we drag race FE 80s tbird with a mostly stock FE 390 and a 66 fairlane with a FE 427 and a turbo check out my videos

ford ❤❤❤

It was a blast water skiing and joy riding in an 18 foot Hallett flat bottom drag racing boat. It had a V-Drive gearbox with 21 % overdrive. We would ski at 1900 rpm for some skiers and 3500 for others. We ran at Inboard Alley Colorado River area just below Parker Dam..fun times. 7100 RPM was a blast

Actually 427 Fords they made different versions of them through the years, the top oiler, side oiler, and the sohc! King of all 427 Fords, plus the small block version . The FE series 427 is really 425 Cubic Inchs . CHRYSLER had the 426 Chevy, the 427 ,why didn't Ford leave it at 425 ? Food for Thought.

SOME PPL don't have a Clue! Ford made 3 Versions of the 427 thru the Years, Including the SOHC /CAMMER! WHICH was Bad to the BONE! .

​@jerryparks6123 Your right about those designs but not just 3. The high riser headed 427 had the top half of the engine in a league of its own. (Heads needed a intake to match). Also the tunnel port! I think somtimes we get lost in the amazement of the cammer, & rightfully so. However we shouldn't just over look the tunnel port 427s wich I believe there is no HP ratings on? However they ran every bit in step with Chryslers 426 hemi! The tunnel port heads had the big breathing ports like the hemi, but stayed with the wedge combustion chambers wich in some instances was a advantage for them! The early 427s started out with the low riser heads & and shortly after had high riser heads. High riser headed 427s got banned from nascar when the 426 hemis got banned. So Chrysler went to work to make the hemi legal. Ford created the tunnel port heads. Wich really flowed like the hemis! Just shorter than the high risers & still wedge combustion chambers! So many versions of the 427! The only differences in blocks was really just top oilers then side oilers. All the different head configurations used the same basic blocks if I understand it correctly.

I wonder how far it would go with a tuned Holley EFI and a performance intake. Converting it to Fuel Injection and Elecronic Ignition would be beneficial in many ways since this engine went into a street car.

Way more power! I can get this from a 410 Mercury built a bunch of them for Mustangs. 416 cubes at 7000 rpm’s.

Richard Holdner I think?

👍

80 lbs. of cast iron.

I LOVE this engine for the pure fact that it was in the ford gt40 mk II . I ADORE that car

Wilson Solt none. Because they don’t ever listen to the new ones. 🤣

That is very true. Try to do something they haven't done and there is a 100% chance of an argument. Further, they think that because they haven't done then no one else needs to do it either. See, if you have any imagination and capacity for critical thinking then you can come up with some great combos - you get excited, work all the details, check, re check then check again then go down the shop with your proposal for a new build and you get a blank wall followed by an agument, then get asked to leave. Yep know the feeling well. Practically no one has any imagination and when I hear all this crap about the young of today being usless I just about sick up! The young of today are getting huge horsepower from small engines, take huge risks with builds (which all of us learn from) and rightly stick it to old basterds when they say, "oh i just got 500hp out of my 427." when they're getting 1100hp out of a 3 litre engine at 10k rpm lol (bit of an exaggeration but you know what I mean). Look I can't stand turbo Jap engines myself but this isn't about what I like or don't like. It is about innovation, imagination and having a go. They're doing it and we have no right to put them down actually - even though they do that to us often enough. I have this idea of building a Mopar Gen2 Hemi based on an aluminum 4.5" bore low deck block (which are available) but with only the stock low deck stroke that would turn 7000-7500 rpm on the street and make a reasonable 550hp with around .600" lift on a solid lifter flat tappet camshaft. I gave up on that one. All I get is why, why, why why? you can't, you're an idiot, there's a reason no one has ever built this, what about this and that and that on and on and on and effing on into infinity. All I can say is they must be so flush with money that they can turn work away like this. That ship has sailed and I won't be building that motor, but I may buy a 572 crate Hemi instead but I still secretly yearn for big rpm Hemi with a close ratio 5sp manual tranny in an A body with a D60 rear end. I'd paint it and detail the engine bay and make the whole thing look factory right down to the nuts bolts and paint.

