Ford Big-Block Parts Interchange. George Reid

       429/460

       Boss 429

       The MEL

       Chapter 3: Rotating Assembly

       FE/FT Rotating Assembly

       429/460 Rotating Assembly

       MEL Rotating Assembly

       Chapter 4: Lubrication

       FE Oiling System

       429/460 Oiling System

       MEL Oiling System

       Chapter 5: Cylinder Heads

       FE Series

       The MEL

       385 Series

       Boss 429

       Chapter 6: Camshaft and Valvetrain

       FE Series

       The MEL

       385 Series 429/460

       Boss 429

       Chapter 7: Induction

       FE Intake Manifold

       MEL Induction

       429/460 Induction

       Air Cleaners

       Thermactor/IMCO

       Chapter 8: Ignition, Charging and Starting

       Starting

       Generator and Alternator

       Distributor

       Chapter 9: Exhaust

       Mufflers and Pipes

       Chapter 10: Cooling

       Radiator

       Water Pump

       Cooling Fan

       Source Guide

      ACKNOWLEDGMENTS

      It goes without saying that a book like this is an enormous undertaking, taking nearly a year to write and a lifetime to research. I’ve been an automotive technical writer for most of my life and have found that I’ve never stopped learning. When I examine the first High-Performance Ford Engine Parts Interchange book written nearly 20 years ago it is proof we never stop learning. I’ve learned so much about these powerful Ford V-8 engines through the years making updates and corrections as I’ve learned back from you, our valued readers. And thanks to you, this book series has endured in the marketplace. In fact, the Ford Engine Interchange Series has performed so well that CarTech decided to break it up into separate small-block and big-block books.

      A book like this doesn’t happen without help from knowledgeable people in the industry: Jim Grubbs, Ryan Peart, Jeff Latimer, and Vinnie Vicedo of JGM Performance Engineering in Valencia, California; Jay Brown of FE Power in Minnesota; Robert Pond of Robert Pond Motorsports in Arizona; Ray McClelland of Full Throttle Kustomz in Fillmore, California; Craig Conley of Paradise Wheels; brothers Bill and Jeff Sneathan of SEMO Classic Mustang in Southeast Missouri; Dave Stribling in the great state of Indiana; and John Vermeersch of Total Performance just outside of Detroit.

      Special thanks to Garrett Marks at Mustangs Etc. in Van Nuys, California, who has developed a sharp eye for the Ford Master Parts Catalog to help sort it all out. Mark Jeffrey of Trans Am Racing has assisted me with FE builds more times than I can count. I consider Marvin McAfee of MCE Engines one of the most knowledgeable engine builders I’ve ever known. There’s also the gang at Ford Performance in the motherland of Detroit; Jesse Kershaw and Mike Delahanty, who have helped me countless times through the years.

      Despite the great challenges of a book of this caliber and depth, it has proven to be a very successful publication that has helped thousands with their engine-building projects. I have read your letters, emails, and posts in the forums. I have taken your comments to heart and enlisted help from some of the best minds in the business.

      There’s an old saying and it is surely true. Put 50 engine builders in a room and approach a given subject and you will get 50 opinions. Our job is to take what we learn from engine builders and knowledgeable people in the industry and bring it to you.

      Many thanks to all of you who have helped me with these extensive book undertakings through the years. Additional thanks go to those of you with enough faith in me, and in CarTech, to have purchased these books through the decades. I will never take any of you for granted.

      INTRODUCTION

      Ford’s big-block story consists of four basic engine families: the FE, MEL, Super Duty, and the 385 Series. The FE/FT, MEL, and Super Duty Truck big-blocks were all introduced in 1958. The 385 Series big-block was introduced later in 1968 as a replacement for the MEL.

      When the FE/FT Series, MEL, and Super Duty big-block Fords were introduced there was no such thing as a small-block or a big-block. At the time, there were the Ford and Lincoln Y-block V-8s and the enduring legacy of the classic flathead V-8 first introduced in 1932. The Lincoln Y-block was also produced as a truck powerplant.

       The FE

      The FE Series big-block with its skirted block entered production with plenty of room for growth. During the FE’s 18-year production life spanning 1958–1976, it was produced in displacements of 332, 352, 360, 361, 390, 406, 410, 427, and 428 ci for a wide variety of missions, ranging from basic utilitarian function in cars, trucks, and stationary applications to world-beating Le Mans–winning performance.

       Ford’s 429 Super Cobra Jet was produced for just two model years (1970 and 1971) and made huge amounts of horsepower and torque for a big-block production engine. It was fitted with Holley carburetion and a hot flat-tappet hydraulic cam that enabled it to put a lot of power to the pavement.

      The FE was a continuing tradition of skirted Ford Y-block designs that were as rugged as they came. It remains loved for its durability and reputation for making whopping amounts of power. As the FE engine grew in terms of displacement in the 1960s it also became more durable. Ford gave the FE thicker main webs, cross-bolted main caps, a steel crank, heavy-duty rods, and an improved oiling system. The result was race-winning performance starting with the lightweight Galaxies and Thunderbolts in the early 1960s, through the 427 Cobras and 428 Cobra Jet Mustangs, and culminating in four consecutive wins at Le Mans, where the 427-powered GT-40s ended Ferrari’s domination in the mid- to late 1960s.

      What makes the FE Series engine so popular is its historical pedigree and the wide variety of displacements and cylinder head variations that were available from Ford over the engine’s lifetime. When it was introduced, the FE was available