I love FEs. I built a. .020over. 390 32 years ago and put it in my 65 Galaxie and it still runs really good. No blowby, leaks and it still pulls 503 hp. It screams like a banshee.
I get a kick out of the "Never working on a Ford" Well I'm perhaps one of the few people who campaigned 427FE and it got almost booring the number of Bowtie cars my FE dusted. You see so many Chevies because they're cheap to buy and cheap to build. The only cars that were a challenge to my 427 were big block MOPARs (read Hemis) and many of them crossed the finish line after me.
@@jp360ford2 sure is. made 'em for cars and trucks, even a V10 version. tho the real secret sauce is a 351W--roller cam, EFI, 7 litre displacement capacity with a stroker kit and you can drop 'er in a 67 Mustang and still have room for headers and spark plug reading. Cheaper'n attempting that all that with a 391 FT :)
Imagine both the Aluminium heads and intake manifold we're all ported and polished, it would've made even more horsepower and it would've been a great swap for an old F100 or a 64 Galaxie or heck even some Canadian Fords like the Meteor Montcalm, Meteor Rideau 500, Monarch Richelieu, Monarch Lucerne, Meteor Ranchero, and the Mercury M100 (which is a Canadian version of the Ford F100).
The offset of oiling hole to crank bearing is by design. It flows enough. Only in a race only FE is it of any benefit of concern. It was like this throughout the FE’s very long production
I remember this way back when, they never finished that engine, but I'd guess it was targeted to an old TBird. Not a bad build, but there's so many more options they could have taken. The 428 crank, port matching, even cranks that get you into the 500 range. At least they did something different.
i wish one of these shows would actually do an FE motor with real high end ProFormance like my motor about all i could a-ford no pun intended carbs CFM 850 CFM and it may not be enough a lot of cam beefy bottom and top about the only thing original are covers and block and crank. original stroker 428 crank in my Third motor. i would love to see you guys spend some reasonable high dolor massive power like mine.
Ford never called any of there engine families big block or small block. Either Windsor, 335, 385 or FE series. Term big block and small block was GM thing
Dad worked for Ford dealership through before and through muscle car years. He said they called them by engine cid. I have ford info calling 351C, 351M and 400 as mid blocks. But it never stuck because people seen 351C as small block and 351M/400 as big block because it had 429/460 bellhousing bolt pattern. But 335 series engine all shared Windsor bore spacing. This was how 302 Boss was bore because engineer was working on trans-am race series engine and 351C engine. Taking 351C head bolting them on 302 block
The FE was known to have oil issues. There was a few common tricks to get the FE to work well. Putting a Holley carb jet into the oil feed to the top of the heads was one, and the other was to enlarge the oil passage where the pump bolts up, next was to hit the mains with a die grinder. This worked really well on these old engines.
@@karljay7473 it was odd, but the mismatch on the main feed holes was supposedly to meter oil from front to rear and even the floor out. It worked, they won LeMans with the 427 side oiler that way. I couldn’t leave it that way, I did what they did.
Go figure I just bought a 69 merc cyclone gt with that same moter build on the 390. Top it of the car almost 60 year in realy good shape with a 1of1 Mardi for 20k.
Guys.... NEVER funnel the main bearings to try and line up the oil hole. Funnel the block. I have been building FE since they have been around. More than 20 years experience.
I agree. Yea they probably didn’t realize the mis-match before the block was cleaned and prepped for assembly. They also didn’t match the oil pump to block and oil filter adapter to block. It is a very mild build though. It will be fine.
My FE is 428-SCJ in a 1969 Mach 1 that's pretty low - 49" at the roof top and you can just squeeze a fist between it and the pavement = Headers DO NOT WORK in these cars - not only because of ground clearance, but because of the "grind-to-fit" (32) Stage-8 cap screws required to seal Hooker long-tubes to your Edelbrock or medium riser CJ heads...and, they still hit the reinforced shock towers on the passenger side! So, you must run cast iron CJ manifolds, which limits your camshaft fantasies. I'm running 12:1 custom Auto-Tec pistons and Comp Cams "milder" solid roller cam, which has 292 deg. duration, 110 lobe centers and 0.645" lift....runs like hell from 3,500-5,900.
Can't believe these guys didn't open up the oil hole to match the oil pump before putting this short block together. I suspect they didn't do the rest of the oil mods to the starving bottom end. Should always read Barry's book on FE before spending hard earned money on a performance FE build.
@@peggyseefeldt2638only if starting from scratch. The only thing that’s significantly more expensive than any other engine family is the intake because it makes part of the heads. The heads are actually cheaper than many so average it out and you’re not that far above any other big block in price. And they just look correct in a classic car with some pent-roof valve covers.
Never install a cam after the crankshaft! You always install the cam first so you can guide the camshaft in first and not nick the cam bearings!! Good grief! What a disaster!!