Some of us muscle car era oldtimers plan to be around another 80 - 100 years... and we're still LEARNING !!! www.motortrendondemand.com/detail/dyno-proven-50-hp-with-one-bolt-on-engine-masters-ep-1/0_aq9h0374 .

@@BuzzLOLOL i think I've seen that one. They put a tunnel ram on and it develops bottom end torque as well picking up 50hp. Amen to the extra 150 years. It might actually happen within the next 5 or so years. I heard an already known compound is undergoing clinical trials. Hope so. I'm in no hurry to age at the usual rate lol.

Hey Richard, tell me how to make 305's go good. But before you do I have another (long winded sorry) story. The 350 story. I have an FJ40 Toyota Landcruiser that I just fitted a 350 to. Like the Hemi story I have had nothing but trouble. You get to a point in life where the children have left home, you don't owe any money and you revert to the age that you were when your 1st child was born, but now finally have a few $$s to indulge some passions. For my old Landcruiser I really wanted to build this: www.airflowresearch.com/412-hp-350-ci-afr-190cc/ The link above is to 350 built using a 400 Chevy block with a 327 crank and long rods. Check out the torque 'curve'. After 4 different machine shops I had to give up. I just can't deal with them. I get so annoyed the joy goes out of it. That's the effect they have on me. I'm a qualified mechanic and if I had the money I'd do an automotive machining apprenticeship at mature age and buy all the effing equipment secondhand and damn well build the engines I want myself instead of having to pay morons to build what they want rather than what I want. Anyhow, after giving up on the 350 that should've been (link above), I bought a brand new (green) roller cam 4 bolt Vortec short motor built in 2014. A mexico one. I found a place that would supply and build me some heads and supply some shaft mount roller rockers for a reasonable cost, but I specified I'll supply the springs and retainers. To up the cam profile I decided on 1.6 ratio arms as it's a baby roller in those things and I indulged and bought a Milodon single idler gear drive for roller cam motors. A total waste of money but it's my money to waste! I bought some cheap ($90) but excellent GMP LS beehive springs and some Comp retainers especially for the the Gen 1 heads. They are 90lbs on the seat. You probably know this but the big advantage of beehives is the low spring pressure and the resistence to oscillation is effected by the variable radius of the coils and an oval section in some parts of the coil. On top of that they have reduced mass because they don't require a damper spring wound in the opposite direction to change a conventional springs oscillation point. They are capable of 7000rpm at .550 lift and that low spring pressure is extra power in reduced engine pumping losses. Should be fine for a 5800rpm hybrid Vortec/gen 1 350. So 'ole mate machinist #5 is building the heads and puts the springs in the gauge and finds they are only 90lbs. I discussed with him in depth before I supplied them what the specs were. He was fine with it. Back to the story, he rings me tells me they're no good. I tell him to just fit them. He refuses. I tell him I'll come in. I go in and he's catastophizing about them. I point out to him that I'm into them for a bit of money and I want to go that way and that they're out of LS engines with 1.7 rocker ratio that turn 6500+ rpm on hydraulic lifters etc etc etc and I told you all this before I agreed you build my heads. He reluctantly agrees. A week later I get a phone call from another mechanic friend of mine - 'ole mate machinist #5 knows him because my friend's son did an automotive machining apprenticeship with him. My friend tells me, 'ole mate has just been on the phone talking to him about MY springs and to talk sense to me. I think ffs! My mechanic friend knows I'm no fool and he also understands the beehive advantage for street engines even better than me. I get angry and ring up #5 and tell him fit them or I'm not paying you. I'm the customer and you're to do what I ask. Of course he fitted them and the motor is amazing. It revs so cleanly through the range. It does have a heavy flywheel in a heavy truck so the motor doesn't rev up quickly as in a car being only 350 cubic inches an all, but there is 0 hint of harshness at any point. It is the smoothest 350 you could imagine with a very liquid torque delivery - and it revs up too. I'm very pleased with it even though it doesn't go but that isn't anything to do with ole mate, more Fitech vs Mallory offroad ignition and some unwanted electrical noise causing some as yet unresolved issues I'm too busy to deal with at the moment LOL. BTW a properly set up single idler Milodon gear drive in a 350 makes no sound. It is as quiet as a stock timing chain. Everybody is amazed it makes no sound.

