Ford FE engine

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Ford FE V8
Manufacturer	Ford Motor Company
Also called	Ford FT V8
Production	1958–1976
Predecessor	Ford Y-block V8
Successor	Ford 335 Cleveland V8 Ford 351 Windsor V8
Class	Mid-sized OHV V8
Engine	332 in³ (5.4 L) 352 in³ (5.8 L) 360 in³ (5.9 L) 361 in³ (5.9 L) 390 in³ (6.4 L) 406 in³ (6.7 L) 410 in³ (6.7 L) 427 in³ (7.0 L) 428 in³ (7.0 L)
Similar	Oldsmobile V8 Buick V8 Pontiac V8 Chrysler FirePower V8 AMC Short/Tall V8

The Ford FE engine was a Ford V8 engine used in vehicles sold in the North American market between 1958 and 1976. It was intended to fill the need for a medium-range displacement engine in Ford's lineup of available V8's. It supplemented Ford's line-up of V8's which at the time included a small block (Y-block), a medium block (the new FE) and the prestige big block (the MEL engines). In the ongoing development of Ford V8's, the Y-block was soon supplanted by the new Windsor engines (221, 260, 302, 351 cubic inches) in the early 1960's and the MEL was replaced by the 385-series engines in the late 1960's (429, 460 cubic inch versions). Some claim "FE" is an acromyn for 'Ford-Edsel', while others insist the name meant simply 'Ford Engine'. A careful search of the FoMoCo Engineering archives by currently employed engineers shows that the earliest references to the engine group made reference to 'Ford/Edsel and very soon that was shortened to F/E. Ultimately the designation was simplified to FE. Another engine family, the MEL, stood for "Mercury-Edsel-Lincoln".

A related engine, the Ford FT engine, was used in medium and heavy trucks from 1964 through 1978.

In all discussions of Ford V8 engines, it is extremely important to understand that Ford, unlike its competitors at the time, did not have just small block and big block engines. Ford engines generally came in three size ranges, sized to best suit the application.

Contents 1 Usage 2 Description 3 Generation 1 3.1 332 3.2 352 3.3 360 3.4 361 3.5 390 4 Generation 2 4.1 406 4.2 410 4.3 427 4.4 427 SOHC 4.5 428 4.5.1 428 Cobra Jet 4.5.2 428 Police Interceptor 4.5.3 428 Super Cobra Jet 5 Replacement 6 References 7 External links

[edit] Usage

FE engine displacements

Displacement	Bore	Stroke
332	4.000 in (101.6 mm)	3.300 in (83.8 mm)
352	4.002 in (101.7 mm)	3.500 in (88.9 mm)
360	4.047 in (102.8 mm)	3.500 in (88.9 mm)
361	4.047 in (102.8 mm)	3.500 in (88.9 mm)
390	4.052 in (102.9 mm)	3.784 in (96.1 mm)
391	4.052 in (102.9 mm)	3.784 in (96.1 mm)
406	4.130 in (104.9 mm)	3.784 in (96.1 mm)
410	4.054 in (103.0 mm)	3.980 in (101.1 mm)
427	4.232 in (107.5 mm)	3.784 in (96.1 mm)
428	4.132 in (105.0 mm)	3.980 in (101.1 mm)

FE series engines powered most full-size Fords, some mid-size and performance models, and many Mercurys from 1958 until 1971, and pickup trucks from 1965 through 1976.

Specific models that used FE engines include the later, AC Cobra MKIII, AC Frua, high-performance Ford Mustangs between 1967 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.

[edit] 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 3⁵⁄₈ in (92 mm) 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 (118 mm), and a deck height (distance from crank center to top of block) of 10.17 in (258 mm). The main journal (crankshaft bearing) diameter is 2.749 in (69.8 mm).

[edit] Generation 1

[edit] 332

The smallest big-block Ford was the 332 (of 331.8 in³ (5.44 L) true engine displacement) with a 4.0 in (101.6 mm) bore and 3.3 in (83.8 mm) stroke. It was only used in Ford-brand cars in 1958 and 1959. A two-barrel version produced 240 hp (179 kW), while a Holley four-barrel output 265 hp (198 kW).

