Editing Ford FE engine (section)

== Description ==
{{unreferenced section|date=June 2024}}
{{original research section|date=June 2024}}
[[File:Ford FE engine cutaway.jpg|thumb|Cutaway showing thin-walled, deep-skirted, Y-shaped FE block (ending above the darker colored rectangular oilpan)]]

The FE and FT engines are medium block{{citation needed|date=December 2024}} designs, referred to as '''Y-block''' because the cylinder block casting extends below the crankshaft centerline,{{citation needed|date=December 2024}} giving great rigidity and support to the crankshaft's main bearings. In these engines, the casting extends {{cvt|3.625|in|mm}} below the crankshaft centerline, which is more than an inch below the bottom of the crank journals.

Blocks were cast in two major groups:  '''top-oiler''' and '''side-oiler'''. The top-oiler block sent oil to the top center first, the side-oiler block sent oil along a passage located on the lower side of the block first.

All FE and FT engines have a [[Bore (engine)#Bore pitch|bore spacing]] of {{cvt|4.630|in|mm}}, and a deck height (distance from crank center to top of block) of {{cvt|10.170|in|mm}}. The main journal (crankshaft bearing) diameter is {{cvt|2.749|in|mm}}. Within the family of Ford engines of the time, the FE was neither the largest nor smallest block.
{{anchor |engine displacements}}
{| class="wikitable" ;
|+''FE/FT engine displacements''
|-
!Displacement!!Type!!Bore+0.0036/-0.0000!!Stroke+/-0.004
|- align=left
|{{cvt|330|cuin|L|1}}||&nbsp;&nbsp;FT||{{cvt|3.875|in|mm|1}}||{{cvt|3.5|in |mm|1}}
|- align=left
|{{cvt|332|cuin|L|1}}|| rowspan="2" |&nbsp;&nbsp;FE|| rowspan="2" |{{cvt|4|in|mm|1}}||{{cvt|3.3|in |mm|1}}
|- align=left
|{{cvt|352|cuin|L|1}}|| rowspan="5" |{{cvt|3.5|in|mm|1}}
|- align=left
|{{cvt|359|cuin|L|1}}||&nbsp;&nbsp;FT|| rowspan="7" |{{cvt|4.05|in|mm|1}}
|- align=left
|{{cvt|360|cuin|L|1}}|| rowspan="2" |&nbsp;&nbsp;FE
|- align=left
| rowspan="2" |{{cvt|361|cuin|L|1}}
|- align=left
| rowspan="2" |&nbsp;&nbsp;FT
|- align=left
|{{cvt|389|cuin|L|1}}|| rowspan="2" |{{cvt|3.784|in|mm|1}}
|- align=left
|{{cvt|390|cuin|L|1}}||&nbsp;&nbsp;FE
|- align=left
|{{cvt|391|cuin|L|1}}||&nbsp;&nbsp;FT||{{cvt|3.786|in |mm|1}}
|- align=left
|{{cvt|396|cuin|L|1}}|| rowspan="5" |&nbsp;&nbsp;FE||{{cvt|4.2328|in|mm|1}}||{{cvt|3.514|in |mm|1}}
|- align=left
|{{cvt|406|cuin|L|1}}||{{cvt|4.13|in|mm|1}}||{{cvt|3.784|in |mm|1}}
|- align=left
|{{cvt|410|cuin|L|1}}||{{cvt|4.05|in|mm|1}}||{{cvt|3.984|in |mm|1}}
|- align=left
|{{cvt|427|cuin|L|1}}||{{cvt|4.2328|in|mm|1}}||{{cvt|3.784|in |mm|1}}
|- align=left
|{{cvt|428|cuin|L|1}}||{{cvt|4.13|in|mm|1}}|| {{cvt|3.984|in|mm|1}}
|}
{{clear}}

