The very heart of any big-block Ford build is the cylinder block. Block selection contributes to the success or failure of an engine project. Whether you’re building a mild 332 for a vintage Ford restoration or erecting a stump puller of a 460, it’s important to know the difference between a good block and a bad one. Because Ford has long been infamous for engineering changes, you can count on a plethora of block castings in a single model year.
FE Series
Although there are few differences in FE Series blocks it is important to understand what these differences are in order to choose the correct block for your application. Those first production 332- and 352-ci FE blocks were manufactured for mechanical lifters only, which means there are no lifter oil galleys. In midyear 1958, Ford upgraded the 332 and 352 to hydraulic lifters, which means you may opt for mechanical or hydraulic lifters. One exception to this rule is the 1960 352 High Performance block, which is not drilled for hydraulic lifters.
Another area to watch for is the FE engine mount bolt holes prior to 1965. FE blocks prior to 1965 have two-bolt engine mounts. Since 1965 there are four–bolt-hole engine mounts of which three holes are used. This isn’t a problem if you’re planning to use a 1965 or later block in a pre-1965 vehicle. However, there will be issues when you try to install a pre-1965 FE in a post-1965 Ford vehicle. A custom adapter plate or some drilling and machining will be required. If you unearth a block with four engine-mount bolt holes, you’ve found an FT truck block.
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Another very important change addresses FE cylinder head bolts beginning in 1961. From 1958 to 1960, all FE blocks were fitted with four 7/32-inch-long cylinder head bolts in all locations. Beginning in 1961 all FE blocks were equipped with two 7/8-inch-long head bolts along the outside of the block and four 19/32-inch-long bolts inside. Another change is late 1963-on FE blocks where an additional bolt hole for the alternator is incorporated into the block on the passenger’s side.
In your search for a block, bore size is your first clue in block identification apart from oil galleys, casting numbers, and date codes. The 332 and 352 have 4.000-inch bores. The Edsel 361 was the first FE with a 4.050-inch bore followed by the 360, 390, and 410.
360/361/390/410
Aside from bore size, the 360/361/390/410 blocks with 4.050- inch bores don’t differ much from the 332 and 352 in terms of Main webs, pan rails, and block walls. The decidedly rare 410 Merc is little more than a 390 block with a 428 crank giving it a 3.980-inch stroke. Take that same 4.050-inch bore and give it the 352 crank and you have a 360 for trucks.
This 4.050-inch bore block varies in the 1961–1965 390 High Performance and Police Interceptor: C1AE-V, C2AE-BC, C2AE-BE, C2AE-BR, C2AE-BS, C3AE-KY, C3ME-B, C4AE-F, and C5AE-B. These special performance blocks have thicker main bearing caps and undrilled oil galleys for mechanical lifters. This means that only mechanical lifters can be used in this block.
406
The 406 was Ford’s first real high-performance FE block; it was a result of Ford’s racing ambitions. As
with any FE race block, the 406 was a thicker, heavier casting than the 332, 352, 361, and 390. Look for C2AE-J, C2AE-K, or C2AE-V. These blocks came from what was learned from the 390 High Performance engine in competition.
The 406 block didn’t make it through 1962 without significant engineering changes. Although cross-bolted Main Caps are associated with the 427 they originated with the 406 late in 1962. Ford engineered improvements into the FE when the 390 and 406 engines rattled themselves apart at high RPM in stock car racing. Main bearing caps tended to work loose causing catastrophic engine failure. Ford went to cross-bolted main caps at number -2, -3, and -4 main bearings, which solved the problem.
Although the cross-bolted 406 block is easy to identify by measuring the bore, 4.130 inches, plus casting number and date code, they are not easy to find these days. Expect to pay a high price for the 406 C2AE-BD cross-bolt block.
427
The most desirable FE block in existence is the 427 because it sports the FE’s largest bore at 4.230 inches, cross-bolted main caps, thicker main webs, and cylinder walls with a unique outside shape known as the cloverleaf. Although there have always been rumors that the 427 block contains high nickel content for strength, this has never been true, according to Jay Brown at FE Power. Thicker decks can take the 427 ultra-high-compression ratios. Drop a 428 crank (3.980-inch stroke) into the 427 block and you have a 454.
