Some late ‘63 and ALL ‘64 non-427 FE blocks have those extra webs and cross bolt bosses.  All of those are two bolt motor mount blocks as Gene stated.  The later blocks with no cross bolt bosses and four bolt mounts are also two-web mains.  I’m not sure what they were thinking……..(Ford that is).  Those “extra web” blocks are not exactly like 427s.  There is one main on each side that only has two webs, and the thickness of the webs, and the overall thickness of the main bulkhead is not as beefy as a 427 or a 3-webbed 406.  They are also not as “heavy duty” as a CJ or 105 three webbed block.  I would have to believe that they are still a little bit stronger than a “regular” two webbed block, which were made before and after the 63-64 run of those different style mains in non-427 blocks.

They are not any thicker in the cylinder walls than any other 390 you will find.  I do like those blocks.  I am building a small cube twin turbo engine for a ‘64 Galaxie with one of them.  I have always been impressed with all FE parts that come from the 63-64 years.  I think the company must have been in a good position then.  427s came, High Risers came, and Cammers got designed during that time.  My opinion is that they were more interested in making a good product then.  Something happened  “upstairs” by ‘65.  Yes, they continued to innovate and make neat stuff, but it was all done cheaper and thinner from ‘65 on. 

Side comment…….there were some ‘63 HP 427 blocks that were cast thicker everywhere.  You won’t really notice it unless you see one right beside another ‘63 block, but the head bolt bosses, mains, and cylinders are all thicker.  Some HP 406 blocks are also thick “everywhere”.  Some 406s are the same cylinder bore cores as 427s, but not all 406s are like that.  They did all kinds of stuff.  I wish we had a diary from someone who was in on the thought processes.

So as of about three weeks ago…..Blair Patrick Enterprises is the only distributor of BBM heads.  We are now handling all BBM head sales.  I get all of the castings, handle all technical questions, do all finish work, and handle shipping to customers.  I did a total redesign of the intake and exhaust ports, and made some improvement to the already very good chamber he had.  The new castings have C8OE-BP casting ID.  The heads are very good.  I offer five different combinations.  The base combo is a CNC clean-up intake port and as-cast exhaust and chamber.  That version with 2.200/1.665 valves will flow 340/240(pipe) out of the box.  The .500 lift flow on the base 2.200 head is 315 cfm. Various versions flow more and less depending on the valve sizes.  A 2.250/1.680 with full CNC job will flow 320+ at .500 and 360 -ish at .800.  CNC exhaust will flow 265-270 with a 2x6 pipe.  Intake valve options 2.100, 2.200, 2.220, and 2.250.  Exhaust valve options are 1.625, 1.665, and 1.680.  I have versions with different prep for enhanced low and mid lift flow, and versions for high lift flow with extremely large cams.  I have six go-to spring packages depending on cam being used, so you don’t have to buy heads and then re-buy a spring package. Beehive, conical, and high end solid roller dual springs.  These are all combos I have used and I know they work.  Cam/lifter/spring packages are available. 


First 15 pairs sold.  20 pairs being cut now.  10 pairs of the second run spoken for.  25 more pairs of castings should be in my hands in the next 2-3 weeks.  The supply looks to be steady for the near future. 

This is one of those public service announcements, so no pricing discussed here.  I just saw this thread and thought I would share the info.  I have a new dedicated phone number for BBM heads and other parts sales.  423-802- two four seven two.  If I don’t answer it, you can text or leave a message on that number. Best chance to get me is between 8:15 AM and 10:15 AM Central M-F.

Hopefully Mr. Jay won’t deem this post inappropriate.  If we can help you guys, let me know.

Thanks,

BP

We have CNC ported 6005 Edelbrock heads in process.  2.200/1.660 valves.  $2500 ready for springs.

If interested, respond to captcj at hughes dot net.  Thanks

Yep, I did post that, but I had forgotten it.  There was 35 difference between my best in testing and my average at the contest, and that is how that stuff goes, otherwise they could just have mail-in dyno contests, or maybe mail-in time slips and then randomly draw to see who we race, LOL.  That would be about as accurate as our elections!  I had better go to work....... lots to do today.

I have 620 rolling around in my head, but we'll see.  I can't help but just laugh out loud at Lykin's comment about an "averagely generous" dyno.  Typical.  If your piece is good, then, of course, my dyno is wrong.  For any who care, I went to great length to verify my equipment.  While all dynos are different, I took a 715 hp street engine up to Bischoff's and spent a day on it.  We unhooked it and drove straight home and put it on mine.  The DePac system I have has provision to create formulas to make adjustments separate from normal weather correction, which I also have.  We tuned my data to match the results from Tony's Superflow, and it is within 2-3 hp of his dyno throughout the range.  We tuned for Engine Masters on Tony's dyno, and we didn't see a significant difference between his and the JE Pistons facility used for EMC.  Many folks thought that dyno gave low numbers.  I have run many engines at BES.  I know their dyno is as "right" as they get, so I adjusted to match it. 

There are many, many factors that can contribute to differences between facilities.  Numbers are just numbers.  The machine is a tool, but I did need to get an accurate baseline to compare new stuff to my old data.  Proof for the customer is in the seat of the pants, and the ET slip.

I don't come on here very much anymore, because as soon as the opportunity arises, there are comments such as the "averagely generous" to take a shot at our results before we even fire the engine.  It sure is easy to belittle someone's effort by always dropping hints that the data is wrong.

We did our best to build Joe a good piece with a few changes, and most of the parts he already had.  I hope we did good for him.  We'll know tomorrow if the creek don't rise!

Comments deleted.  Censorship for some and not for others seems to be the new American way.  Incomplete information is sometimes worse than no information.

1) Lunati #40599.  .643/.668 lift, 256/264@.050 on a 108.
     New in the box.   $150+ship **SOLD**

2) Comp 282S cam and lifter kit.  Been here a LONG time. 
     New in the box.  Price reduced $150+ship **SOLD**

3) Bullet custom flat tappet from way back when we went to
     Engine Masters in 2006.  I tried three cams in that engine. 
     Same lobes, different separation.  This one is on a 112
     and was broken in, and has dyno time only.  Lift .628/.641,
     243/247@.050.  272/276 advertised. No lifters
     $75+ship.   **SOLD**

 captcj at hughes dot net
Thanks

I have a nearly new, unmolested, Edelbrock Performer manifold for sale.  $200 plus ship.  captcj at hughes dot net.

Also have a used Comp hyd flat tappet cam. XE262H with Comp lifters.  This has approximately 200 miles on it.  Cam and lifters made it through the break-in, and lifters are in order. I still would put some moly on it but it has already made the hurdle in my opinion.  Cam and lifters  $125 plus ship.

*Comp 926 springs and matching retainers from above cam.  $65

Thanks