Applications:

• 4V, 9.5:1 — 265 hp gross (198 kW) at 4600 rpm and 360 ft·lbf gross (488 N·m) at 2800 rpm
  • 1958 Ford
• 2V, 8.9:1 — 225 hp gross (168 kW) at 4600 rpm and 325 ft·lbf gross (441 N·m) at 2200 rpm
  • 1959 Ford
  • 1959 Edsel Corsair (called "Express V8")

[edit] 352

Introduced in 1958, the Ford 352 (of 351.9 in³ or 5.77 L displacement) was the replacement for the Y-block series. It was simply a stroked (to 3.5 in or 88.9 mm) version of the 332. Rated from 208 hp (155 kW) (2-barrel carb) to over 300 hp (224 kW) (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.

Applications:

• 2V
  • 8.9:1 — 220 hp gross (164 kW) at 4400 rpm and 376 ft·lbf gross (510 N·m) at 2400 rpm
    • 1961-1963 Ford
• 4V
  • 10.2:1 — 300 hp gross (224 kW) at 4600 rpm and 395 ft·lbf gross (536 N·m) at 2800 rpm
    • 1958 Ford Police Interceptor (civilian)
    • 1958-1959 Ford
    • 1958-1959 Ford Thunderbird
  • 9.6:1 — 300 hp gross (224 kW) at 4600 rpm and 380 ft·lbf gross (515 N·m) at 2800 rpm
    • 1960 Ford
    • 1960 Edsel
    • 1960 Ford Thunderbird
  • 10.6:1 — 360 hp gross (269 kW) at 6000 rpm and 380 ft·lbf gross (515 N·m) at 3400 rpm
    • 1960 Ford
  • 8.9:1 — 235 hp gross (175 kW) at 4400 rpm and 350 ft·lbf gross (475 N·m) at 2400 rpm
    • 1960 Ford
  • 9.3:1 — 250 hp gross (187 kW) at 4400 rpm and 352 ft·lbf gross (477 N·m) at 2800 rpm
    • 1964-1966 Ford
  • 8.4:1 — 208 hp gross (155 kW) at 4000 rpm and 310 ft·lbf gross (420 N·m) at 2800 rpm
    • 1965-1967 Ford F-Series

[edit] 360

The 360 (of 360.7 in³ or 5.91 L displacement) was used in the Ford 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 sparse on horsepower, but had fairly good torque ratings. 360s were also constructed with heavy duty internal components for truck use. Use of a standard 352/390 cam for use in passenger cars along with carburetor and distributor adjustment gave it the same kind of performance 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).

Applications:

• 2V, 8.4:1
  • 215 hp gross (160 kW) at 4400 rpm and 327 ft·lbf gross (443 N·m) at 2400 rpm
    • 1968-1971 Trucks :-)
  • 196 hp net (146 kW) at 4000 rpm and 327 ft·lbf net (443 N·m) at 2400 rpm
    • 1972-1975 Trucks

[edit] 361

Edsel 361 engines were assembled in Lima, OH. Standard for 1958 Ranger, Pacer, Villager, Bermuda, Roundup, and optional for 1959 Ranger, Corsair, Villager.

• 361 cid (5.911 litre)
• 303 hp @4600 rpm
• 400 ft·lbf Torque @2900 rpm
• 10.5:1 Compression Ratio
• 4.0469 x 3.500 Bore/Stroke
• 4-bbl Holley carburetor
• Pushrod overhead cam
• Features an angle-wedge combustion chamber
• Firing order: 1-5-4-2-6-3-7-8
• Cylinder numbering (front-to-rear): Right 1-2-3-4 Left 5-6-7-8
• 18 mm Champion spark plugs, 0.34 gap
• Cam Angle (degrees): 26 - 28.5
• Idle speed in Neutral (rpm): 475- 500
• Minimum compression pressure at cranking speed (lbs): 180
• Oil Pressure (lbs): 45 - 50
• Average miles per gallon: 15.2.

Edsel 361 engines were also issued to law enforcement agencies and other emergency municipal services as the 1958 Ford Police Interceptor. Police Interceptor Fords sold to consumers were 352-4V with an extra-large air cleaner (AFP-14 or equivalent).