Robert M. Trolinder I had a ‘66 Cyclone! Loved it. Came with a 390 and C6 auto. The heads were the ones with like 14 or 16 holes for exhaust manifolds instead of the usual 8. Used funny exhaust manifolds cause of the tight clearance in the engine compartment. Was probably some cutting done to get a 427 in one!

A "Holley 950" in the "mid-70s". Yet another Fordtard "back in the day" story he can't even set in the right decade.

"Sleepers" are a physical impossibility for Fordtards since they can't keep their mouths shut for 3 seconds about their "powerplants" in the presence of anyone they even suspect might actually give a shit and FEtards are by FAR the worst when it comes to making more "horsepower" with their flapping gums than the boat anchor FE under the hood could make even if it wasn't a "big-block" with "small-block" combustion chambers and about as likely to REALLY make "500 hp" as its owner is to actually race "heads up" when given the opportunity to put up or shut up at his favorite "bench race". Never been "bench racing"? Then you ain't a Fordtard. You're worse. And that takes some effort.

I think they had the duty to build a 600 hp engine with 550 ft lbs. I have built a 394 ci 390 that makes that much.

Yeah, big engines make heavy cars feel light.

@@larrygall5831 That Big Boy should be making 575+ easily. W.T.F.??

@@guyneault5054 I was thinking 600hp. My slightly warmed over 440 mopar makes 500hp with 9.5:1, iron heads and a flat tappet hydraulic cam on pump gas with a single Holley carb.

@@mitchellferre1652 Mitch, I just so happen to be at Bonneville right now Thought you mite appreciate that, being you Just posted. 3 days into the meet, and because of rain, no runs yet.

@@guyneault5054 good luck and have fun at Bonneville ! 👍

CRYIPTIC CREEP Iam with you as far as I would want an old timer working on my car hands down. These guy have forgotten more than I would ever know.

@@craigsmith177 Agreed Sir

That badboy was used in the gt40 in 66'

It's not that hard of an engine to put together.

@@jesse75 Then you Sir must have Talent. Keep Up the good work.

Yes, they were able to support about 750 horses then they had some problems.

Your "higher nickel content" is PURE B.S. -- nickel is only a tramp metal in Ford iron castings. Ford NEVER added nickel in production FE blocks - never-ever-never.

They used chrome and phosphorus to the iron which is a compliment to grey iron, making it more modular. Adding the third rib in the main webbing is a great improvement and truly nodular main caps made the FE block to a value of 32.000 strength as opposed to GM irons 26,000 . A 3 main girdle or cross bolting them make them capable of Cammer TF 2500, 3500 hp, and 600 miles at WOT in NASCAR. The 352/390/410/428 blocks can take 1000 hp with a girdle or ProGram caps on 2 and 4 . They were way under appreciated because they cammed them way under their potential and restrictions in the heads. I have built some really strong beasts.

@Jack Russelle Lewis Didn’t what? A gentleman who worked in the foundry told me that they added chrome, phosphorus and had a specific cooling rate in the 427 until they found that it wasn’t needed and planned to develop a 427CJ modeled after the hydraulic cam Cougar. Tasca came up with a cheaper route with the 428CJ which was just a PI with 427 LR heads with an iron MR intake. Nickel was pulled out as a trash metal as it is brittle and spalls the pour.

They were indestructible in fact I want to turbocharge a 105 FT block to find the limit. I think it will be around 1000hp with a rising boost curve.

You're a lucky man to have such a rare engine....you should post some pics of it.

