Editing Ford FE engine (section)

==Generations==
===Generation 1===
====332====
The "332" was the original FE engine, with a [[engine displacement|displacement]] of {{cvt|331.8|cuin|L|1}}, the series' smallest. It had {{cvt|4.0|in|mm|2}} bore and a {{cvt|3.3|in|2}} stroke, and was used in Ford-brand cars in 1958 and 1959, domestically marketed U.S.- and Canadian-built Edsel-brand cars in 1959, and in export-configured 1958 and 1959 Edsels.<ref name="1959 Edsel SDB">{{cite book |title=1959 Edsel Data, Official Reference for Edsel Salesmen (a.k.a. 1959 Edsel Salesmen's Data Book)|year=1958 |publisher=Ford Motor Company| page = D–1}}</ref><ref name="1958 Ford Brochure">{{cite book |title=1958 Ford Fairlane and Fairlane 500 (sales brochure)|year=1957 |publisher=Ford Motor Company| page = 6}}</ref><ref name="1959 Ford Brochure">{{cite book |title=The 1959 Fords, the World's Most Beautifully Proportioned cars(sales brochure)|year=1958 |publisher=Ford Motor Company| page = 16}}</ref><ref name="1958 Edsel SDB">{{cite book |title=1958 Edsel Data, Official Reference Manual for Edsel Salesmen (a.k.a. 1958 Edsel Salesmen's Data Book)|year=1957 |publisher=Ford Motor Company| page = F–3}}</ref> The [[Carburetor|two-barrel]] version produced {{cvt|240|bhp|kW|1}}, a Holley or Autolite four-barrel version {{cvt|265|bhp|kW|1}}.

=====332 engine configurations and applications=====
* 4V, 9.5:1 — {{cvt|265|bhp|kW|1}} at 4600&nbsp;rpm and {{cvt|360|lbft|Nm|0}} at 2800&nbsp;rpm
** 1958 Ford
** 1958 [[Edsel Ranger]], [[Edsel Pacer|Pacer]], [[Edsel Villager|Villager]], [[Edsel Roundup|Roundup]] and [[Edsel Bermuda|Bermuda]] overseas export vehicles only
* 2V, 8.9:1 — {{cvt|225|bhp|kW|1}} at 4600&nbsp;rpm and {{cvt|325|lbft|Nm|0}} at 2200&nbsp;rpm
** 1959 Ford
** 1959 [[Edsel Corsair]] and [[Edsel Villager|Villager]], standard equipment, (called "Express V8")<ref name="1959 Edsel SDB"/>
{{clear}}

====352====
[[File:1964 Ford Galaxie 500 XL 352 engine.JPG|thumb|right|352 FE V8 in a 1964 [[Ford Galaxie|Galaxie 500 XL]]]]
Introduced in 1958 as part of the Interceptor line of Ford V8 engines, the Ford 352 of {{cvt|351.86|cuin|L|2}} actual displacement was the replacement for the Lincoln Y-block. It is a stroked 332 with {{cvt|3.5|in|mm|2}} stroke and a {{cvt|4|in|mm|2}} bore, and was rated from {{cvt|208|bhp|kW|1}} with a 2-barrel carburetor to over {{cvt|300|bhp|kW|1}} on the 4-barrel models. When these engines were introduced, they were called '''Interceptor V-8''' on the base models and '''Interceptor Special V-8''' on the 4-barrel models.<ref name="1958 Ford Brochure"/> The 1958 H vin coded 352 was designated as '''Interceptor V-8 Thunderbird Special'''.<ref>1958 Ford V8 Cars & Thunderbird Service Manual pg 483.</ref>  The Interceptor was the base-performance engine in 1958. For the 1959 model year, the FE engine series was renamed the '''Thunderbird V-8''' and the '''Thunderbird Special V-8'''.<ref name="1959 Ford Brochure"/> When installed in Mercury vehicles, these engines were named "Marauder". This series of engines usually weighed over {{cvt|650|lb|kg|0}}.<ref>{{cite book |title=New Ford Interceptor V-8 Engines |year=1957 |publisher=Ford}}</ref> In 1960 Ford created a high-performance version of the 352 rated at {{convert|360|hp}} it featured an aluminum intake manifold, [[Holley Performance Products|Holley]] 4100 4-barrel [[carburetor]], cast iron header-style exhaust manifolds, 10.5:1 [[compression ratio]], and solid [[valve lifter|lifter]]s.

