Its 2016 .. What have you learned?

[Riskit1234]

I think this is a great question. I'm on a couple different forums depending on what i'm fixn' at the time...   Anyways.., I'm into FE's right now pretty hard.. There is such a wealth of knowledge on this forum about a subject that is kinda hard to find out about. I mean....a chevy small block just might.. might be more investigated and wrote about... ... so give it up!! I understand the big dogs gotta chime in and be calculating later but..... How about this.. I'm building a stoker based off a 1963/390 out of a thunderbird. Its going into a 1973 F250 2wd street/ road-toy... I've already been told about the motor mounts being different 2 bolt to 3bolt (thank you)> I read in a new post "TV build... " one of the last posts explained all the points that were important he noticed that were NOT covered in the TV build. 

I think/thought after 6-7 months of stalking this site and buying all the info (books)... I knew it all about the FE....  I mean its old technology right?  I dig the motor and I dig telling people what its history is..BUT, its not NEW technology ....   I had ALL the books and I try and read up on anything I'm building but this post about the "TV Build" points out just how much I don't know. I learned a bunch of useful info I'm going to pay attention to in my build that I didn't know about..

So my question is:
Today, what would you do different about your FE build because you learned the hard way.... Money or down time/ non performance.
-OR-
There is something out now that wasn't at the time you built it...
-OR-
Now that I know a bit more I'd like to have done this...

Thought It be a good exchange....

[Riskit1234]

This is NEW technology

https://youtu.be/_hf6ke1-i3E

https://youtu.be/EFGqSQvt55I

[Dan859]

1. Tremec TKO 600 input shafts are longer than Topcover input shafts.  I didn't know that, the original builder didn't cut down the Tremec shaft, and I wiped out the thrust bearing in record time.

2. If pushrods hit the wall of the passage holes in the intake manifold, it will cause your adjustable rocker arms to loosen up and end up eating the valve train.

Learned both these the hard way.  The builder who rebuilt my engine the first time after the thrust bearing fiasco, didn't check the push rod clearance in the holes.  Pretty much trashed my valve train.  At this point, I took the engine (Genesis 427 block, 4.125 stroke) to Blair Patrick.  He did a great job rebuilding it, it ended up 482 CID and 650 HP at 6000RPM.  I couldn't be happier with the results!   

[jayb]

That's a good one, go to an experienced FE engine builder to get your engine done.  The SOHC that I'm doing for Jason (cobracammer) blew up basically because the cam bearings in the block were installed incorrectly at the machine shop.  They weren't right for a regular 427 wedge motor either.  These engines have some quirks, so its best to let someone with experience handle the machining and assembly.

[cjshaker]

A lesson I've learned at least a couple dozen times, luckily never the hard way, is that just because a part is new, doesn't mean it is right or good. You had better disassemble and check/clean every single part before using it.

And never assume anything during assembly, you have to check and verify...every...single...aspect of a build, no matter what it is or how small. Engine, tranny, rear differential, all aspects of electrical (routing, connections etc)., linkages, you name it. Check and verify! Then check it again

[TJ]

Chased an intermittent "valve noise" for a couple years that would come and go without reason.  Turned out to be the oil splash shield in the lifter valley rubbing a push rod...duh !  A little re-shaping of the splash shield fixed it.

[Heo]

Im with you Dough on that And want to ad
Just beacuse someone tells you something
is right or good  doesen`t mean that

[Barry_R]

I think Mr Smith covered the main item.  Never assume anything.   After building literally hundreds of FE engines you would think I have seen everything and yet we still find new "traps" once in a while.

We have been actively bringing the FE up to modern tech with 1mm ring packages,  skirt coatings, updated chamber designs and EFI...

[Drew Pojedinec]

Right on.
I've got it painted on the wall of my engine room "Never assume anything."

Looking back over the years at all the time I spent trying to diagnose something when I just KNEW the answer, but I was wrong because I closed my mind off to any other possibility.

[gdaddy01]

agree with all above , no such thing as a bolt on part , change rocker shafts if any wear , will cause all kinds of headaches , to much oil , not enough oil etc., after market intakes do not drain oil back . thanks to all who help me , 60 years old and still learning . A big thanks to you guys that are " in the business " doing it for a living and still willing to take the time to help us all .   

[hyper64]

I have to agree with Dan 859.  I had my 427 built locally by a someone that was supposed to know these motors. He had a nice shop with a lot high end equipment. It turned out he was pretty good with some other platforms but not so much with a 427 sideoiler. I talked to Blair Patrick some time later after reading his posts. He redid it as a 485 that made 667hp. So it cost me but I got it straightened out with the right pro builder before I lost the engine. I learned to do more homework and ask a lot more questions before picking someone to build one of these motors.

[Dan859]

I think the thing that bothers me the most is that both the first and second builders were guys with good reputations, decades of experience with FE's, and former racers.  I guess it just goes to show that "third time's the charm" isn't just a cliche.  I've also learned a whole lot just by being here, reading the posts and asking questions from time to time.  This is a great place, the people here are outstanding, and everyone seems genuinely willing to help those of us who run into problems.  Thanks to all of you!!
Dan

[CaptCobrajet]

I have learned that we are never through learning!  Knowledge on these things is a progression (just like anything else on the planet).  It is impossible to absorb "everything" quickly.  I have leaned that MOST of what you read should be taken with a grain of salt.  I have learned that there are a lot of smart people who can really miss it on Ford FE heads......I mean REALLY miss it.  I think if I was "into" FEs for the long haul, I would buy some respected stuff, disect it, learn from it, and build on it.  If I just wanted a one-time successful project, I would go out and buy it from someone who could give you human references williing to talk about their experience.  The internet is a great place to interact with others of a common interest, and a great place to get burned if you are not careful.  Never buy heads based on just a flow number someone spews out.  Never compare dyno numbers from different dynos, and if you go to a machine shop to have your FE machined or worked on, and you don't see three or more FEs in there, turn around and go someplace else.   My final two thoughts that pop up immediately are: (1) Sometimes, there is more than one way to get to the desired result.  (2) COMBO is everything!  You have to be able to define where you are wanting to go, and then hit on the right combo for the job.

[babybolt]

I have been "testing" engine shops first by have some simple jobs done, like cleaning, sonic testing blocks, etc.  Its pretty scary out there.  One shop charged me $200 for a sonic test.  One shop took 4 1/2 months to clean and sonic test a block.  Another shop over shot peened some parts or used peen that was too hard.  And just this year, had a block cleaned at a shop, but they bored it 0.030 over without informing me first.  I didn't ask for it to be bored, just cleaned.  The block was standard bore without a ridge and I was expecting it just needed a simple ball hone.

[C6AE]

I once purchased a "rebuildable core" 428 said to have a slight knock, and on disassembly found a newer cam and timing gear installed with the older split washer cam shim...