The 427 block’s 4.230-inch bore pushes this block to its limits. Typically, you can only bore this block .030-inch oversize. After that, it must be sleeved. If you unearth a 427 block that has never been bored, expect to spend a lot to get it. Because Ford produced at least 24 different 427 block casting numbers, learning what you’ve found may be the greatest challenge.
Despite all of Ford’s best efforts to bolster the 427’s bottom end, in the early 1960s these engines continued to fail at high RPM at NASCAR tracks across the country. Ford engineers went to work investigating these failures and concluded that main and rod bearings tended to be oil starved at high RPM. Oil galleys could not keep up with the rigors of keeping a solid oil wedge at main and rod bearings.
Ford had to make a substantial investment in the 427’s oiling system, which meant a complete block redesign. A large single oil galley was designed into the driver’s side of the block with the relief valve at the rear of the block away from the oil pump. This engineering refinement became known as the Side Oiler. The Side Oiler had durability and the winner’s circle finally arrived with this engine. Engines stayed together and racers finished races.
Although the Side Oiler upgrade improved durability significantly, Ford engineers still had challenges with the high-RPM 427. Cylinder wall failures continued despite cross-bolted main caps and oiling system improvements. The cylinder wall issue was corrected for 1966. When Ford had enough cylinder wall thickness, the 427 became unbeatable. It went to Le Mans and won four times straight.
In your search for a Side Oiler block, look for these casting numbers: C5AE-D, C5AE-H, C6AE-B, C6AE-C, and C6AE-D. If you desire hydraulic lifters, there were Side Oiler blocks drilled for this purpose: C8AE-A, C8AE-B, and C8AE-H. Some, but not all of these have ribbed sides and the Side Oiler oil galley plugs. The 427 industrial blocks also have ribbed sides, which can create confusion.
The basic FE block didn’t change much throughout its 18-year production. This is what you can expect to see with 332, 352, 360, 361, and 390 blocks: The Edsel 361, Ford 360 and 390, and the Mercury 410 all have a larger 4.050-inch bore than the 332 and 352. What makes the 360, 361, and 390 different in terms of displacement is stroke within the 4.050-inch bore block. The 406 and 428 have a 4.130-inch bore. The 427 has the largest FE bore at 4.230 inches.
The FE is a tried-and-proven skirted Y-block design engineered to keep strength around the rotating mass down under. There’s plenty of iron down there even with the standard FE blocks. This 390 block has studded main caps for durability.
Hydraulic lifter FE blocks have three oil galleys around the cam journals, which supply the lifters with oil pressure. This is the most common block you will find out there. Very few are mechanical lifter blocks.
This is a mechanical lifter 427 block without the oil galleys found with hydraulic lifter FE blocks. Because this block lacks the lifter oil galleys, you cannot use hydraulic lifters.
Typical side shot of an FE block. The keys to identification are casting numbers and date codes. You will want to examine all block casting numbers and codes to be proof-positive that you have found the proper block for your application. Then, check cylinder bore and line bore dimensions and the deck for warpage. It’s a good idea to Magnaflux the block to check for cracks.
The FE block, head on. Most apparent here is the “352” found on the front of most FE blocks. The “352” doesn’t mean you’ve found a 352 block. Bore size, casting number, and date code are positive indicators of block type.
“DIF” indicates that this FE block was cast at the Dearborn Iron Foundry. The “29” is believed to be cavity or sand casting number 29.
This is the block’s alphanumeric casting date code of “6H31” indicating August 31, 1966. A date code stamped into the block indicates the date the engine was manufactured at the Dearborn Engine Plant.
The 406/427 cross-bolted bottom end employs thicker webbing in addition to the cross-bolted network of main journals.
These are the 406/427 FE cross-bolt main bearing caps. After they are seated and secured in the block, they offer incredible bottom-end strength. If you’re building a 406/427, use ARP studs and cross-bolts for added security.
The completed bottom end of the 427 block demonstrates the strength that Ford engineered into the cross-bolted 406/427 High Performance engines. This was the first phase of producing an indestructible racing engine. Despite cross-bolted main caps, the 427 struggled with failure after failure. Ford had to redesign the 427’s oil system.
Cross-bolt main caps are shown here before the spacers and cross-bolts in a 427 block. Spacers and cross-bolts should be installed (but not tightened) before main cap bolts are tightened and torqued. Torque main cap bolts or studs first, then cross-bolts.