[edit] 390

The 390 in³ (of 389.6 in³ or 6.4 L true displacement) engine, with a bore of 4.05 in (103 mm) and stroke of 3.78 in (96 mm), was the most common FE engine in later application. It was used in many Ford cars as the standard engine, as well as many trucks. It was a popular high-performance engine too; although not as powerful as the 427 and 428 models, it provided good performance, particularly in the lighter weight vehicles, and was in much greater supply.the 390cid 2v is rated at 265 bhp @ 4,100 rpm.

Applications:

• 2V
  • 8.9:1 — 250 hp gross (187 kW) at 4400 rpm and 378 ft·lbf gross (513 N·m) at 2400 rpm
    • 1963-1965 Mercury
  • 9.4:1 — 266 hp gross (198 kW) at 4600 rpm and 378 ft·lbf gross (513 N·m) at 2400 rpm
    • 1964-1965 Mercury
  • 9.5:1 — 275 hp gross (205 kW) at 4400 rpm and 401 ft·lbf gross (544 N·m) at 2600 rpm
    • 1966 Ford
    • 1966 Ford Fairlane
    • 1966 Mercury
    • 1966 Mercury Comet
  • 9.5:1 — 270 hp gross (201 kW) at 4400 rpm and 401 ft·lbf gross (544 N·m) at 2600 rpm
    • 1967 Ford
    • 1967-1968 Ford Fairlane
    • 1967 Mercury
    • 1967 Mercury Comet
    • 1968 Ford Mustang
    • 1968 Mercury Cyclone GT
    • 1968 Mercury Cougar GT
  • 10.5:1 — 280 hp gross (209 kW) at 4600 rpm and 427 ft·lbf gross (579 N·m) at 2800 rpm
    • 1968 Ford
    • 1969 Mercury
  • 9.5:1 — 265 hp gross (198 kW) at 4400 rpm and 401 ft·lbf gross (544 N·m) at 2600 rpm
    • 1968 Ford Fairlane
    • 1968 Ford Torino
    • 1968-1970 Ford
    • 1968-1970 Mercury
  • 8.6:1 — 255 hp gross (190 kW) at 4400 rpm and 376 ft·lbf gross (510 N·m) at 2600 rpm
    • 1968-1971 Trucks
  • 9:1 — 255 hp gross (190 kW) at 4400 rpm and 376 ft·lbf gross (510 N·m) at 2600 rpm
    • 1971 Ford, Mercury
  • 8.6:1 — 201 hp net (150 kW) at 4000 rpm and 376 ft·lbf net (510 N·m) at 2600 rpm
    • 1972-1975 Trucks
• 4V
  • 10.6:1 — 375 hp gross (280 kW) at 6000 rpm and 427 ft·lbf gross (579 N·m) at 3400 rpm
    • 1961-1962 Ford
  • 9.6:1 — 300 hp gross (224 kW) at 4600 rpm and 427 ft·lbf gross (579 N·m) at 2800 rpm
    • 1961-1963 Ford
    • 1961-1963 Ford Thunderbird
    • 1963 Mercury
  • 9.6:1 — 330 hp gross (246 kW) at 5000 rpm and 427 ft·lbf gross (579 N·m) at 3200 rpm
    • 1961-1963 Ford Police Interceptor
    • 1963 Mercury Police Interceptor
  • 10.1:1 — 330 hp gross (246 kW) at 5000 rpm and 427 ft·lbf gross (579 N·m) at 3200 rpm
    • 1964 Ford Police Interceptor
    • 1964 Mercury Police Interceptor
  • 11:1 — 300 hp gross (224 kW) at 4600 rpm and 427 ft·lbf gross (579 N·m) at 2800 rpm
    • 1964-1965 Ford
    • 1964-1965 Mercury
    • 1964-1965 Ford Thunderbird
  • 10.5:1 — 315 hp gross (235 kW) at 4600 rpm and 427 ft·lbf gross (579 N·m) at 2800 rpm
    • 1966-1967 Ford
    • 1966-1968 Ford Thunderbird
    • 1968 Mercury
  • 10.5:1 — 335 hp gross (251 kW) at 4600 rpm and 427 ft·lbf gross (579 N·m) at 3200 rpm
    • 1967, 1969 Ford Mustang
    • 1967, 1969 Ford Fairlane
    • 1967, 1969 Mercury Cyclone GT
    • 1967, 1969 Mercury Cougar GT
    • 1969 Ford Torino
    • 1969 Mercury Montego
  • 10.5:1 — 325 hp gross (242 kW) at 4800 rpm and 427 ft·lbf gross (579 N·m) at 2800 rpm
• 3x2V, 10.6:1
  • 401 hp gross (299 kW) at 6000 rpm and 430 ft·lbf gross (583 N·m) at 3500 rpm
    • 1961-1962 Ford
  • 340 hp gross (254 kW) at 6000 rpm and 430 ft·lbf gross (583 N·m) at 3500 rpm
    • 1962 Ford
    • 1962 Ford Thunderbird

