FE Power Forums
FE Power Forums => FE Technical Forum => Topic started by: jayb on September 30, 2012, 11:45:55 AM
-
John Baechtel at hotrodenginetech.com has contacted me about doing an "interview" of sorts, regarding common FE technical questions. John is a longtime, respected automotive writer, and has previously written a review on my book (see this link: http://hotrodenginetech.com/the-great-fe-intake-comparo/). Since John is not really an FE expert, he has asked me to come up with some common questions that get asked about FEs. I have some ideas on this, listed below, but I'm looking for some input from you guys on what other questions are common in the FE world. Let me know if you have any ideas. Thanks, Jay
- What is the best intake manifold for the FE?
- Are FE's heavy engines?
- What are the differences between all the FE head variants (low riser, medium riser, tunnel port, etc.)?
- How far can you bore a stock FE block?
- How much horsepower can a stock 2 bolt FE block take?
- How many cubic inches can a stock FE be bored/stroked to?
- What aftermarket blocks and heads are available?
- Can an SOHC make more power than a wedge FE?
- What oiling system modifications are required for a performance FE?
-
Hi Jay, speaking from personal experience I think you could probably break the field of questions into 3 fairly broad categories.
1) Noobies like me who ask typical questions about fitment and compatibility of bolt on parts.
2) Intermediate people who ask slightly more specific questions such as bore size, intakes, heads, etc. .
3) Advanced people who need item specific information.
There are probably a handful of common questions you could come up with for each group. Looking forward to reading the interview.
My2c
-scott
-
I'm thinking of some of the more basic things like:
Rear cam plug correct installation
427 side oiler cam bearings.
Bolt that goes with the rocker shaft oil hole.
Correct way to install rocker shafts for rocker oiling.
Pin in the block that might not fit in an aftermarket intake manifold.
Special clip on the oil pump shaft.
Valve cover clearance for adjustable rockers.
Correct size core plugs.
Replacement timing gear not needing spacer.
2 bolt vs 4 bolt motor mount blocks.
-
2X to thatdarned cat's post. Answer John's questions as well but add those sometimes tricky FE exclusive issues as noted. I'll add tricks to install the often messed-up rear main oil seals.
-
2X to thatdarned cat's post. Answer John's questions as well but add those sometimes tricky FE exclusive issues as noted. I'll add tricks to install the often messed-up rear main oil seals.
Just did my rear main last week... twice actually. One of the side seals was still sticking up a hair after finished driving in the "nails". I could not be sure if it seated all the way to the bottom so I pulled the cap back out. Turns out it seated just fine. But was not worth the price of a new seal kit to be unsure and then have to redo it when the block is in the car. Hard nuff with the motor on the stand.
-
X3 that darned cat
-
Too bad he's not needing Q/A for a regular periodical publication, "Ask Dr. FE" of sorts...
Q: What are the cam retainer differences between pre and post 63 motors?
A: They both explode when shaken.
Q: How far can I port a set of heads?
A: Until you hit water or oil.
Q: How big of valves can I run in my 390?
A: Until they don't go down in the hole.
Q: I have a 427W stroker motor, but really want a real 427 FE, where did my life go wrong?
A: The question is but the answer.
Q: I'm told FEs leak like crazy, is this true?
A: Absolutely not, they are famous for their internal and external oiling. If yours has stopped leaking, it needs immediate attention.
Q: I think my rear cam plug is in backwards, but the motor is in the car, how can I tell?
A: You'll find out soon enough...
Q: My farmer friend has an old ditch pump with a 427 I'd like to buy, how do I tell if it's been over bored?
A: What is his phone number? I'll call and find out for you.
Q: I bought aftermarket part XYZ for my FE and it doesn't quite fit right, what do I do?
A: Welcome to our world.
Q: My friend told me I can go faster and cheaper starting with a 385-series motor, is that true?
A: You need new friends.
-
;D ;D ;D
-
I think the most often asked and confusing question is "I am looking at an FE block, how can I tell what it is?".
The usual answer is "you can't" ::)
-
That is a good one; I'd forgotten about that one. And the answer you gave is correct, unfortunately...
-
A few words about solid/hydraulic lifter differences in FE's might be good. A 391 truck crank mention might be good too. Con rod differences for FE dummies maybe...... lol
-
with a nod to amdscooter, I'd add at least a mention of bellhousing dimensions and transmission input shaft length, if only for the fellows looking to upgrade from another engine family.
-
The availability of both front and rear sump pan/pump combos?
-
OK, I'm double checking myself on this. Can you guys tell me if either of the following statements are incorrect?
- FEs were available in production vehicles from 1958 through 1976 (or was it 1978?)
- Some (or all?) 406 engines were crossbolted (were some early 390s crossbolted as well?)
