Few can dispute the FE series big-block's performance on a grand scale. This is the legendary engine that not only won Le Mans, it spanked Ferrari and other exotics in a global venue only the very few get to attend let alone win. It took Ford years of trial and error to get the FE big-block where it needed to be to win. To win, an engine has to stay together and actually finish a race.
The FE's largest shortcoming early on was shaking itself apart. Main caps that worked loose in stock car racing—scattering iron, steel, aluminum, oil, and coolant all over tracks from coast to coast. Ford engineers kept the dynamometer labs roaring searching for the FE's biggest weaknesses. Some of the greatest weaknesses were main caps, block webs, and lubrication issues.
InFord developed and blocks with cross-bolted main caps in order to provide down under security. The cross-bolted main cap block was a fresh iron casting ready for thrashing and trashing on the racing circuit. Though the cranks stayed put, they burned up and failed nonetheless. The new struggled to finish a race because it had trouble keeping an oil wedge between moving parts at high rpm. The side oiler vastly improved oil distribution throughout the with great focus on main and rod journals.1966 Ford Fairlane GT Test Drive 427 FE Trick Flow Heads Howard’s Roller Cam
With the bottom end sewed up tight with plenty of lubrication for thirsty main and rod journals, the was ready to meet the stressful world of endurance racing. For years, Ford parts of any kind have been scarce and expensive.
If you've needed a side oiler block, you'd better have a Ford E-Series van full of cash to bring one home. And a new old stock side oiler? Forget it. Imagine if you could sit down at your PC and order a new side oiler block authentic in every way produced using the most advanced casting techniques in the world.
And imagine a side oiler block you could actually afford. Bear Block Motors introduces the side oiler block for your dreamy FE big-block project. Imagine being able to build an all-new FE big-block using one of today's stroker kits and the 's huge bores along with roller cam and high-tech cylinder heads.
Bear Block Motors not only offers you the block, it has also engineered high-swirl heads to go with the block. Meet the new kid—yet old kid—on the block. Casting technology in Ford foundries was never this good 50 years ago. The Bear block employs diesel-grade iron with improved oil circuitry, thicker main webs and 0.
Big bores are 4. An optional 4. Weight is pounds including steel main caps. Check out the buttery smooth machine work displayed here. All mating surfaces make for perfect gasket contact and leak resistance. Oil galleys are all screw-in plug. The side oiler from Bear Block Motors has advanced oiling system circuitry with larger galleys for volume aplenty. You can run flat tappet or roller hydraulic lifters in this block.
Cross-bolted main caps are a perfect interference fit between the block skirts and without spacers. Look at the casting and machining quality demonstrated here with screw-in freeze plugs and the correct C5AE-H casting number. The Bear looks great from any angle thanks to advanced casting and machining techniques. Once you have your Bear in paint, it is virtually impossible to tell the difference between original equipment and the Bear Here inoverhead-cam, multi-valve engines are the industry standard.
Anything less is considered retrograde. But on the American automotive scene of the s, pushrod V8s were the state of the art. Even today, a powerful mystique surrounds the engine. France regarded overhead cams and such to be European exotica, a poor fit with his down-home vision for Grand National stock car racing. Note the spark plug location at the bottom edge of the valve cover on this early version of the SOHC V8.
The plugs were then relocated at the top of the chamber for ease of access. To save time and money on the conversion, the heads were cast iron and the cam drive was a roller chain.
The oiling system was revised and to manage the greater horizontal inertia loads generated by the increased rpm, cross-bolted main caps were incorporated into the block casting. These features were then adopted on all CID engines across the board. By placing the camshafts atop the cylinder heads, the pushrods could be eliminated altogether, permitting larger, straighter intake ports.
One Cammer feature that continues to fascinate gearheads today is the timing chain—it was nearly seven feet long.
Cammer–the real story of the legendary Ford 427 SOHC V8
Cheaper and quicker to develop than a proper gear drive but not nearly as effective, the chain introduced a number of issues. For example, racers in the field soon learned that it was necessary to stagger the cam timing four to eight degrees between banks to compensate for slack in the links. This closeup illustrates the revised spark plug location and another issue created by the chain drive. This in turn necessitated a unique camshaft for each bank, one a mirror of the other, so the opening and closing ramps would be properly located.
All the published technical sources on the Cammer, including an in-depth feature in the January issue of Hot Rod Magazine, appear to be closely based on the SAE paper. On gasoline, the engine was said to be good for hp.
Sort of. Okay, not really. The Cammer was now allowed, technically, but only in the full-size Galaxie model, limited to one small four-barrel carb, and with an absurd, crippling weight handicap: nearly lbs, lbs more than the Dodge and Plymouth hemis. At that point Ford said no thanks and dedicated the Cammer to drag racing.
Ford made the Cammer widely available in the drag world, providing engine deals to nitro racers Tom Hoover, Pete Robinson, Connie Kallita, and a host of others. Among the most successful Cammer-equipped drag cars were the Comet flip-top funny cars Don Nicholson, Eddie Schartman, et.
Note the additional gear on the left bank, allowing a right-hand camshaft to be used on both cylinder heads. Cammer engines are very scarce these days, and when you can find one, very expensive.