@@FESpecialties So glad to hear. I want to build a 410 so bad, but being blind is hard to find a way. I wish I lived up there. I could at least get it machined. My last machinist stole my C4AEG HEADS, I had 5 years of work in clay modeling and development in. I guess that they were too good for me! 😂. I wish I had them back 2.15/1.63 valves 4.05 bore Holley SD and flowed 325 cfm at .500-.700 . I just sent them in for a final valve job. Whoops there goes… I want to do a 413 ci 410 with another set like that but where do I start, it’s hard to port when you can’t see. lol. Have a great year and keep on keeping on!
ua-cam.com/video/4dYaBF-HgIk/v-deo.html this was my best i can do on a budget of $37,000.00 and i now wish i new then what i know now. like to see you shows do something like this or better im in the rating of putting 750 shot or Maby turbos, so presser tested to handle and built to do so. i have seen new blocks now made of aluminum things that didn't exist win i was building. only runs the cost up of what i have already done.
I love FEs. I built a. .020over. 390 32 years ago and put it in my 65 Galaxie and it still runs really good. No blowby, leaks and it still pulls 503 hp. It screams like a banshee.
U still have the car?
I get a kick out of the "Never working on a Ford" Well I'm perhaps one of the few people who campaigned 427FE and it got almost booring the number of Bowtie cars my FE dusted. You see so many Chevies because they're cheap to buy and cheap to build. The only cars that were a challenge to my 427 were big block MOPARs (read Hemis) and many of them crossed the finish line after me.
I don't refuse to work on the Ford. If it
Is a demolition derby car
I believe Ford recommends staggering the main seal 3/8 inch.
Love fe engines, they should start building them again
Ford did--it was the 4.6 litre cross bolted V8, or if you want, the 5.4 litre. and the Teksid block handled 1,000 hp at the crankshaft.
@@alertgaspernot even the same 😂
@@jp360ford2 sure is. made 'em for cars and trucks, even a V10 version. tho the real secret sauce is a 351W--roller cam, EFI, 7 litre displacement capacity with a stroker kit and you can drop 'er in a 67 Mustang and still have room for headers and spark plug reading. Cheaper'n attempting that all that with a 391 FT :)
That's the best looking Mustang I've ever seen
I like the shiteatin grin they both give when they say their little pun before the commercial break.
Imagine both the Aluminium heads and intake manifold we're all ported and polished, it would've made even more horsepower and it would've been a great swap for an old F100 or a 64 Galaxie or heck even some Canadian Fords like the Meteor Montcalm, Meteor Rideau 500, Monarch Richelieu, Monarch Lucerne, Meteor Ranchero, and the Mercury M100 (which is a Canadian version of the Ford F100).
Perfect for a mid 70's T-Bird.
The offset of oiling hole to crank bearing is by design. It flows enough. Only in a race only FE is it of any benefit of concern. It was like this throughout the FE’s very long production
Edelbrocks are OK but they require a TON of port massaging. I would go trick flow if i did it again.
WOW - Flashback to 2006! I wonder what Joe & Chuck are doing these days?
Joe is on Detroit Muscle with Tommy Boshers......never seen the other guy..... probably passed away ....from clogged arteries
old school ford big block! awesome video!
Love the old show! Very cool
Use melling 57b cobra jet oil pump, and a C6oe gt/cj camshaft, put the .090 restrictor in oil passage to rocker arms.
I remember this way back when, they never finished that engine, but I'd guess it was targeted to an old TBird. Not a bad build, but there's so many more options they could have taken. The 428 crank, port matching, even cranks that get you into the 500 range. At least they did something different.
i wish one of these shows would actually do an FE motor with real high end ProFormance like my motor about all i could a-ford no pun intended carbs CFM 850 CFM and it may not be enough a lot of cam beefy bottom and top about the only thing original are covers and block and crank. original stroker 428 crank in my Third motor.
i would love to see you guys spend some reasonable high dolor massive power like mine.
I absolutely love FE engines I’ve heard countless stories of people trying to kill those engines and eventually started burning as much oil as gas
Ford never called any of there engine families big block or small block. Either Windsor, 335, 385 or FE series. Term big block and small block was GM thing
The fe engines were labeled medium block, kinda stange
Dad worked for Ford dealership through before and through muscle car years. He said they called them by engine cid. I have ford info calling 351C, 351M and 400 as mid blocks. But it never stuck because people seen 351C as small block and 351M/400 as big block because it had 429/460 bellhousing bolt pattern. But 335 series engine all shared Windsor bore spacing. This was how 302 Boss was bore because engineer was working on trans-am race series engine and 351C engine. Taking 351C head bolting them on 302 block
AWESOME VIDEO ... !!!!!
Why doesn't the oil hole match up?
The FE was known to have oil issues. There was a few common tricks to get the FE to work well. Putting a Holley carb jet into the oil feed to the top of the heads was one, and the other was to enlarge the oil passage where the pump bolts up, next was to hit the mains with a die grinder. This worked really well on these old engines.