This article will be appearing online sometime in the next several days; the questions he wanted were more general in nature than some of the specific suggestions I received in this thread, but maybe I can cover some of those in a follow on article at some point. I did steal one joke from this thread for the article... ;)
Thanks for the help, guys - Jay
-
Some (all?) C4AE blocks have crossbolt bosses, but do not have the crossbolt main caps.
-
Thanks, but I'm just looking for which engines were crossbolted from the factory. Not sure if any 406 engines came without crossbolts, or if any early 390 performance engines came with them.
-
Correct: 1976 for the FE's last year.....it was the FT that went to 1978.
On the 406, I found same on Page 2 of my now truly ancient FE Series Engine, Building an 'Off Highway" FE Series Engine guide.
Quote: Most notable is the "cross-bolted" main caps used on 406 and 427 engines.
But in usual Ford fashion (!) a drawing just below the above text showing the main caps, it states: "Used on late 1963, 1963-1964 427-8V and 1965-66-67 427-4V and 8V".
It's the words "late 1963" that make me pause as early 406's IMHO did not have cross bolts. Further, a footnote states that 406 service replacement blocks are cast for " cross bolt" provision, but the special bosses are not drilled.
Leave it to Ford to muck up what should be a straightforward issue!
p.s Jay: I'd fax you the page in the a.m. if you'd like....gimme a fax number as I don't have scanner, darn it! .
-
Thanks for the offer Bob, but I don't need the fax. Good to hear that my memory on FE history isn't completely shot LOL!
-
Cross bolted 406's are extremely rare, but a few did leave the factory at the end of the production run in '63. There's an SAE paper somewhere that describes the NASCAR 406 engine block cracking problem and the ultimate cross bolt solution. They got a few cross bolt 406 engines out before the switch to the 427.
-
Why dont you mention that just that a 352 block has a 4" bore and can be bored to 4.050" which is std. bore 390 .So many 352s have went to the scrap pile because of ignorance .Doug
-
Cross bolted 406's are extremely rare, but a few did leave the factory at the end of the production run in '63. There's an SAE paper somewhere that describes the NASCAR 406 engine block cracking problem and the ultimate cross bolt solution. They got a few cross bolt 406 engines out before the switch to the 427.
Thanks Bill, that helps - Jay
-
Why dont you mention that just that a 352 block has a 4" bore and can be bored to 4.050" which is std. bore 390 .So many 352s have went to the scrap pile because of ignorance .Doug
I'd like to mention stuff like that, but it doesn't really fall within the boundaries of the brief overview that they are looking for. If I started including all that detail I could probably write a book ( ;D)
-
Jay, Barry R in his book sez that FEs were available in pickups thru 1976 and commercial vehicles (I.e. U-Hauls) thru 1978. FEs were not available in Passenger vehicles after 1970. A nice 20 year run!
-
Jay,
i think the "352" cast in the drivers frt side of the block is a point of major confusion to the average car show observer.
-
I think it should be brought up that H heads are not a performance head just cause they came on 390 GT cars. It should be pointed out that A,G,and R heads are the cheap performance iron heads to look for.
-
What it really sounds like is we need our own thread here, maybe a sticky, to address some of these common technical questions that come up when you start delving into the details of FE builds. Maybe even a separate board just dedicated to various topics in this area. I'll have to think about that...
-
Jay, Barry R in his book sez that FEs were available in pickups thru 1976 and commercial vehicles (I.e. U-Hauls) thru 1978. FEs were not available in Passenger vehicles after 1970. A nice 20 year run!
Actually 390s were available in 1971 in passenger cars. We had a '71 Galaxie with a 390 when I was a kid. The car was two years old at the time so no swappin' had occured.
-
The FT was available in 1979 U-Hauls as the 330XD. It was discontinued in 1980 due to the new chassis design.
Josh
-
And, here it is:
http://hotrodenginetech.com/ford-fe-engine-power-secrets/
-
Jay, excellent article! Very informative with great photos too. You look very proud of that Hi Riser, as you should! It's amazing what you've been able to accomplish.
-
Jay - Congrats! A very professional and articulate representation of FE'ers!
-
Great job Jay. I like your idea of having a spot on your website with everyone's suggestions for common tech answers, you're sure to get some new visitors after this, it would make it a "go to" site.
-
Very nice article Jay!
-
He needs new friends. good one Jay.
The Merc looks great.
Good Stuff Jay.
-
I'd like to take credit for that joke, but I stole it from drdano's Q&A earlier in the thread. It was worth putting in, I think LOL!
-
Late for dinner, as usual, but wanted to add one comment in case this becomes a sticky:
Clean/open up the drainbacks in the heads especially, and the same to the block doesn't hurt either.
-
Nicely done Jay. Meaty and it skips the part number/how many were made issues one often sees.
The sticky is a good idea and would be helpful to many.