In '67 my friend from Stevenson had a '66 Comet Cyclone with a fully built 427 and it ran 11.70 to 11.80 at 126 to 127mph at Baylands. It was yellow and I have seen the time slips. Did you know the Forsbergs? I worked with Dave.

Do you remember a Springtime Yellow 67 390 GT Mustang Fastback on the WC Main Street cruise in say 1976?? That car was the start of FE Specialties!!

Lonestar Stang - not with Ford iron heads.

@Moon Pie Not sure what you mean by "unleash the hp" A cam change alone could give this setup 75hp. The cam is a modern style grind with high lift and low duration to improve torque at the cost of higher rpm horsepower. My stock (stock carbs, stock intake, stock heads, stock cam) 63 427 FE made 436hp / 458lb/ft with the dual points distributor with mid length headers without tuning. I had to go halfsies on the headers so they had something to run on the dyno that wouldn't fit and so the shop owners' daughter could get the headers that fit her 390 truck, haha.

It 8s really kool the John Kaase resurrected the the FE. Ha no change in prices, but for those with the means parts are available

Yeah, i dont see the point of not working the heads more. Even if someone wanted to go back to stock longblock, ported heads would do nothing but good things

Yeah, this performs similar to an off the shelf SBC 400" crate engine...

When you get get some iron off there they weigh the same as a Windsor , it is amazing really. I still don’t know why they had all of the 351s and 400, the FE was the smoothest engine they made and a monster when built right! They are surprisingly lightweight because they are built for racing. An iron 427 with an aluminum intake and heads with 2x4s is halfway between an iron 302 and iron 351 W. And even with the Windsor 427 having an aluminum heads and intake they weigh the same. I want to see the FE continue to be produced. All of the price gouging with the FE being difficult to build is a lie. I built my first one at 12 years old in 1972. A 390 and it was a hoss!

We don't claim you.

Thank Tasca Ford for that crossover you're referring to...the mixing of the FE parts is how Ford ended up with the 428 CJ motors in 1968. The 427 is a proven race mill,it owned Ferrari @ LeMans 4 years back to back to back to back! The 428 Cobra Jet is probably the best version of the FE for the street. The 390 FE can also be built for the street & is a slightly cheaper alternative to the 428,but is very strong on the street & strip. If you want to go top dog FE, the 427 SOHC is the baddest FE out there. It was 1 NASCAR rule away from production. Also the "Cleveland" family of engines is the 385 series,351C,429,& 460 .

@@slyane7320 Not quite, the BB was used the first two years, the SB the second two following a rules change.

You must have heard of ford thunderbolts or mercury comet or that Ohio George one of the most successful gasser competitors ever used ford motors, sohc but f.e. blocks, so I don't agree with you.

@@olderthanyoucali8512 ,Yeah those Thunderbolts weren't feared at all,huh?"Not so much for drag"LOL

The Ford 427 was designed for drag racing first. NASCAR came afterwards.

The narrator states this Top Oiler was built for drag racing. Drag Racing!

All good advice!

Restrict oil flow to the rockers,they get way to much.its better used elsewhere.

​@@mikewarpula911a Holley jet fits perfectly in the oil feed hole. That's what I do.

It wont make all the torque esp down low that the big block does

I have done it. I have done it on 390s, 410. Piece of cake. Really you only need two cross bolt caps, at 2 and 4 mains the blocks are really strong .

Lol they just dropped thousands of dollars in this piece and made a little more than a modern 5.0. Good stuff my ass, not even 1 hp per cubic inch.

@@brennonharmon9548 some things you'll never understand

The constellation models were known to carry two up to two 427 side oilers. Not bad right?

🕶

I'd call that a steal...

Agreed, the Cammer is a sexy beast!