=====352 engine configurations and applications=====
* 2V
** 8.4:1 — {{convert|208|hp|kW}} at 4000&nbsp;rpm and {{cvt|310|lbft|Nm|0}} at 2800&nbsp;rpm
*** 1965–1967 [[Ford F-Series]]
** 8.9:1 — {{convert|220|hp|kW}} at 4400&nbsp;rpm and {{cvt|370|lbft|Nm|0}} at 2400&nbsp;rpm
*** 1961–1963 Ford
*** 1961–1963 Mercury (1961 [[Mercury Meteor|Meteor]] and 1961–1963 [[Mercury Monterey|Monterey]], [[Mercury Commuter|Commuter Wagon]], [[Mercury Colony Park|Colony Park]])
* 4V
** 10.2:1 — {{convert|300|hp|kW}} at 4600&nbsp;rpm and {{cvt|395|lbft|Nm|0}} at 2800&nbsp;rpm
*** 1958 Ford Interceptor
*** 1958–1959 Ford
*** 1958–1959 [[Ford Thunderbird]]
** 9.6:1 — {{convert|300|hp|kW}} at 4600&nbsp;rpm and {{cvt|380|lbft|Nm|0}} at 2800&nbsp;rpm
*** 1960 Ford
*** 1960 [[Edsel]]<ref>{{cite book |title=1960 Edsel (a.k.a. Owner's Manual), form ED-5702-60|date=September 1959 |publisher=Ford | page = 33}}</ref>
*** 1960 [[Ford Thunderbird]]
** 10.6:1 — {{convert|360|hp|kW}} at 6000&nbsp;rpm and {{cvt|380|lbft|Nm|0}} at 3400&nbsp;rpm
*** 1960 Ford
** 8.9:1 — {{convert|235|hp|kW}} at 4400&nbsp;rpm and {{cvt|350|lbft|Nm|0}} at 2400&nbsp;rpm
*** 1960 Ford
** 9.3:1 — {{convert|250|hp|kW}} at 4400&nbsp;rpm and {{cvt|352|lbft|Nm|0}} at 2800&nbsp;rpm
*** 1964–1966 Ford

[[File:FE reference in Edlelbrock Ad 1958.jpg|thumb|left|1958 Advertisement for reference]]
{{clear}}

====361 Edsel====
[[File:1959 Edsel Corsair 361 engine.JPG|thumb|right|361 FE V8 in a 1959 [[Edsel Corsair]]]]
Edsel 361 engines were assembled in Cleveland Ohio, and Dearborn Michigan. They were standard equipment in the 1958 [[Edsel Ranger]], [[Edsel Pacer|Pacer]], [[Edsel Villager|Villager]], [[Edsel Roundup|Roundup]] and [[Edsel Bermuda|Bermuda]].<ref name="1958 Edsel SDB"/>
The Edsel 361 was the very first FE block engine to be offered for sale in any market, having been introduced to the public in the U.S. on September 4, 1957, almost two months before any 1958 Fords were sold.<ref>{{cite book
  | last = Warnock
  | first = C. Gayle
  | title = The Edsel Affair
  | url = https://archive.org/details/edselaffairw00warn
  | url-access = registration
  | publisher = Pro West, Paradise Valley, Arizona 85253
  | year = 1980
  | page = [https://archive.org/details/edselaffairw00warn/page/171 171]
}}</ref>
The 361 cid 4V FE engine was also sold on 1959 Edsels in the U.S. and Canada, and 1958 and 1959 Ford and Meteor brand automobiles in Canada in place of the 352 cid, which was not available with any Ford Motor Company of Canada brand until the 1960 model year. Edsel 361 engines were available to U.S. law enforcement agencies and state and municipal emergency services purchasing fleet Fords as the 1958 Ford "Police Power Pack."<ref>{{cite book
  | last = Christ
  | first = Steve
  | title = How To Rebuild Big Block Ford Engines
  | year = 1983
  | publisher = HP Books, a division of Price Stern Sloan, Inc., 11150 Olympic Blvd., sixth floor, Los Angeles, CA 90064
  | page = 49
}}</ref><ref>{{cite book
  | title = 1949–1959 Ford Car Parts and Accessories Illustrations Catalog, Form number FD 9463
  | year = 1964
  | publisher = Parts And Accessories Operations, Ford Division, Ford Motor Company
  | page = IX
}}</ref><ref>{{cite book
  | title = 1949–1959 Ford Car Parts and Accessories Text Catalog, Form number FD 9462
  | year = 1964
  | publisher = Parts And Accessories Operations, Ford Division, Ford Motor Company
  | page = XI
}}</ref>