Genesis 427 FE Blocks in Cast Iron or Aluminum
Connie Kalitta was a stalwart Ford Cammer racer back in the day, as shown in this photo, and he continues to operate a multi-car Top Fuel and Funny Car team in Thanks MCG, cool story. Looking at it today, it looks horribly out of date.This disassembled Ford FE V8 engine project comes with a set of rebuilt factory cylinder heads, new Edelbrock cylinder heads, a dual-quad intake manifold, two Holley carburetors, and a Ford 4-speed top-loader transmission.
Included engine internals include H-beam connecting rods, a Crower camshaft, ARP fasteners, cast iron exhaust headers from a Galaxie, and more as listed below. The seller sourced new H-beam connecting rods along with ARP hardware.
An additional set of new aluminum Edelbrock cylinder heads are included as well. The 4-speed top-loader manual transmission is equipped with a spline output shaft and comes with a new Quick Time bellhousing. A two-piece steel and aluminum flywheel is equipped with a new starter ring. A new clutch and McLeod throwout bearing are also included.
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BBM Aluminum FE Engine Block (FE427 Side Oiler)
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If you don't win, the pre-authorization will be released. For more info, read about our auctions or email us with any questions. Are you sure you want to proceed? Enim enim adipisicing voluptate aliqua consectetur tempor non non in. Veniam fugiat voluptate mollit laboris quis sunt aliquip. Sit duis incididunt Lorem incididunt et anim. Culpa deserunt eu in voluptate cupidatat enim occaecat in est officia aliquip do irure excepteur. Aute ipsum consectetur laboris irure irure sit occaecat.
Id aliquip tempor qui dolore in est excepteur proident. Ea enim aute exercitation eu culpa. Id duis nulla eu incididunt ut id exercitation non eiusmod non enim Lorem nulla ad. Officia nostrud nulla veniam eiusmod irure Lorem est occaecat. New to BaT? Learn how it works. See Result. July 24 - July 25 - This chapter focuses on the foundation element of an FE Ford engine build—the block itself. Before sinking a lot of money into rebuilding a block, you should Magnaflux the block to check for cracks and have it sonically tested to determine the thickness of the bores.
Once you have selected a structurally sound block, the rebuilding process can begin. Ford FE engine blocks used for performance builds are generally selected from one of three groupings:, and While other blocks are out there, these three are the foundation for the vast majority of high-performance street and track applications.
The common singleweb- style block is found in most and engines. The vast majority of FE engine blocks have the straight two-bolt main bearing caps. However, the engine had cross-bolted main bearing caps for greater strength.
Another view of the block shows the single main web reinforcement in detail. The thick main webs and deep skirt design provide excellent strength and help make the FE a very durable engine. The based blocks, which have an original bore diameter of 4. The common engine also utilized the block, with no difference in features or markings, as did the Mercury. The blocks from medium-duty trucks are very similar to the block, and are referred to as or engines.
The medium-duty truck blocks have a larger distributor shaft hole, requiring a bushing for passenger- car use. There are several differences in engines from various years and applications.
Perhaps the most obvious variance is the use of a double or reinforced main web design on the heavier-duty versions of the block. It can also be found almost at random on other engines.
These blocks are the basis for the famed Cobra Jet engine and use a 4. Many engines were also used as industrial and irrigation power plants.
The Cobra Jet and industrial blocks usually have the double main webbing. The rarest and most desirable of the FE blocks is the revered —with either center oiler or side oiler. With a base bore diameter of 4. Most—but not all—s have screw-in-type core plugs, a feature not found on any other FE engine. The center-oiler design uses the same lubrication strategy as that employed in more common FE engines, while the side-oiler design has a unique main-feed galley along the side of the block hence the name.Those weigh lbs.
What strength does the engine block have? The Ford FE type Pond engine block in aluminum is much stronger than the original cast iron Ford block. The Pond engine block was internally redesigned with siamese cylinders, the deck is.
Aluminum is heat treated to T The cast iron Pond engine block brinnells at over Is this as strong as the original Ford engine block? Yes — substantially more. People with the aluminum Pond engine block are running over HP without issues. What about the sleeves on the Pond engine block?
The aluminum Pond engine block has spun ductile iron sleeves that Brinnell at What about oil passages on the block? Oil passages are similar to a stock side oiler s. This is important because on the original Ford engine block, it was the other way around. And you always oil critical things first! What freeze plugs are used? Do the engine blocks you supply use the same designations as the original Ford block? They have been completely re-designed, and are technically superior, but have the look of an original Ford block.
The aluminum Pond engine block can have a maximum bore of 4. This would give you over cubic inches. The cast iron block would give you a maximum bore of 4. What equipment do you use to manufacture these blocks? There is no tolerance for error in any of these applications.
Also, this is the standard-rotation engine. Measuring boat hours is traditionally very unreliable, but to the best of my knowledge, there is approximately hours since the block was rebuilt in What Happened?
In October, I suffered a catastrophic engine failure when the 3 piston broke apart. When disassembled, the engine showed signs of premature detonation in that cylinder only.
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