No Emmett, The Cammer as you may know was not available to the public. You had to be factory backed to acquire one. That and the 427 High Riser which was the king of all FE series motors. If You dig deep enough you will find out that the Cammer was nothing really to get excited about. Although a very well designed top end it did not make the kind of power the High Riser did. Years ago speed vision did a special and got all the best big block motors ever released from the factories. Every thing from a stage 3 ram air Buick to the 421 SD from Pontiac. They were done to exact factory specs. Top honors went to the 426 Hemi. In 1970 made it 720hp at the crank, 2nd was the Ford 427 High Riser at 680hp

UNDERSTOOD, MR. Ed Norton. GREAT FEEDBACK INFO ON A GREAT FOMOCO ENGINE. THE FE's and 385 series ARE JUST AWESOME TO ME. THANKS!

@@ednorton1853 - two versions of the SOHC 427 were available from any Ford dealer until January, 1972 -- C6AE-6007-359J and C6AE-6007-363S. The dealer cost was $2281.17. ANYONE with the money could purchase the crated engines. Some Ford parts departments had them on display for sale.

john dillinger yo John Mr Dillinger was the greatest American bank robber of all time and the smartest I might add and he had a love for Fords how could you go wrong you have a great day my friend take care

Thanks!

I second this!

Yeah now even peg leg 352 cubic inch blocks can be made into killer Fe Motors.

Sleeping in the shed.

@@Jdres123 never knew you were a car person let alone into Fords. Excellent!

Thanks , Now I know our country is safe.

Thanks!