=====361 Edsel engine configurations and applications=====
* 4V
** 10.5:1 Compression Ratio
** {{cvt|303|bhp|kW|1}} at 4600&nbsp;rpm
** {{cvt|400|lbft|Nm|0}} Torque at 2800&nbsp;rpm
** {{convert|4.050|in|mm|2}} x {{convert|3.5|in|mm|2}} Bore/Stroke
** 4-bbl Holley or Ford (Autolite) carburetor
** Pushrod overhead valve
** Angle-wedge machined combustion chamber
** Firing order: 1-5-4-2-6-3-7-8
** Cylinder numbering (front-to-rear): Right 1-2-3-4 Left 5-6-7-8
** 18&nbsp;mm spark plugs, 0.034&nbsp;in. gap
** Hydraulic lifters
** 1958 [[Edsel Ranger]], [[Edsel Pacer|Pacer]], [[Edsel Villager|Villager]], [[Edsel Roundup|Roundup]] and [[Edsel Bermuda|Bermuda]], standard equipment (called "E400")
* 4V
** 9.6:1<ref name="1959 Edsel SDB"/><ref>{{cite book | title = Edsel for 1959, Owner's Manual, first edition, Form ED-5702-59 | publisher = Ford Motor Company |date=September 1958 | page = 57}}</ref> or 10.0:1 Compression Ratio depending on source of information.<ref>{{cite book | title =  Edsel for 1959, Owner's Manual, final edition, Form ED-5702-59 | publisher = Ford Motor Company |date=December 1958 | page = 49}}</ref><ref>{{cite book | title = Votre Edsel 1959, Owner's Manual, French Canadian edition | publisher = Ford Motor Company of Canada |date=December 1958 | page = 60}}</ref>
** {{cvt|303|bhp|kW|1}} at 4600&nbsp;rpm
** {{cvt|390|lbft|Nm|0}} Torque at 2800&nbsp;rpm
** {{convert|4.050|in|mm|2}} x {{convert|3.5|in|mm|2}} Bore/Stroke
** 4-bbl Ford (Autolite) carburetor
** Pushrod overhead valve
** Angle-wedge cast combustion chamber
** Firing order: 1-5-4-2-6-3-7-8
** Cylinder numbering (front-to-rear): Right 1-2-3-4 Left 5-6-7-8
** 18&nbsp;mm spark plugs, 0.034&nbsp;in. gap
** Hydraulic lifters
** 1959 [[Edsel Corsair]], [[Edsel Villager|Villager]] and [[Edsel Ranger|Ranger]], optional equipment (called "Super Express V8")
{{clear}}

====360 Truck====
The '''361/360''', of {{cvt|360.8|cuin|L|1}} actual displacement, was introduced in 1968 and phased out at the end of the 1976-year run; it was used in the [[Ford F Series]] trucks and pickups. It has a bore of a 390 ({{convert|4.05|in|mm|2}}) and used the 352's {{cvt|3.5|in|mm|2}} rotating assembly. 361s and 360s were also constructed with heavy duty internal components for truck use. Use of a standard 352/390 cam for use in passenger cars along with carburetor and distributor adjustment allowed the 360 to give performance similar to that of the 352 and 390 car engines. Rated at {{cvt|215|bhp|kW|1}} at 4100&nbsp;rpm and {{cvt|375|lbft|Nm|0}} of torque at 2600&nbsp;rpm (2-barrel carb, 1968). The 360 used the same block, heads and other parts as a 390, this makes them indistinguishable from each other unless the stroke is measured.

