Featured Powerplant: Ford FE

In 1958, Ford introduced their new FE big-block, designed to replace the Y-block. Offered in factory displacements up to 428 cubic inches, the 4-inch plus bore allowed for larger valve sizes. They were installed under the hoods of Fords, Mercurys, and until 1976, Ford pickups.

FEs (Ford - Edsel, back when Ford indentified engine families by the car line it would be installed in) employed engine design traits from the 317 Lincoln, Y-block and MEL (Mercury - Edsel - Lincoln) engines. This included an extended skirt-style block and shaft-mounted rocker arms. Unlike Y-blocks, FEs were designed with oil galleries to allow use of hydraulic lifters.

But most importantly, the FE big-block carried Ford's Total Performance mantel. When Holman & Moody pronounced their FE race engines "Competition Proven," that was no idle boast. FE engines regularly dominated NASCAR, NHRA, and they ultimately powered Ford's GT Mk II and Mk IV in victories in the 1966 and '67 24 Hours of LeMans. And if that wasn't enough, the 427 and 428 Cobra Jet were two of the hottest musclecar engines in the '60s.

Our goal here is to provide an FE design overview. There are versions that we won't touch on, such as the Tunnel Port heads or the 427 SOHC version. The most important thing to focus on is not limited only to production 427s, but rather the 390s and 428s galore that can be built into outstanding performance engines.

Low, Medium and High Riser Cylinder Heads

Ford developed a slew of cylinder heads for the FE. There were the low production race pieces like the Tunnel Ports, with huge, round intake passages. But the performance heads that were more common were the low, medium and high-risers.

The best way to understand this concept is to focus on the intake manifold plenum floor, in relation to the head intake port opening. The higher the plenum floor "rise," the straighter the path to the port, which improves high rpm clyinder head breathing. Hence, in the high-riser package, the head intake ports were very tall at 2.72-inches, so the rise from the port floor to the plenum floor was tallest. As a result, high-rise equipped cars required a hood bubbble for carb clearance.

The original 427 performance heads were low-risers. Head port opening was 1.93-inches tall, and the plenum floor rise was lower, so it fit under a stock hood. In 1965, the medium-riser was introduced. Cylinder head port height was 2.34-inches and the plenum rise was mid-way between low and high. Innovative manifold design allowed for near high-rise air flow, while fitting a stock hood line. The 428 CJ head was considered a low-riser configuration. Only a high-rise intake will fit high-riser heads. Otherwise, FE heads will fit with low and medium-riser intakes.

Blocks, Cranks and Rods

All FE blocks share the same architecture, and the vast majority of FE blocks came with two-bolt mains, including the 428 CJ and SCJ. The exceptions are the 406, where cross-bolted mains were introduced, and the 427, which were all cross-bolted. FEs were also center oilers, except for the 427 side oiler that was introduced in 1965. This had a priority main gallery that went down the driver's side skirt, and sent oil first to the main bearings, before the cam bearings.

Not surprisingly, the 390 block was in production longest, so they are most abundant. A popular engine upgrade is to install a 428 crank (3.98-inch throw) into a 390 block for a 410 stroker motor, which was offered from Ford under Mercury hoods in 1966 and 67.

FE cranks are internally balanced, with the exception of the 410 and 428. The majority of cranks were nodular cast iron, while most 427s employed forged steel cranks. Cast cranks are adequate for most street/strip applications.

As part of the Total Performance era, Ford also developed killer connecting rods for 427 racing duties. LeMans rods had increased beam cross sections and used 7/16-inch diameter cap screws. Because these were installed in the 428 Super Cobra Jet, with unique, short head cap screws to provide block skirt clearance, a special balance flywheel and spacer with an integral counterweight were installed.

Ultimately, when planning to build an FE engine, keep in mind that over 30 years has passed since the FE factory performance heyday. Frankly, the factory components are pricey and next to being used up as well as technologically outdated. Happily, there's a growing list of aftermarket intakes, heads, cranks, rods, pistons and valvetrain components, so building a bulletproof FE is easier than ever. And using parts that are better than the factory ever offered, your FE can make more power with more durability than a 427 high-riser ever did.

Complete article now available in issue #4 of Legendary Ford Magazine

To read this article in its entirety, visit Legendary Ford Magazine online and subscribe today!

Note: SuperMotors has a business affiliation with Legendary Ford Magazine, which provides Ford, Lincoln, and Mercury articles and content to SuperMotors.

Back to the Issue #4 index.