{{clear}}

{{anchor |bore spacing}}
{| class="wikitable  defaultcenter" ;
|+''Ford V8 blocks in the last half of the 20th century, classified by bore spacing''
!colspan=3 | Small block !! colspan=3 | Medium block !! colspan=3 | Big block
|-
!Spacing !! Displacement !! AKA !! Spacing !! Displacement !!AKA !! Spacing !! Displacement !! AKA
|-
|{{cvt|4.38|in|mm|0}}||{{cvt|239|cuin|L|1}}||[[Ford Y-block engine|Y-block]] ||{{cvt|4.63|in|mm|0}}||{{cvt|332|cuin|L|1}}||FE ||{{cvt|4.90|in|mm|0}}||{{cvt|383|cuin|L|1}}||[[MEL engine|MEL]]
|-
|{{cvt|4.38|in|mm|0}}||{{cvt|272|cuin|L|1}}||[[Ford Y-block engine|Y-block]] ||{{cvt|4.63|in|mm|0}}||{{cvt|352|cuin|L|1}}||FE ||{{cvt|4.90|in|mm|0}}||{{cvt|410|cuin|L|1}}||[[MEL engine|MEL]]
|-
|{{cvt|4.38|in|mm|0}}||{{cvt|292|cuin|L|1}}||[[Ford Y-block engine|Y-block]] ||{{cvt|4.63|in|mm|0}}||{{cvt|360|cuin|L|1}}||FE ||{{cvt|4.90|in|mm|0}}||{{cvt|430|cuin|L|1}}||[[MEL engine|MEL]]
|-
|{{cvt|4.38|in|mm|0}}||{{cvt|312|cuin|L|1}}||[[Ford Y-block engine|Y-block]] ||{{cvt|4.63|in|mm|0}}||{{cvt|390|cuin|L|1}}||FE ||{{cvt|4.90|in|mm|0}}||{{cvt|462|cuin|L|1}}||[[MEL engine|MEL]]
|- 
|{{cvt|4.38|in|mm|0}}||{{cvt|260|cuin|L|1}}||[[Ford Windsor engine|Windsor]] ||{{cvt|4.63|in|mm|0}}||{{cvt|406|cuin|L|1}}||FE ||{{cvt|4.90|in|mm|0}}||{{cvt|429|cuin|L|1}}||[[Ford 385 engine|385-series]]
|-
|{{cvt|4.38|in|mm|0}}||{{cvt|289|cuin|L|1}}||[[Ford Windsor engine|Windsor]] ||{{cvt|4.63|in|mm|0}}||{{cvt|410|cuin|L|1}}||FE ||{{cvt|4.90|in|mm|0}}||{{cvt|460|cuin|L|1}}||[[Ford 385 engine|385-series]]
|-
|{{cvt|4.38|in|mm|0}}||{{cvt|302|cuin|L|1}}||[[Ford Windsor engine|Windsor]] ||{{cvt|4.63|in|mm|0}}||{{cvt|427|cuin|L|1}}||FE ||  ||  ||
|-
|{{cvt|4.38|in|mm|0}}||{{cvt|351|cuin|L|1}}||[[Ford Windsor engine|Windsor]] ||{{cvt|4.63|in|mm|0}}||{{cvt|428|cuin|L|1}}||FE ||  ||  ||
|-
|{{cvt|4.38|in|mm|0}}||{{cvt|302|cuin|L|1}}||[[Ford Cleveland engine|335-series]] ||{{cvt|4.63|in|mm|0}}||{{cvt|330|cuin|L|1}}||FT ||  ||  ||
|-
|{{cvt|4.38|in|mm|0}}||{{cvt|351|cuin|L|1}}||[[Ford Cleveland engine|335-series]] ||{{cvt|4.63|in|mm|0}}||{{cvt|361|cuin|L|1}}||FT ||  ||  ||
|-
|{{cvt|4.38|in|mm|0}}||{{cvt|400|cuin|L|1}}||[[Ford Cleveland engine|335-series]] ||{{cvt|4.63|in|mm|0}}||{{cvt|391|cuin|L|1}}||FT ||  ||  ||
|}

{{clear}}
[[File:Wiki 0 Oiling Patterns.jpg|thumb|FE oil flow paths]]

{{anchor |FE|fe}}
FE engines came in a wide variety of configurations, including:

* [[Carburetor|Carbureted]], including single two-barrel, single four-barrel, dual four-barrel, triple two-barrel, and quad Webers, or [[fuel injection|fuel injected]]
* With a top- or side-oiling block.
* With low-rise, medium-rise, high-rise, tunnel-port, or SOHC intake manifolds.

The low-rise intake, designed to fit under a low hoodline, was the first. The high-rise intake required a hood bubble for clearance. While the low- and medium-rise heads could be used in combination with either low- or medium-rise intakes, the high-rise head required a high-rise intake due to the increased height of the intake port. The medium-rise intake port is shorter and wider than the low-rise port. The high-rise ports are taller than either the low- or medium-rise ports. Low-rise intakes have the carburetor placed relatively low; the air-fuel mix must follow a more convoluted path to the combustion chambers. A high-rise intake places the carburetor approximately {{cvt|6|in|mm|0}} higher so the air-fuel mixture has a straighter path.

The tunnel-port and SOHC heads require their own matching intakes.

Within the major head groups, there are also differences in combustion chamber designs: small chambers, machined ones, and large ones.  The size and type of chamber affects the compression ratio, as well as the overall performance characteristics of the engine.
{{clear}}