Ford engineers learned that the 427’s main and rod bearings suffered from poor lubrication at high RPM. The 427’s oiling system had to be completely redesigned with a single oil galley on the driver’s side with a relief valve in the back of the block just below the side galley. This revision was known as the Side Oiler, which kept the main and rod bearings supplied with a good oil wedge under extreme conditions.
Spacers install between each main cap and block skirt (as shown). Bolts and spacers should be installed loosely, the main caps torqued in the proper order, and then the cross-bolts are torqued to Ford specifications. Never torque the cross-bolts first.
Ford produced industrial 427s for use outside of passenger cars and racing. This is a cheaper way to get into a 427 block and still enjoy the same benefits. Look for C5JE-D or C7JE-E, which were industrial blocks. Marine blocks were C6JE-B and C7JE-A.
428
The 428 block is one of the easier FE blocks to score and use for an engine building project. Casting numbers to look for are C6ME, C6ME-A, C7ME, C7ME-A, and C8ME, which are 428-4V and Police Interceptor blocks. Early production Cobra Jet blocks are C7ME-A and C7ME-C. Look for
C8ME as well with the thicker main webs. Not all 428 and 428 Cobra Jet blocks will have casting numbers. The service part number for all 1966– 1970 428 blocks is C6AZ-6010-F.
The quickest way to identify a 428 block is to look inside the center freeze plug hole for “428” in the casting. However, not all of them will have this number. Also, not all FE/FT blocks had the casting number after 1966 according to the 428 Cobra Jet Registry. In fact, these casting numbers ultimately returned in the 1970s when FE blocks were cast at the new, but now defunct, Michigan Casting Center (MCC) in Flat Rock, Michigan, not the Dearborn facility. The “MCC” FE/FT blocks no longer had the familiar “352” at the front of the block, but instead a “105.”
Another way to identify 428 blocks is at the back of the block where you will see a “C” or an “A” in many of these blocks, but not all of them. Most FT truck blocks had heavier main webs (like the 428 Cobra Jet’s), which can add to the confusion.
None of the other FE blocks are cast the same way as the 428. If you stumble upon a C6ME-A block you’ve found a 428 mechanical lifter block void of lifter oil galleys. The C6ME-A block is also the Police Interceptor block. Keep this in mind when you’re scouting for a 428 or 428 Cobra Jet block. Adding to the confusion is a C6ME-A casting number on hydraulic lifter blocks meaning you need to be looking for the presence of lifter galleys either way. Look for C6ME, C6AE-F, and C7ME-A.
Key points to observe when you’re looking for a high-performance 428 block are thicker main webs, ribs, and main bearing caps. Through the years, I’ve seen 428 blocks with provisions for cross-bolted main caps. Cross-bolt main cap provisions have been seen on one side of the block, but not the other, which has to do with sand castings at the Dearborn Foundry and nothing to do with performance or durability.
Another strong clue with FE big-blocks is the cooling passage size, which became progressively larger as displacement increased during the 1960s. In time, the oft-seen “352” at the front of the block (driver’s side) vanished and a “105” appeared on the front of FE blocks. FE blocks, including the 360, 361, 390, 406, 410, and 427, had the “352,” which doesn’t mean you’ve found a 352 block.
This is the 427 SOHC Cammer Side Oiler block. What makes this block SOHC-specific is the oil drainback passage (arrow) for the hemispherical heads. You can run wedge heads on an SOHC block. However, you cannot run SOHC heads on a wedge block.
One question FE enthusiasts have is about oil galley passages at the crank journals. Not all line up with the main bearing inserts. This one does.
This FE main bearing oil hole doesn’t line up with the oil galley, which looks like a manufacturing error. However, according to Jay Brown at FE Power, “The oil holes are actually lined up with the cam bearings, not the mains. This misalignment is by design. Ford released a memo on this in the early 1960s, reassuring mechanics that this was not a problem and was by design.
FE Series block casting numbers are located on the passenger’s side of the block just below the deck. Expect to see six-digit casting numbers prior to 1960 and the more familiar Ford alphanumeric casting number from 1960-on.
Another good tip is to grind off stress risers (ragged edges) throughout the block casting to minimize the risk of cracking. Do this during basic block prep and machining. Then, do a thorough block cleaning to remove any metal particles on the surfaces and in oil galleys. While you’re at it, chase all bolt hole threads with a tap or thread chaser.
This is an early FE block with a six-digit casting number on the passenger’s side of the block just below the deck along with the corresponding date code.