=====360 Truck engine configurations and applications=====
* 2V, 8.4:1
** {{cvt|215|bhp|kW|1}} at 4100&nbsp;rpm and {{cvt|375|lbft|Nm|0}} at 2600&nbsp;rpm
*** 1968–1971 Trucks<ref>Verified from 1971 Ford Truck Shop Manual First Print date November 1970 Volume 2 Engine pg 21-23-31 Sec. 9 '''Specifications''' General Specifications</ref>
** {{convert|196|hp|kW}} net at 4000&nbsp;rpm and {{cvt|327|lbft|Nm|0}} at 2400&nbsp;rpm
*** 1972–1976 Trucks
{{clear}}

====390====
[[File:1969 Ford Mustang 390 FE.JPG|thumb|390 FE V8 in a 1969 [[Ford Mustang]]]]
The 390 had a bore of {{Convert|4.05|in|mm|2}}, stroke of {{convert|3.785|in|mm|2}}, and displacement of {{cvt|390.04|cuin|L|1}}. It was the most common FE engine in later applications; used in many Ford cars as the standard engine, including the Thunderbird, and in many trucks as well. It was a popular high-performance engine;<ref>{{cite book
  | last = Clarke
  | first = R.M.
  | title = Musclecar & Hi-Po Engines: Ford Big Block
  | publisher = Brooklands Books
  | year = 1992
  | page = 11
  | isbn = 1-85520-106-2}}</ref> although not as powerful as the 427 and 428 models, it provided good performance, particularly in lighter-weight vehicles. The {{cvt|390|cuin|L|1}} 2v is rated at {{cvt|265|bhp|kW|1}} at 4,100&nbsp;rpm, while the 4v version was rated at {{cvt|320|bhp|kW|1}} at 4,100&nbsp;rpm in certain applications. Certain 1967 and 1968 Mustangs had 390 4v engines rated at {{convert|335|hp}}, as did some Fairlane GTs and S code Mercury Cougars.  {{citation needed span|text=When the 390 was first offered for 1961 model there was a {{convert|375|hp}} High Performance version that featured an aluminum 4bbl intake manifold, cast iron "header" style exhaust manifolds, 10.5:1 compression ratio and a solid lifter valve train.  Many of these cars came with an aluminum 3x2bbl intake manifold in the trunk that was meant to be installed by the dealer and raised the engine's output to {{convert|401|hp}}.|reason=There are numerous bold claims here, without a shred of support.  A reliable citation is required for each.|date=May 2024}}