@@karljay7473 it was odd, but the mismatch on the main feed holes was supposedly to meter oil from front to rear and even the floor out. It worked, they won LeMans with the 427 side oiler that way. I couldn’t leave it that way, I did what they did.
Go figure I just bought a 69 merc cyclone gt with that same moter build on the 390.
Top it of the car almost 60 year in realy good shape with a 1of1 Mardi for 20k.
Guys.... NEVER funnel the main bearings to try and line up the oil hole. Funnel the block. I have been building FE since they have been around. More than 20 years experience.
I agree. Yea they probably didn’t realize the mis-match before the block was cleaned and prepped for assembly. They also didn’t match the oil pump to block and oil filter adapter to block. It is a very mild build though. It will be fine.
God speed Mr. Elmore.
My FE is 428-SCJ in a 1969 Mach 1 that's pretty low - 49" at the roof top and you can just squeeze a fist between it and the pavement = Headers DO NOT WORK in these cars - not only because of ground clearance, but because of the "grind-to-fit" (32) Stage-8 cap screws required to seal Hooker long-tubes to your Edelbrock or medium riser CJ heads...and, they still hit the reinforced shock towers on the passenger side! So, you must run cast iron CJ manifolds, which limits your camshaft fantasies. I'm running 12:1 custom Auto-Tec pistons and Comp Cams "milder" solid roller cam, which has 292 deg. duration, 110 lobe centers and 0.645" lift....runs like hell from 3,500-5,900.
Can't believe these guys didn't open up the oil hole to match the oil pump before putting this short block together. I suspect they didn't do the rest of the oil mods to the starving bottom end. Should always read Barry's book on FE before spending hard earned money on a performance FE build.
FE element symbol for Iron one heavy beast.
@@howardcameron1541 Actually they are lighter than a 351 W. Great balance.
FE stands for FORD EDSEL engine
Myth
Now days it means.fords expensive.
@@peggyseefeldt2638only if starting from scratch. The only thing that’s significantly more expensive than any other engine family is the intake because it makes part of the heads. The heads are actually cheaper than many so average it out and you’re not that far above any other big block in price. And they just look correct in a classic car with some pent-roof valve covers.
My goodness! Totally incorrect assembly processes and totally mismatched parts!
Never use a 2105 intake with RPM HEADS!
Good grief!!
7105 would be a better match
@@FESpecialties That plain Perfomer is junk. I run a Street Dominator.
Never install a cam after the crankshaft! You always install the cam first so you can guide the camshaft in first and not nick the cam bearings!!
Good grief! What a disaster!!
Never install the snout threw the timing cover seal and install dry.
Installing aftermarket intakes need to be fit in many cases. Don't just bolt her down.
@@FESpecialties Hey Tom, are you still building and racing?
@@Bbbbad724Yes we are!!
@@FESpecialties So glad to hear. I want to build a 410 so bad, but being blind is hard to find a way. I wish I lived up there. I could at least get it machined. My last machinist stole my C4AEG HEADS, I had 5 years of work in clay modeling and development in. I guess that they were too good for me! 😂. I wish I had them back 2.15/1.63 valves 4.05 bore Holley SD and flowed 325 cfm at .500-.700 . I just sent them in for a final valve job. Whoops there goes… I want to do a 413 ci 410 with another set like that but where do I start, it’s hard to port when you can’t see. lol. Have a great year and keep on keeping on!
I sure miss Chuck and Joe
These guys always have the most corny scripts ever LOL
130 Ft/lbs!! WHAT!! You guys are so wrong! 130# is for 460 based motors, not FE’s! You guys are really hard to watch! Total disaster!!
Never seen an FE guy tighten up the intake before making sure that the distributor will drop all the way in, guess luck is with them
Whoever’s reading this, I pray that whatever your going through gets better and whatever your struggling with or worrying about is going to be fine 💖
What year was this filmed?
1896
Like 25 years ago. Yet some people in here are so dumb they think it's recent btw joe elmore just died.
F E = FUN ENGINES 😃👍🏻🇺🇸
Awesome video guys, Built Ford Tough 💪
You might want to lube the distributor gear before you install the distributor!!
What a disaster!!
I miss Chuck
Out of production for over 20 years?? Try nearly 50!!
Im so sorry but I seeso many mistakes it just unbelievable garden teed to fai what a shame
ua-cam.com/video/4dYaBF-HgIk/v-deo.html
this was my best i can do on a budget of $37,000.00 and i now wish i new then what i know now.
like to see you shows do something like this or better im in the rating of putting 750 shot or Maby turbos, so presser tested to handle and built to do so.
i have seen new blocks now made of aluminum things that didn't exist win i was building.
only runs the cost up of what i have already done.
I cant believe joe died.
Thunder bird
Whatta shame, All those good parts in probably fords ugliest mustang.
No. That honor goes to the Mustang 2
@@bmstylee close enough
WOW MAN, ive never heard so many CHEESY lines in 20 minutes in my life!
Blue silicone!! What a complete joke!
First!!!
Ew. Ugly sn95