That "RV cam"? Yeah. That's about how its specced and the "power numbers" just prove its another boat anchor FE. Not nearly enough chamber for the cubes. Chamber volume is the real engine "displacement" and the largest FE chambers are 350 Chevyish in volume BEFORE idiot "engine builders" start "milling heads" and "zero-decking blocks" and "adding compression" by making the chambers smaller yet. And that's why "500 hp" at some ridiculous Fordtard-impressing "redline" of 7000+ rpm is a "big number" from an FE even when 1/4 of it at least is "free horsepower" from zero accessories, headers that fit zero Ford "platforms", "creative" dyno calibration and "correction factors", 70-degree intake air, cold fuel, endless "tuning" and asinine air-fuel ratios that on the "street and strip" will alternately "foul plugs" and "burn plugs" as they fluctuate from stupid rich to suicidally lean. But what does anyone with a clue expect from "state of the art" engineering circa 1956 Ford Motor Company? One HP per cubic inch in a real wedge-head hydraulic-cam 10:1 small-block with an iron dual-plane intake and exhaust manifolds? Oops. I keep forgetting how "dominant" Ford was during the "horsepower wars" and I end up spoiling Fordtard fantasies with SBC and BBC facts. EARLY "1st generation" SBC and BBC facts, no less. "Small-journal" 283-HP 283s, 425-HP dual-quad 409s etc. After 1962 shit just starts getting out of hand. 350 SAE-HP 327s, 435 SAE-HP 427s, 370 SAE-HP 350S... I always get a kick out of those "370 HP" 10:1 solid-cam dual-plane single-quad iron-manifold LT-1s. I'm pretty sure Chevy was just "protecting" the rep of the venerable 396 with its highest but relatively "mild" sub-1 HP per cube 375 HP rating from an engine that with basic "blueprinting" and the "allowable modification" of what I tend to think was a "cam swap" to an L88 427 bumpstick but is still a mystery, a "college dropout" named Bill "Grumpy" Jenkins managed to get "around 540" horsepower out of running 10.50s in a 3250+ lb. 4-speed Super Stock Camaro. But its also "convenient" that Chevy if only accidentally still managed to protect Fordtard fantasies of "big power" from Fucking Edsels and that "375 HP" that was the "high water mark" for those "big-blocks" with small-block "lungs" by not "overrating" what was and still is a VERY "mild" 350 Chevy. Knock off one "point" of compression, slide in a hydraulic cam like Chevy did in '71 and you still get 330 SAE-HP. Amazing what matching chamber volume to displacement and flipping the bird to "flow" in an engine that needs hundreds of cubic feet per minute of "flow" per port to fill and empty 42ish cubic inches of cylinder with fuel and air concentrated into dozens of cubic centimeters of chamber volume only once every two crank revolutions will accomplish vs. idiotically "porting and polishing" head "ports" that can't and won't "flow" any more air than previously unless you "port and polish" the "ports" in the intake manifold, exhaust manifolds/headers etc etc etc and all on heads you idiotically "shrink" the chambers on simultaneously during your "build". Of course even "Chevy guys" can be idiots and especially the ones that think "Vortec heads" really make "good power" on 350-406" SBCs because they "flow" so much better than "traditional" high-performance SBC heads like "camel-hump" 1.92/1.50 327 heads and "fuelie camel-hump" 2.02/1.60 327 heads and even "turbo" angle-plug "LT-1" 350 heads with "mild cams" and "pump-gas friendly" CRs. Seeing as how there isn't a single SBC Chevy head any "bigger" or "smaller" at the actual "port" openings "out of the box" and its really that "Vortec" aka TRUCK heads have "big" chambers in the 72-74 cc range like ALL 350 TRUCK heads have always been and that are a good 5-15 ccs "bigger" than the typical "high performance" SBC head after being "rebuilt" one or more times with material milled off the "deck" and hardened seats and/or "big" valves installed both of which replace "empty space" with "solid metal" which USUALLY gets installed on a "blueprinted" block some idiot "engine builder" has or has had "zero-decked" for maximum "quench" with flat-top pistons and "high performance" thin-to-win head gaskets which all reduce "chamber volume" even further. And all in the idiotic pursuit of "more compression" like that doesn't automatically and drastically reduce "pumping losses" while reducing chamber volume every f'ing time. But at least a "Chevy guy" can slap on a set of brand-new iron Vortecs for $500 during a "build" and not throw away the same $500 "rebuilding" a set of small-chamber high-peformance 4"-bore SBC heads for a "stroker" 383 or "de-stroker" 377 or even a "boat anchor" 400 SBC build. Build a good "boat anchor" 406 SBC with a set of Vortecs and 9.5ish:1 compression and a good stout LT-1ish cam but hydraulic-roller and dual-planed with a properly "tuned" so-called "QuadraJunk" carb AND a "stock" properly "tuned" GM HEI and stick it in anything 2-door and 2wd "Chevy" from '62ish on in front of a 4-speed, 'Glide or TH350/400 with a very mild "stall" and keep it under 4500 lbs with a high-3s/low-4s rear gear and you will make Fordtards "race" EACH OTHER trying to get the fuck off the "street or strip" before they hear "You're up" in their FE-powered fantasy wagons after they see the first loser get "blinkered" at half-track. Know what getting "blinkered" is? It's when the guy in the "suicide lane" has enough lengths on you before the "finish line" to go ahead and signal his "lane change" and pull into your lane in front of you. Kinda hard to pull off on the "strip" even If you somehow manage to get a "heads up" race and most "kids" millenial age and Fordtard children of any age wouldn't "get it" if it happened to them on the strip the maybe 1% of 1% of the time a millenial "car guy" or Fordtard that claims to love racing "heads up" and "on the strip" actually shows up and lines up and goes heads up and is in a position to get blinkered and does so. And of course its likely that he won't "get it" but will talk shit about that "sandbagger" in the left lane that almost "sideswiped" him trying to make a "right turn from the left lane" WAY before "they" even got to the "finish line" and blah blah blah... But "on the street" if even a Fordtard gets "blinkered" he'll eventually "get it" during the "merge" and typically he'll "miss his turn" and just keep right on "racing" home to the garage "heads up and eyes forward" and probably on the verge of tears having just had his FE fantasies ruined by a little old Mouse running a QuadraJunk, HEI, low compression, small valves, a mild cam, dual-plane intake and IRON TRUCK HEADS. FORDTARDS INCESSANTLY BITCH ABOUT AND RUN FROM "LS" BOWTIES WHEN THEY CAN'T EVEN GO "HEADS UP" WITH AN "LT" AND THAT IS SOME FUNNY SHIT.