FE big-blocks tend to be leakers, but they don’t have to be. Rear main seals require extraordinary care during assembly. Side seals call for Permatex The Right Stuff on both sides of each seal prior to installing pins. Crank seals call for The Right Stuff between the seal and block/cap, but never on the crank side of the seal. Main seal lips should point toward the crankshaft, never toward the outside. Finally, seal lips and crank must be bathed in plenty of engine assembly lube or SAE 30-weight engine oil.FE big-blocks tend to be leakers, but they don’t have to be. Rear main seals require extraordinary care during assembly. Side seals call for Permatex The Right Stuff on both sides of each seal prior to installing pins. Crank seals call for The Right Stuff between the seal and block/cap, but never on the crank side of the seal. Main seal lips should point toward the crankshaft, never toward the outside. Finally, seal lips and crank must be bathed in plenty of engine assembly lube or SAE 30-weight engine oil.
429/460
The 429/460 block is hardy in its most basic form. Heavy main webs and thick cylinder walls make the 429/460 block virtually indestructible. This means that you can build a brute 429/460 and have little concern when you infuse a lot of power into this block. The 429 and 460 are completely interchangeable because both have 4.360-inch bores. The only difference in these engines is stroke. Drop a 460 crank into a 429 block and you have a 460, and vice versa. Aftermarket stroker kits allow you to huff as much as 500 ci into this block.
This Tech Tip is From the Full Book, FORD BIG-BLOCK PARTS INTERCHANGE. For a comprehensive guide on this entire subject you can visit this link:
LEARN MORE ABOUT THIS BOOK HERE
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The 429/460 block is identifiable by the casting number, C8VE, D0VE, and D1VE-A. You can also expect to see truck blocks with D7TE, D8TE, D9TE, and so on. All 1970 Super Cobra Jet blocks had four-bolt mains (three center mains) as did 1971-on Cobra Jet and Super Cobra Jet blocks. There are also Police Interceptor 429 blocks with four-bolt mains even though this can get very confusing. Not all Police Interceptor blocks had four-bolt mains. Even with two-bolt mains, a 385 Series block is engineered to stay together under grueling conditions.
The 429/460-ci 385 Series big-block is the most interchangeable block Ford has ever created; you can load it up any way you wish. This is a 1979 D9TE-AB truck block. It can be adapted to any application imaginable and is as rugged as it gets. You can stroke this block to nearly 500 ci or go with the 429 crank for 429 ci.
The nice thing about the 429/460 block is how easy it is to find and build. This is another D9TE truck block sporting ARP bolts (even better with studs and a stud girdle) and two-bolt main caps. Most 385 blocks can be converted to four-bolt main caps by any qualified machine shop. Billet four-bolt main caps for the 429/460 are available from Milodon and Summit Racing Equipment.
Block casting numbers on the 385 Series block can be found on the passenger-side rear of the block by the starter. This is a D1VE-6015-A2B 429/460-ci block.
This is the 385 Series bellhousing bolt pattern, which remained virtually the same throughout this engine’s production life. The 400-ci Cleveland small-block has this same bellhousing bolt pattern. Some early 400 Clevelands (1971) had both small-block and 385 Series bellhousing bolt patterns.
These extra-thick two-bolt main caps contain tremendous amounts of power. With ARP bolts or studs and a stud girdle, they can withstand more than 600 hp.
This is the D0VE-A 429/460 block, which has thicker main webbing and was produced in two- and four-bolt– main configurations. There may to be some confusion because it resembles the Boss 429 block in the main web area.
Here’s a D9TE truck block with the two-piece rear main seal. The key to leak prevention is staggering the seal ends away from main cap and block parting lines, plus the use of The Right Stuff between seal halves and block/cap. The seal lip must be pointed toward the crankcase or you can count on oil leakage.
Any of the 460 truck blocks are a good bet for a build project. This is the D9TE truck block, with the “T” meaning truck. Any of these blocks from the 1970s through the 1990s will work quite well in terms of durability. These blocks will handle outrageous amounts of power and stay together because they employ nice, thick main webs and cylinder walls.
This is the D0VE-A block with four-bolt main caps. The D0VE-A block, whether it has two- or four-bolt mains, has thicker main webs and provisions for four-bolt main caps. What confuses people is the endless debate over Cobra Jet (CJ) versus a standard 429/460 block. Ford cast CJ in the valleys of D0VE-A blocks, but not all D0VE-A blocks were Cobra Jets. Suffice it to say that a D0VE-A block with its thick main webs is a good bet as long as it has not been bored beyond .040 inch oversize.