[edit] Generation 2

[edit] 406

The 406 engine used a new 4.13 in (105 mm) bore with the 390's 3.78 in (96 mm) 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 390 HiPo block.

The 406 was developed purely for racing and was sold to the public only to meet racing 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.

As usual, after identifying a weakness, Ford fixed it quickly, the 406 was a powerhouse and a great racing engine. Many Ford enthusiats beef up their 406's with 457 Stroker blocks, 427 Tunnel Port intakes and heads, and 428 SCJ crankshafts. Some 406's are capable of 540 hp (403 kW), and 622 lbf·ft (843 N·m) of torque.

Applications:

• 4V, 11.4:1 — 385 hp gross (287 kW) at 5800 rpm and 444 ft·lbf gross (602 N·m) at 3400 rpm
  • 1962-1963 Ford
  • 1963 Mercury
• 3x2V, 11.4:1 — 405 hp gross (302 kW) at 5800 rpm and 448 ft·lbf gross (607 N·m) at 3500 rpm
  • 1962 Ford
• 3x2V, 12.1:1 — 405 hp gross (302 kW) at 5800 rpm and 448 ft·lbf gross (607 N·m) at 3500 rpm
  • 1963 Ford, Mercury

[edit] 410

The 410 engine, used only in 1966 and 1967 Mercurys, used the same 4.05 in (103 mm) bore as the 390 engine, but with the 428's 3.98 in (101 mm) stroke, giving a 410.1 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.

Applications:

• 4V, 10.5:1 — 330 hp gross (246 kW) at 4600 rpm and 444 ft·lbf gross (602 N·m) at 2800 rpm
  • 1966-1967 Mercury

[edit] 427

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 stroke was the same as the 390 at 3.78 in (96 mm) but the bore was increased to 4.23 in (107.4 mm). The block was made of high nickel content iron and was made with an especially thickened deck to withstand higher compression. The cylinders were cast using cloverleaf molds—the corners were thicker all down the wall of each cylinder. Most 427 used a steel crank and all were balanced internally. Forged pistons were employed (the only production Ford big-block with such) and forged rods inherited from the 390 Hi-Po. Most 427 used solid lifters with the exception of the 1968 block which was drilled for use with hydraulic lifters.

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 rockers first and the crank second. It gained something of an undeserved reputation for insufficient crankshaft lubrication under heavy abuse. When under extremely hard acceleration oil in the pan would tend to slosh back. This was remedied by Ford later by including a factory windage tray under the main bearings. The FE engine was Ford's main race engine in the mid-1960s and as such was under constant engineering scrutiny and subject to frequent design updates based on extreme racing experiences. The side oiler block, introduced in 1965, sent oil to the crank first and the rockers second. This was similar to the oiling design from the earlier Y-block; many feel the side-oiler block was designed solely for the SOHC (Cammer) application rather than to address any real oiling issue. 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 higher street performance. The single four-barrel setup with the high-riser induction system produces the most power. Ford never released an official power rating. Other models were rated at over 400 hp (299 kW). Today, it is relatively easy to produce over 600 hp when combining a 428 crank and a 427 block bringing the displacement to 454 cubic inch.