@@deeremeyer1749 Funny, looks like a little ole 4.6 4v is faster than your pos LS. Chevy "We have a new engine!" What'd you do to it? "Nothing it's the same pos pushrod engine just bigger and supercharged!"

@@deeremeyer1749 - we see that you are a legend-in-your-own-mind - and certainly also considered one by people who know you.

@@deeremeyer1749 Are you done? Feel better? I hope so.

@@deeremeyer1749 You are going to shovel out that huge shit you just dumped right? My 390 at .020 over. makes 503 hp and 500 ft lbs na/ home ported on pump gas. That’s fun. Poor guy, you should really eat more fiber carrying that much shit around can cause sepsis. I do hope you feel better and your asshole heals.

Cam and valvetrain voodoo? That's barely an RV cam for that many "cubes". Of course since those boat anchor FEs have CHAMBERS SIZED LIKE "LOW-PERFORMANCE" CHEVY 350 BEFORE DUMBASS "ENGINE BUILDERS" START "SHRINKING" THEM BY "DECKING" THE HEADS AND BLOCK AND PUTTING IN "BIG VALVES" AND THIN HEAD GASKETS FOR "HIGH COMPRESSION" ITS NEVER SURPRISING TO ANYBODY BUT FORDTARD TOOLS THAT "BIG POWER" FROM A "BIG-BLOCK" FE IS ALWAYS RELATIVE TO "BIG POWER" FROM A FORD SMALL-BLOCK. THE "MAGIC NUMBER" IS ALWAYS "500 HP" AS IF THAT DYNO IS TELLING THEM A DAMNED THING RUNNING THE PIECE OF SHIT "NAKED" AND WITH "CREATIVE" CALIBRATION OF THE DYNO "CORRECTION FACTORS" MAKING AT LEAST 10% OF THE "POWER" EVERY TIME AN FE MAKES "500 HP" AND THE LACK OF ACCESSORIES, HEADERS THAT HAVE A SNOWBALL'S CHANCE IN HELL OF FITTING ON ANY FE IN ANY FORD FACTORY-STOCK "CHASSIS", STONE-COLD GAS, HOT OIL, A DYNO THAT IS 3/4 WORN OUT AND PROBABLY "RATED" FOR "500 HP" AT MOST AND THE EVER-PRESENT "VIDEO EDITING" PRIOR TO UPLOAD MAKING UP AT LEAST ANOTHER 5-10% OF THAT "BIG POWER". FORD HAD AND STILL HAS THE MOST "GENEROUS" FACTORY "POWER NUMBERS" EVER AND EVEN THE LYING FUCKS AT FORD "CORPORATE" DIDN'T HAVE THE STONES TO HANG MORE THAN "375 HP" ON A "HI-PO" 390 AND "401 HP" (THEY HAD A DYNO "DIAL" WITH 1-HP "INCREMENTS" IN '61-'62 - MORE FORD "FACTS" THAT ONLY FORDTARDS BELIEVE, LOL) ON A 427 AND SURE AS SHIT MORE CUBES DON'T HELP THOSE BOAT ANCHORS BECAUSE "FE" ENGINES GOT AS BIG AS 540+ IN "L-SERIES" TRUCKS AND THOSE PIECES OF SHIT WILL GET CIRCLES RUN AROUND THEM BY A 366 CHEVY OR 392 INTERNATIONAL AND I KNOW THAT FROM PERSONAL EXPERIENCE. THE SOONER YOU FORDTARDS GIVE UP YOUR FANTASIES AND START DEALING WITH REALITY AND JUST ACCEPT THOSE FORD-EDSEL BOAT ANCHORS WERE, ARE AND ALWAYS WILL BE LIGHT TRUCK AND FAMILY TRUCKSTER STATION WAGON ENGINES AND AIN'T GOT COMBUSTION CHAMBERS BIGGER THAN A 305 CHEVY THE BETTER OFF YOU AND YOUR "BUDGETS" WILL BE. IF THEY WERE WORTH A FUCK AT 360-PLUS CUBES THERE WOULDN'T BE "335" AND "385" FORD ENGINES. THEY WERE SHIT IN 1956 AND THEY HAVEN'T IMPROVED WITH AGE AND THEIR "RARITY" WITH A FACTORY 4-BARREL SHOWS HOW WELL THEY "COMPETED" WITH "CHEVY" OR EVEN FUCKING "DODGE". A 413 OR 426 WEDGE WILL SPANK AN FE'S ASS SO HARD IT ISN'T FUNNY AND A 396 CHEVY JUST FUCKING EMBARASSES THEM WITH A HYDRAULIC CAM, DUAL-PLANE INTAKE, IRON EXHAUST MANIFOLDS AND ENOUGH INCHES OF MANIFOLD VACUUM TO ACTUALLY MAKE A BRAKE BOOSTER FUNCTION. WANT "BIG POWER" FROM AN FE? "BUILD" A NEW DEFINITION OF "BIG POWER" OR "ENGINEER" A SET OF HEADS WITH WHAT ARE KNOWN IN THE REAL BIG-BLOCK WORLD AS "OPEN COMBUSTION CHAMBERS". START AROUND 100-110 CC. DUMBASS.

