FE Block Identification

[Fordzilla]

Originally Posted by Barry_R

He's right on the math...

365 days divided by 110 engines is one every 3.318 days.

Actually Barry, You are more correct then I am. I guess I forgot how many days are in a year!

[pop66ltd]

oh,and we work a 6 day week down here,fordzilla makes us(lol).

[pop66ltd]

Barry,i got to thinking about the tagline,i wouldn't take it down,it just shows who you are and your capabilities and adds credibility to your post,i was probably being too sensitive over that.you have every right to want to display it.besides if i come up and win i want to display it(lol),seriously leave it up.

[Barry_R]

I'll clean ya out on Diet Coke - I have that stuff going on an I.V. drip....

The EMC rules change every year. Its been naturally aspirated with some pretty restrictive rules - pump gas, displacement, etc. Scoring is from 2500 to 6500 on average for torque and horsepower - big peak numbers don't matter. My entry this past year was a 429 cubic inch FE that hit 500 lbs-ft at 2500RPM while still catching 675 horsepower at 6500!

I thought a bit more about the tagline - and I'm gonna drop the company name but keep the EMC references. That stuff is a personal effort.

[pop66ltd]

barry i about fell out of my chair over the coke iv line.my sister is a nurse so first thing in the morning im going to have her hook me up to the diet coke drip.,im affraid im a little hooked myself.thats some serior tq numbers at 2500,i had a 496 pull 400 tq at 2000 a couple weeks ago,but the hp was only 540 at 5200.

[pop66ltd]

Barry i have a neat one were building for a road race engine that goes to UK,its a 3.600 stroke with a 4.300 bore,I'm anxious to see how it dynos out,its all iron due to class rules so it will be interesting to see what the numbers are.

[Barry_R]

You'd have liked my 2006 EMC entry. It was a little looser rules that year - anything went as far as bore & stroke as long as you had no more than 434 cubes. Still mandated 10.5:1 compression and 91 octane.

My entry was 4.350 bore and 3.640 stroke. Really neat engine - 2" journals and 6.7" long custom Carillo rods left over from a stillborn earlier project. It made 678HP at 6500 - went 696 @ 6700 in testing. Would make a nasty little road race deal - still have it.

Right now I also have an F-2 ProCharger sitting on top of it. The two might just get connected together at some point...the ice cream got a little "melty" on the way home from the store the other night and that combo might fix the problem!

[pop66ltd]

sweeeeet and i dont mean the ice cream

[Fordzilla]

Originally Posted by pop66ltd

oh,and we work a 6 day week down here,fordzilla makes us(lol).

Hey, Shouldn't you be working right now?!! lol

[pop66ltd]

bummer,caught again,sorry barry fordzilla says go back to work,no rest for the wicked they say.(lol)

[MaSnaka]

Barry,

I have nothing to add to this thread other than to say keep your tag line! When my customers ask for the impossible I will say "I can do that" then I turn to my crew and say "how in the heck are we gonna do that?'' Your tag line is not a sign of arrogance.

John

[undy]

I agree.. Barry adds so much information here, for the uneducated masses. His sig line adds credibility and gives people a "warm fuzzy" about what's being said.

Dave

[elmariachi]

Originally Posted by MaSnaka

Your tag line is not a sign of arrogance.
John

Amen. Barry, my father always said "It ain't braggin' if you can do it."

[alhs06]

In response to earlier post's on this thread, I read that Ford cast some mixed nickel engines, very few, 428's for their racing team in 1968, and a few of these engines made it to the public. I have read where some of these engines have sold for quite a bit of money.
Please see the below pic's of an engine I own, the rear of a ford engine block.


I am having trouble identifying the XX scratches on the right side of the block, & the #17 on the left side.
I beleive it to be a 428 due to the oil ports being plugged as well as a "28 DIF" stamp on the passenger side of the block, (not shown here), the extra "Blind threaded plug" just above the oil pan passenger side, It also has a single "S" stamped on the bottom of the oil filter side adapter.
The block cast number refer to it as a 68 390fe Galaxy, which I don't beleive to be true, due especially to the oil port's being plugged as seen in the picture.
I found a post that claimed the XX's were scratched on the engines that were for the race team, but can't find anything else to substantiate that remark.
Any help would be greatly appreciated.
Thanks'

[Barry_R]

The nickel deal has been covered a lot - I don't think any documentation for it really exists.

[alhs06]

Any idea what the two XX's scratched on the block mean? or the #17

[Barry_R]

None at all. The other forum has some guys with a better knowledge on historical data - might get a stronger response there.

[alhs06]

Hey Barry R,
Not sure if the conversation regarding nickel only includede the 428, but I do have this research for the 427 & it's nickel alloy conternt.
427
Ford's 427 in³ (7.0 L) V8, introduced in 1963, was a racing engine pure and simple. It was developed for NASCAR stock car racing, drag racing, and serious street racers. The true displacement of the 427 was actually 425 in³ (6,965 cm³), but Ford called it the 427 because 427 in³ (7.0 L) was the NASCAR maximum size. The block was made of high nickel content iron and was made with an especially thickened deck to withstand higher compression. Forged pistons were employed (the only production Ford big-block with such) and forged rods inherited from the 390 Hi-Po.
Two different models of 427 block were produced, the 427 top oiler and 427 side oiler. The
top oiler version was the earlier, and delivered oil to the cams first and the crank second. It
gained something of a reputation for insufficient crankshaft lubrication under heavy abuse
and spinning bearings, throwing rods and other failures under such use. The side oiler
block, introduced in 1965, sent oil to the crank first and the cams second, and this (along
with other fixes) mostly cured the problems. In street use the two blocks are equivalent.
The engine was available with low-riser, mid-riser, or high-riser intake manifolds, and either
a single four-barrel carburetor or a double four-barrel setup on an aluminum manifold for
highest performance. The twin four-barrel setup with the high-riser induction system is
estimated to have delivered over 500 hp (373 kW); Ford never released an official power
rating. Other models were rated at over 400 hp (299 kW).

locate entire content here http://www.wordiq.com/definition/Ford_FE_engine

References
Christ, Steve. (1983). How to Rebuild Big-Block Ford Engines. New York: Berkeley
Publishing Group. ISBN 0-89586-070-8