In addition, Ford also produced tunnelport heads and matching intakes. These bolted on to FE blocks as did any other factory head. The tunnelport heads however, ignored the limitations imposed by the other intakes' need to squeeze the intake port between two pushrods by running the pushrods through the intake ports in brass tubes...tunneling the pushrods through the ports...tunnelport. These were race only parts that were sold over the counter only. The heads can only be used with a matching tunnelport intake due to the change in port layout, and only on a 427-sized bore due to the large valves used. They are recommended for high-rpm applications only when the overall displacement of the engine is 427 cubic inches or lower, and for large displacement, stroker FE's as their flow rates are needed and appreciated in engines displacing 450+ cubic inches.

A note about 427 heads: heads designed for the 427 bore usually have larger valves that will not work in the smaller bore blocks. In addition, 427 valve stems may actually be separated farther apart within the casting both to take advantage of the larger bore, and to allow for larger valves. Some blocks, in order to use heads with the larger valves, may have their cylinder walls notched to clear the valves, but it is usually better to use the appropriate, rather than the largest, valve for the bore, as shrouding the valve against the cylinder wall is a major concern.

The 427 FE engine is currently enjoying a surge in popularity among Ford enthusiasts’. There are now a few companies producing aftermarket aluminum or iron replacement blocks; Carroll Shelby produces an aluminum block which uses four crossed bolts on each main (instead of two) and a Chevrolet big block type oiling system, Genesis produces side-oiler blocks both in cast iron and aluminum which are about to be distributed through Ford Motorsports as licensed official genuine Ford replacement parts, Dove produces an aluminum block, based on a racing (Arias) block design which can best be described as a top-oiler and Robert Pond produces an aluminum replacement block with a side oiler design. I addition, various companies are manufacturing replacement aluminum heads of fine quality such as Edelbrock which produces alloy heads for both narrow bore motors like the 390 or 428 and wide bore 427s'. Shelby enterprise, Blue Thunder and Dove manufacture alloy heads for the 427 motor as well. All this is contributing to the resurgence of one of the greatest racing engine in history.

Applications:

• Low-riser intake, 4V
  • 10.9:1 — 390 hp gross (291 kW) at 5600 rpm and 460 ft·lbf gross (624 N·m) at 3200 rpm
    • 1968 Mercury Cougar GT-E only(it was to be offered in the Ford Mustang, according to early press releases, but there are no records or verification of any factory 427 Mustangs). In the spring of 1968, the 428 Cobra Jet officially replaced the 427; however, leftover 427s were installed until late June of that year, when stocks were depleted.
  • 11.6:1 — 410 hp gross (306 kW) at 5600 rpm and 476 ft·lbf gross (645 N·m) at 3400 rpm
    • 1963-1964 Ford
    • 1963-1964 Mercury
• Low-riser intake, 2x4V
  • 12:1 — 425 hp gross (317 kW) at 6000 rpm and 480 ft·lbf gross (651 N·m) at 3700 rpm
    • 1963 Ford, Mercury
  • 11.6:1 — 425 hp gross (317 kW) at 6000 rpm and 480 ft·lbf gross (651 N·m) at 3700 rpm
    • 1964 Ford, Fairlane, Mercury
• Mid-riser intake, 4V
  • 11.6:1 — 410 hp gross (306 kW) at 5600 rpm and 476 ft·lbf gross (645 N·m) at 3400 rpm
    • 1965-1967 Ford
    • 1965-1967 Mercury
• Mid-riser intake, 2x4V
  • 11.6:1 — 425 hp gross (317 kW) at 6000 rpm and 480 ft·lbf gross (651 N·m) at 3700 rpm
    • 1965-1967 Ford
    • 1965-1967 Mercury

[edit] 427 SOHC

The Ford Single Overhead Cam (SOHC) 427 V8 engine, familiarly known as the Cammer, was developed by Ford Motor Company in 1964 to recapture NASCAR dominance from the Chrysler Hemi engine. The Chrysler engine at the time was based on an extremely large block casting that dwarfed the earlier hemi's available ( 392 Hemi ). The Ford 427 block was closer dimensionally to the early hemi's than to the elephantine 426 hemi (Ford FE bore spacing: 4.63"; Chrysler 392 bore spacing: 4.5625"; Ford FE deck height: 10.17"; Chrysler 392 deck height: 10.87"...the 426 Hemi has a deck height of 10.72" and bore spacing of 4.8" by comparison --- both Chrysler hemi's have decks more than a 1/2" taller than the FE).