The standard big block Mopar, and the Ford FE engines both came out in 1958, and both had this deep skirted bottom end, which makes the bottom end extremely rugged. The HEMI used the same design because the block is basically the same as the standard big block Mopar B and RB engines, with the main difference being the head bolt pattern.

The mopar didn't use the spacer though. That would make me nervous at high rpm.

its all moot now,the carburetor wars were over in the late 80's,everyone is on the power adder formula,its broken blocks and heads and rods for ever,well my valuable blocks and heads are for pressurizing and the spacer you're talking about,i've built thousands of engine in 47 years only spacer I ever saw in either of the mountain motors was fords a bellhousing spacer,good luck ET IS THE NAME OF THE GAME,FORGET THE GUY NEXT TO YA,ITS THE CLOCK YOU'RE BEATING

Is that what I've seen on the older Y-blocks?

Sorry the side oiler wasn't made in 1963

Depends on the car. Some of those 427 cars were pigs. 16+ second quarter miles.

How much n what are they

OHH I want one of those engines

360s were truck engines, only the 352HP and the 390HP's were considered high performance in factory trim. Yes, they were good for family cars and trucks.

I put a352 4 barrel intake on my 73 360 with a 600 cm carb and it ran crazy quick. What I liked most was I went from 13 mph to 18 after getting rid of factory 2 barrel.

So wrong LS 7 ports are identical to FE heads look closely

@@robertsnowden4729 port, bowl design etc isnt even close

Side locking mains are still the strongest I ever seen for a production engine. Something Ford still produces today..Still not sure why they didn't just install some after market heads. You can always take them off..Yet still use pump gas 92. I still think they could have got some better numbers. If they played with the timing..

352???🤔

Thank you!

Brian Samuels ; I didn't know you could stroke a Ford 427 to 496ci's?

@@cobracharmer6178 Brian is talking about a Chevrolet big block 496

@@edwinbeck456 ; Thanks! I think you can get a 454 from the Ford 427?

You said it. Building engines is about being PAID. They did what the customer wanted, and there is PLENTY of great street power and torque here, PLENTY. Like seeing a 10 out of 10 nude blonde covered in sandwich wrap, you wanna see more, but there is more than enough to jerk off over....

A big block chevy cylinder head is much better the F.E. parts

Why on earth would one even thk of putting a chevy motor in a 67 mustang? Doesnt sound like ford man,to me!

@@460duck Duck,duck,duck I never said I was a Ford man. I'm a go fast man and the dollar to hp numbers can't be beat with an LS. I did say I love FE's but their dinosaurs and I'm definitely not an archeologists. But if I can make it happen, it'll happen just for you. May even name it after you, what do you think about "Duck Butter Dominator " But seriously if it'll make enough HP I'd run a Briggs and Stratton...

@@460duck You weren't offended by the Dana in a mustang?

Thanks a lot! And thanks for watching!

Thanks, glad to have you!