his car was pretty early.The oil pan had different baffles in it and while the main sump was the same depth as standard the slanted area behind it was a little deeper,the oil pump didn't have the extended relief valve passage like the later hi po pumps but it did have slightly bigger inlet and outlet holes than a standard pump.The timing cover looked similar to the earlier stamped steel timing covers but had a timing pointer to match the heavier harmonic balancer.The lifters, pushrods,and rocker assemblies all appeared to be the same as the 58 dumbell lifter pieces,and the fuel pump was the AC type with the remote mount cannister fuel filter.It also used a 6 blade fixed cooling fan similar to those used on the later Hi po's.From what I understand there were running changes thru the model year but this is what we observed on his car.He was able to document his car by being fortunate enough to find the build sheet behind one of the door panels.It had all the externally visible clues of a hi po car,3/8 fuel line,different starter cable routing,big brakes,big bearing 9 inch,shorty cast headers complete with original exhaust with muffler shop installed lakes plugs so we were fairly certain it was a real Hi po and then he found the build sheet and clinched it.