The engine was based on the ultra high performance 427 side-oiler block, in the Ford FE engine family, providing race-proven durability. The block and associated parts were largely unchanged, the main difference being use of an idler shaft instead of the camshaft in the block, which necessitated plugging the remaining camshaft bearing oiling holes.

The heads, of course, were entirely new, cast iron with hemispherical combustion chambers and a single overhead camshaft on each head, operating shaft-mounted roller rocker arms. Valves are larger than those on Ford wedge head engines, stainless steel, with sodium-filled exhaust valves to prevent the valve heads from burning, and dual valve springs. This design allowed for high volumetric efficiency at high engine speed, ensuring enormous power. Unlike the Chrysler Hemi design, the spark plugs are not centered in the combustion chamber, but are near the intake valves for easier accessibility.

The idler shaft in the block in place of the camshaft was driven by the timing chain and drove the distributor and oil pump in conventional fashion, with the same practical limit of about 7,000 rpm for the stock oil pump (a maximum of 20.5 US gallons (78 L) of SAE 40W per minute at 70 psi (480 kPa). An additional sprocket on this shaft drove a second, six foot long timing chain, which drove both overhead camshafts. The length of this chain made precision timing of the camshafts a problem at high rpm and necessitated a complex system of idlers.

The engine also had a then-state-of-the-art transistorized ignition system, running 12 amperes of current through a high voltage ignition coil.

All these engines were essentially hand-built, with racing in mind. Combustion chambers were fully machined to reduce variability. Nevertheless, Ford recommended blueprinting the engines before use in racing applications. They were rated at 615 hp (458 kW) at 7,000 rpm with a single four-barrel carburetor, and 657 hp (490 kW) at 7,500 rpm with dual four barrel carburetors. Ford sold them via the parts counter, the single four-barrel model as part C6AE-6007-363S, the dual carburetor model as part C6AE-6007-359J for $2350.00 (as of October, 1968). Weight of the engine was 680 lb (308 kg).

Ford's plan was cut short, however; although Ford sold enough to have the design homologated, NASCAR effectively legislated the SOHC engine out of competition through rule changes, and the awaited 1965 Ford SOHC vs. Chrysler Hemi competition at the Daytona 500 season opener never occurred. The engine found its niche in drag racing, however, powering many A/FX Factory Experimental Mustangs, and becoming the basis for a few supercharged Top Fuel dragsters.

[edit] 428

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. Therefore, Ford combined attributes that had worked well in previous incarnations of the FE: a 3.98" stroke crank and a 4.13" bore, creating an engine with fundamentally the same displacement (7.0 litres) but easier to manufacture. While many 427's used a steel crankshaft, all 428 engines use a cast nodular iron crankshaft and are externally balanced. Many racers prefer the iron crankshaft as it is lighter, seems to be as strong (if not stronger, if the comparable steel crankshaft has been cross-drilled for oil flow), and thus can rev more quickly, than the heavy steel crankshaft (which was also used in Ford's FT version of the FE...heavy trucks).

Standard 428 in³ FE engines were fitted to Galaxies (badged simply as '7 Litre') and Thunderbirds in the 1966 and 1967 model years.

Applications:

• 4V, 10.5:1
  • 345 hp gross (257 kW) at 4600 rpm and 462 ft·lbf gross (626 N·m) at 2800 rpm
    • 1966-1967 Ford
    • 1966-1967 Ford Thunderbird
    • 1966-1967 Mercury
    • 1967 S-55
  • 360 hp gross (269 kW) at 5400 rpm and 459 ft·lbf gross (622 N·m) at 3200 rpm
    • 1966-1968 Ford Police Interceptor
    • 1966-1968 Mercury Police Interceptor
  • 340 hp gross (254 kW) at 4600 rpm and 462 ft·lbf gross (626 N·m) at 2800 rpm
    • 1968 Ford
    • 1968 Mercury
  • 360 hp gross (269 kW) at 5400 rpm and 420 ft·lbf gross (570 N·m) at 3200 rpm
    • 1968 Shelby Cobra GT500
• Cobra-Jet 4V, 10.8:1 — 335 hp gross (250 kW) at 5200 rpm and 440 ft·lbf gross (597 N·m) at 3400 rpm
  • 1968 Ford Mustang
  • 1968 Mercury Cougar
  • 1968 Shelby GT500KR
• Cobra-Jet and Super Cobra-Jet 4V, 10.6:1 — 335 hp gross (250 kW) at 5200 rpm and 440 ft·lbf gross (597 N·m) at 3400 rpm
  • 1969-1970 Ford Mustang
  • 1969-1970 Mercury Cougar
  • 1969 Ford Fairlane
  • 1969 Ford Torino
  • 1969 Mercury Cyclone
• 2x4V, 10.5:1 — 355 hp gross (265 kW) at 5400 rpm and 420 ft·lbf gross (570 N·m) at 3200 rpm
  • 1967 Shelby GT500

[edit] 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, but it was sufficient for street use or amateur drag racing. The 428 Cobra Jet could be made on a regular production line, not requiring the exacting tolerances required by the 427. The 428 Cobra Jet 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. The engine was underrated at 335 hp (250 kW) at 5200 rpm. The 428 Cobra Jet actually produced 400 to 410 hp (299-306 kW).

[edit] 428 Police Interceptor

The 428 Police Interceptor retained the cast iron block and heads of the stock 428, but featured an aluminum intake manifold, thicker main-bearing supports, caps, webs, extra ribs and heavier duty connecting rods.

[edit] 428 Super Cobra Jet

Very similar to the 428 Cobra Jet, but used high-performance pistons, and the heavy 427 "Le Mans" style connecting rods with capscrews instead of bolts for greater durability. The 428 SCJ was provided with an engine oil cooler and was standard with the Drag Pack and certain rear end gear ratios. Also underrated at 335 horsepower (250 kW). There is no horsepower or torque difference between the 428 Cobra Jet and 428 Super Cobra Jet.

[edit] Replacement

With the 428 the FE series block had been taken to the extremes of its capacity; no more growth was possible. The FE advances in engine technology had allowed its use across 3 different decades. These advances included its use of a thinwall casting process that made the engine much lighter in installed applications than the equivalent-displacement engines of Ford's competitors, its use of nodular iron for its crankshafts which produced a much stronger casting than the malleable iron, used in GM's crankshafts for instance. Its shaft-mounted rocker system and wedge combustion chambers were also leading edge designs.

In the late 1960s however, fueled by the FE's success in the horsepower wars and the escalation it caused, Ford decided that a new plateau in displacement needed to be reached. With that goal in mind, it reviewed its entire engine family. The 335-series engines, commonly referred to as Cleveland engines, were designed to replace the largest of the small-block Windsor engines, with the 335 beginning at 351 cubic inches (5.75 L). The medium range of displacement needs was to be met by the 400M engine which was a Cleveland-style block with a raised deck allowing it to use a longer stroke crankshaft and displacing 400 cubic inches (6.55 L). The 385-series engine was to replace the MEL line in large cars and trucks. These began to be fitted to cars starting in 1968. The FE engines were gone from Ford cars by 1972 but lingered in trucks into the mid-1970s. In the late 1970s the Dearborn Engine Plant that produced these engines was completely retooled to produce the 1.6 L engine introduced in the Ford Escort in 1981.

In the late 1980s when both Ford and GM revamped their V8 offerings, many of the FE's designs were incorporated in the new engines, including the deep skirt, cross-bolting of the mains and thinwall casting.

[edit] References

• Peter C Sessler (1999). Ultimate American V8 Engine Data Book. MotorBooks/MBI Publishing Company. ISBN 0-7603-0489-0. 
• Steve Christ (1983). How to Rebuild Big-Block Ford Engines. New York: Berkeley Publishing Group. ISBN 0-89586-070-8. 

[edit] External links

• Short descriptions of Ford overhead valve V8 engines
• FE V8 Discussion Forum. Very knowledgeable group.