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The Ford FE engine was Ford's big block V8 engine range sold in the North American market between 1958 and 1976. It replaced the Ford Y-block engine and in turn was replaced by the Ford 385 engine series. Some claim the name means 'Ford-Edsel', while others insist the name meant simply 'Ford Engine'.
A related engine, the Ford FT engine, was used in medium and heavy trucks from 1964 through 1978.
Usage
FE series engines powered most full-size Fords, some mid-size and performance models, and many Mercuries from 1958 until 1971, and pickup trucks from 1965 through 1976.
Specific models that used FE engines include the later, large-engined AC Cobra, high-performance Ford Mustangs between 1968 and 1970, many Ford Galaxies including racing cars, some Ford Fairlanes, Ford Thunderbirds until halfway through 1968, and many others.
Both engine families saw use in industrial as well as automotive applications.
Description
The FE and FT engines are Y-block designs—so-called because the cylinder block casting extends below the crankshaft center line, giving great strength at the cost of weight. In these engines, the casting extends 3.625 in below the crankshaft center, which is more than an inch below the bottom of the crank journals.
All FE and FT engines have a bore spacing (distance between cylinder centers) of 4.63 in, and a deck height (distance from crank center to top of block) of 10.17 in. The main journal (crankshaft bearing) diameter is 2.749 in.
352
Introduced in 1958, the Ford 352 (of 352 in³ or 5.8 L displacement) was the replacement for the Y-block series. Rated from 208hp (2-barrel carb) to over 300 (4-barrel police interceptor models). This series of engines were all known for excellent torque and durability. These engines usually weighed over 750 lb (340 kg). Bore of this version was 4 in (102 mm), with a 3.5 in (89 mm) stroke.
360
The 360 (of 360 in³ or 5.9 L displacement) was used in the F Series trucks and pickups. It is basically a destroked 390 with a bore of 4.05 in (103 mm) by 3.5 in (89 mm) stroke. The 360s were known for having sluggish performance because of the truck camshaft, mostly noticed by F100-F350s. Use of a standard 352/390 cam for use in passenger cars along with carburetor and distributor adjustment gave it the same kind of perfomance as the 352/390 car engines. First introduced in 1968 and phased out at the end of the 1976 year run. Rated at 215 hp (160 kW) at 3600 rpm (2-barrel carb, 1968)
390
390 in³ (6.4 L)
406
The 406 engine used a new 4.13 in bore with the 390's 3.78 in stroke, giving a 405.1 cubic inch (6.64 L) real displacement, rounded up to 406 for the official designation. The larger bore required a new block casting with thicker walls but otherwise very similar to the strengthened 390HP block.
The 406 was developed purely for racing and was sold to the public only to meet racing homologation targets. It was available for less than two years before it was replaced by the 427.
The increased power of the 406 led to a problem with the crankshaft main bearing caps working loose under racing conditions. This was remedied by cross-bolted mains - where the main bearing caps were not only secured by bolts at each end coming up from beneath but also by bolts coming in from the sides through the block.
410
The 410 engine, used only in 1966 and 1967 Mercuries, used the same 4.05 in bore as the 390 engine, but with the 428's 3.98 in stroke, giving a 410.12 cubic inch (6.72 L) real displacement. The standard 428 crankshaft was used, which meant that the 410, like the 428, required external balancing. A compression ratio of 10.5:1 was standard.
427
427 in³ (7.0 L)
Ford's 427 in³ (7.0 L) V8, introduced in 1963, was a racing engine pure and simple. It was developed for NASCAR stock car racing, drag racing, and serious street racers. The true displacement of the 427 was actually 425 in³ (6,965 cm³), but Ford called it the 427 because 427 in³ (7.0 L) was the NASCAR maximum size. The block was made of high nickel content iron and was made with an especially thickened deck to withstand higher compression. Forged pistons were employed (the only production Ford big-block with such) and forged rods inherited from the 390 Hi-Po.
Two different models of 427 block were produced, the 427 top oiler and 427 side oiler. The top oiler version was the earlier, and delivered oil to the cams first and the crank second. It gained something of a reputation for insufficient crankshaft lubrication under heavy abuse and spinning bearings, throwing rods and other failures under such use. The side oiler block, introduced in 1965, sent oil to the crank first and the cams second, and this (along with other fixes) mostly cured the problems. In street use the two blocks are equivalent.
The engine was available with low-riser, mid-riser, or high-riser intake manifolds, and either a single four-barrel carburetor or a double four-barrel setup on an aluminum manifold for highest performance. The twin four-barrel setup with the high-riser induction system is estimated to have delivered over 500 horsepower (325 kW); Ford never released an official power rating. Other models were rated at over 400 hp (300 kW).
428
428 in³
The Ford 427 was a great race and performance engine, but it was simply impractical to manufacture economically for street use; it required tighter tolerances during manufacture than Ford's regular engine plants could deliver. In addition, it was not really suited to driving all the accessories, like air conditioning, required for a regular production series powerplant. Therefore, Ford went back to the drawing board to create an engine with fundamentally the same displacement (7.0 litres) but cheaper, with no requirement to withstand the punishing treatment given to race engines.
428 Regular
Regular 428 in³ FE engines were fitted to Galaxies (badged simply as '7 Litre') and Thunderbirds in the 1966 and 1967 model years.
428 Police Interceptor
428 Cobra Jet
The 428 Cobra Jet, launched in April 1968, was a version of the 428 FE engine built for performance rather than cruising smoothness. Not a true racing engine, it lacked the durability and improved lubrication of the 427 but was sufficient for street use or amateur drag racing. The 428 Cobra Jet, however, could be made on a regular production line, not requiring the exacting tolerances required by the 427. The 428 Cobra Jet, however, has greater low-end torque than the 427, thanks to its longer stroke.
The Cobra Jet used a beefed-up version of the 428 block with an extra main bearing webbing and thicker main caps than the standard block.
428 Super Cobra Jet
Very similar to the 428 Cobra Jet, but used high-performance pistons and rods for greater durability. The 428 SCJ was standard with the Drag Pack and certain rear end gear ratios.
Replacement
With the 428 the FE series block had been taken to the extremes of its capacity; no more growth was possible, and advances in engine technology had rendered the FE series rather outdated. A new block was needed, and this came in the form of the Ford 385 engine series. These began to be fitted to cars starting in 1968. The FE engines were gone from Ford cars by 1969 but lingered in trucks into the mid 1970s.
References
- Christ, Steve. (1983). How to Rebuild Big-Block Ford Engines. New York: Berkeley Publishing Group. ISBN 0-89586-070-8
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