Boss 429
Ford’s legendary Boss 429 has its own distinctive four-bolt main block (four of the mains are four-bolt) specific to the Boss 429. Look for the “HP 429” on the front of the Boss 429 block. This is a high-nickel block developed exclusively for NASCAR with a unique Boss 429-specific oiling system similar to the FE 427 Side Oiler with quad oil galleys mid-block. There’s no other 385 Series block like it.
Here’s a D0VE-A block with CJ cast in the valley. It is not known why some D0VE-A blocks were CJs and others were not. It is known that these blocks consistently have thicker main webs. The block casting date is “1F15” meaning June 15, 1971, at the “DIF” (not visible here) or Dearborn Iron Foundry.
The front of a 460 block with “460” cast into the iron. The 460 is meaningless from an engine build standpoint because the 429/460 block will accommodate the 429 or 460 crank, rods, and pistons.
You can convert any 429/460 block to four-bolt main caps with a four-bolt main cap kit. This one is from JGM Performance Engineering. However, Milodon also offers a complete kit (PN MIL-11450) available from Summit Racing Equipment.
JGM Performance Engineering begins four-bolt main conversion by chasing main bolt threads to achieve a precise torque reading and a precision fit.
ARP main studs are screwed into the block. Studs offer greater stability than bolts. Studs aren’t seated fully, but instead are threaded just shy of bottoming out. Threads should be lubricated lightly with SAE 30-weight oil. Avoid filling the bottom of the hole with oil. You risk hydrolocking and block cracking.
Main caps are positioned as shown and the block main saddles are scribed for machining. A mill is used to machine the main saddles for precision fit.
Main caps are checked for proper alignment and fit before line honing takes place.
With main caps torqued to specifi ca- tions, the line bore is honed to proper sizing. Line bore must be bored/ honed any time you replace main caps.
Where four-bolt main conversion gets tricky is when you use aftermarket splayed-bolt caps. This requires precision machining by a seasoned machinist. JGM Performance Engineering has set up this block and cap for drilling and tapping. The same proce- dure applies if you are using four-bolt main caps from another 429/460 block: line boring/honing, mock-up, drilling, and then tapping for ARP hardware.
The quickest way to identify a Boss 429 block aside from four-bolt mains (mains 1 to 4) is the “S” code in the lifter valley and the four oil galleys surrounding the cam journals. The Boss 429 service replacement block will have a “460” and an “A” cast in the front of the block instead of “HP429.” Expect to see variations out there with both “429” and “460.”
The MEL
Ford’s most unusual big-block is not easily forgotten with its deck angle 10 degrees off the bore axis. The top of the cylinder bore is also the wedge combustion chamber. Combustion chamber shape/design is determined by piston dome shape, not the cylinder head. The MEL’s cylinder head deck is flat like a diesel engine with an intake and exhaust valve. What makes it different than the diesel is a spark plug instead of a pre-chamber or injector. The logic then was that you could control compression and combustion nuances better by changing the shape of the piston crown instead of the cylinder head. This was an idea that didn’t live long.
The MEL block shares some characteristics with the FE Series block. However, the MEL block is bolstered in ways similar to those in big luxury cars. This is a thick, heavy, old-school block. Main bearing journals are 2.900 inches, with rod journals checking in at 2.600 inches. I’m talking huge journals around a large, heavy nodular-iron crankshaft with sizable counterweights.
The quickest way to identify an MEL block is the casting number and date code located on the passenger’s side of the block just below the deck. Bore size is another good method of identification.
The Boss 429 block is clearly a standalone piece from mainstream 385 Series blocks. Quick identification includes screw-in freeze plugs and four-bolt main caps at cap numbers 1 to 4. This is a C9AE-E service replacement Boss 429 block, which will not have the same markings as the original factory Boss 429 block.
Oil galleys are what differentiate the Boss 429 block from the rest. Look for these quad galleys (arrows) on both sides of the cam bore.
The Boss 429’s valley (arrow) differs from the 429/460 block due to thicker walls around the lifters and drainbacks. This is an S block.
The Boss 429 service replacement block isn’t marked the same as the production Boss block. This block has a “460” and an “A” cast into the front of the block (arrow), yet this is clearly a Boss 429 block.
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