=====390 engine configurations and applications=====
* 2V
** 8.9:1 — {{Convert|250|hp|kW}} at 4400&nbsp;rpm and {{cvt|378|lbft|Nm|0}} at 2400&nbsp;rpm
*** 1963–1965 Mercury
** 9.4:1 — {{Convert|266|hp|kW}} at 4600&nbsp;rpm and {{cvt|378|lbft|Nm|0}} at 2400&nbsp;rpm
*** 1964–1965 Mercury
** 9.5:1 — {{Convert|275|hp|kW}} at 4400&nbsp;rpm and {{cvt|401|lbft|Nm|0}} at 2600&nbsp;rpm
*** 1966 Ford
*** 1966 Ford Fairlane
*** 1966 Mercury
*** 1966 Mercury Comet
** 9.5:1 — {{convert|270|hp|kW}} at 4400&nbsp;rpm and {{cvt|401|lbft|Nm|0}} at 2600&nbsp;rpm
*** 1967 Ford
*** 1967–1968 Ford Fairlane
*** 1967 Mercury
*** 1967 Mercury Comet
*** 1968 Ford Mustang
*** 1968 Mercury Cyclone GT
*** 1968 Mercury Cougar GT
** 10.5:1 — {{convert|280|hp|kW}} at 4600&nbsp;rpm and {{cvt|427|lbft|Nm|0}} at 2800&nbsp;rpm
*** 1968 Ford
*** 1969 Mercury
** 9.5:1 — {{convert|265|hp|kW}} at 4400&nbsp;rpm and {{cvt|401|lbft|Nm|0}} at 2600&nbsp;rpm
*** 1968 Ford Fairlane
*** 1968 Ford Torino
*** 1968–1970 Ford
*** 1968–1970 Mercury
** 8.6:1 — {{convert|255|hp|kW}} at 4400&nbsp;rpm and {{cvt|376|lbft|Nm|0}} at 2600&nbsp;rpm
*** 1968–1971 Trucks<ref>~~~~, Verified from 1971 Ford Truck Shop Manual First Print date November 1970 Volume 2 Engine pg 21-23-31 Sec. 9 '''Specifications''' General Specifications</ref>
** 9:1 — {{convert|255|hp|kW}} at 4400&nbsp;rpm and {{cvt|376|lbft|Nm|0}} at 2600&nbsp;rpm
*** 1971 Ford, Mercury
** 8.2:1 — {{convert|201|hp|kW}} net at 4000&nbsp;rpm and{{cvt|376|lbft|Nm|0}} at 2600&nbsp;rpm
*** 1972–1975 Trucks
* 4V
** 10.6:1 — {{convert|375|hp|kW}} at 6000&nbsp;rpm and {{cvt|427|lbft|Nm|0}} at 3400&nbsp;rpm
*** 1961–1962 Ford
** 9.6:1 — {{convert|300|hp|kW}} at 4600&nbsp;rpm and {{cvt|427|lbft|Nm|0}} at 2800&nbsp;rpm
*** 1961–1963 Ford
*** 1961–1963 Ford Thunderbird
*** 1963 Mercury
** 9.6:1 — {{convert|330|hp|kW}} at 5000&nbsp;rpm and {{cvt|427|lbft|Nm|0}} at 3200&nbsp;rpm
*** 1961–1963 Ford Police Interceptor
*** 1963 Mercury Police Interceptor
** 10.1:1 — {{convert|330|hp|kW}} at 5000&nbsp;rpm and {{cvt|427|lbft|N.m}} at 3200&nbsp;rpm
*** 1964 Ford Police Interceptor
*** 1964 Mercury Police Interceptor
** 11:1 — {{convert|300|hp|kW}} at 4600&nbsp;rpm and {{cvt|427|lbft|N.m}} at 2800&nbsp;rpm
*** 1964–1965 Ford
*** 1964–1965 Mercury
*** 1964–1965 Ford Thunderbird
** 10.5:1 — {{convert|315|hp|kW}} at 4600&nbsp;rpm and {{cvt|427|lbft|N.m}} at 2800&nbsp;rpm
*** 1966–1967 Ford
*** 1966–1968 Ford Thunderbird
*** 1968 Mercury
** 10.5:1 — {{convert|335|hp|kW}} at 4600&nbsp;rpm and {{cvt|427|lbft|N.m}} at 3200&nbsp;rpm
*** 1967, 1969 Ford Mustang
*** 1967, 1969 Ford Fairlane
*** 1967, 1969 Mercury Cyclone GT
*** 1967, 1969 Mercury Cougar GT
*** 1969 Ford Torino
*** 1969 Mercury Montego
** 10.5:1 — {{convert|325|hp|kW}} at 4800&nbsp;rpm and {{cvt|427|lbft|N.m}} at 2800&nbsp;rpm
* 3x2V, 10.6:1
** {{convert|401|hp|kW}} at 6000&nbsp;rpm and {{cvt|430|lbft|N.m}} at 3500&nbsp;rpm
*** 1961–1962 Ford
** {{convert|340|hp|kW}} at 6000&nbsp;rpm and {{cvt|430|lbft|N.m}} at 3500&nbsp;rpm
*** 1962 Ford
*** 1962–1963 Ford Thunderbird
{{clear}}

===Generation 2===
{{expand section|what distinguishes the Generation 2 engine from the Generation 1; the subject is completely unaddressed|date=March 2024}}

====406====
[[File:Ford 406 TriPower.jpg|thumb|right|406 with TriPower intake and carbs, on a
[[Ford Galaxie]]]]

The 406 engine was introduced in 1962 and only lasted till 1963, giving way to the 427. It used a new {{convert|4.13|in|mm|2|adj=on}} bore with the 390's {{convert|3.785|in|mm|2|adj=on}} stroke, giving a displacement of {{cvt|405.7|cuin|L|1}}, rounded up to "406" for the official designation. The larger bore required a new block casting design allowing for thicker walls, but otherwise was very similar to the 390 block.<ref>''Clarke'', p. 11</ref>

Testing of the 406, with its higher power levels, led to cross-bolted mains – that is, main bearing caps that were secured not only by bolts at each end coming up from beneath, but also by bolts coming in from the sides through the block. A custom fit spacer was used between the cap and the block face. This design prevented the main bearing caps from "walking" under extreme racing conditions, and can be found today in many of the most powerful and modern engines from many manufacturers.

=====406 engine configurations and applications=====
* 4V, 11.4:1 — {{convert|385|hp|kW}} at 5800&nbsp;rpm and {{cvt|444|lbft|N.m}} at 3400&nbsp;rpm
** 1962–1963 Ford
** 1963 Mercury
* 3x2V, 11.4:1 — {{convert|405|hp|kW}} at 5800&nbsp;rpm and {{cvt|448|lbft|N.m}} at 3500&nbsp;rpm
** 1962 Ford
* 3x2V, 12.1:1 — {{convert|405|hp|kW}} at 5800&nbsp;rpm and {{cvt|448|lbft|N.m}} at 3500&nbsp;rpm
** 1963 Ford, Mercury
{{clear}}

====410====
The '''410''' engine, used in 1966 and 1967 [[Mercury (automobile)|Mercurys]] (see [[Ford MEL engine]] regarding 1958 senior series Edsels), used the same {{cvt|4.05|in|mm|2}} bore as the 390 engine, but with the 428's {{cvt|3.98|in|mm|2}} stroke, giving a {{cvt|410.1|cuin|L|1}} real displacement. The standard 428 crankshaft was used, which meant that the 410, like the 428, used external balancing. A [[compression ratio]] of 10.5:1 was standard.

=====410 engine configurations and applications=====
* 4V, 10.5:1 — {{convert|330|hp|kW}} at 4600&nbsp;rpm and {{cvt|444|lbft|N.m}} at 2800&nbsp;rpm
** 1966–1967 Mercury
{{clear}}

====427====
[[File:1966 Ford Galaxie XL convertible 427 engine.JPG|thumb|427 FE V8 in a 1966 [[Ford Galaxie|Galaxie XL]]]]
[[File:FE tunnelport intake pushrod tubes.jpg|thumb|Tunnelport intake showing the brass tubes for the [[pushrod]]s to pass through]]

The ''427'' V8 was introduced in 1963 as a "top-oiler", changed to a side-oiler in 1965. Despite the "427" designation, its true displacement was {{cvt|425.98|cuin|cc|0}}. The stroke was the same as the 390 at {{convert|3.785|in|mm|2}}, but the bore was increased to {{convert|4.232|in|mm|2}}. The block was made of cast iron with a specially thickened deck to withstand higher compression. The cylinders were cast using cloverleaf molds— the corners were thicker all down the wall of each cylinder. Many 427s used a steel crankshaft, and all were balanced internally. Most 427s used solid valve lifters, with the exception of the 1968 block, which had oil passages drilled for hydraulic lifters. Higher flow heads were available with matching "tunnel port" intake manifolds, which routed pushrods through the intake's ports in brass tubes. As an engine designed for racing, it had many performance parts available both from the factory and the aftermarket. This engine was also used in the A/FX-cars like the famous [[Fairlane Thunderbolt]].

Two different 427 blocks were produced, the initial 1963 ''top oiler'' and starting in 1965 a ''side oiler''. The top oiler delivered oil to the cam and valvetrain first and the crank second; the side oiler sent oil to the crank first and the cam and valvetrain second. This was similar to the oiling design from the earlier [[Ford Y-block engine|Y-block]]. The engine was available with low-rise, medium-rise, or high-rise manifolds, and either single or double four-barrel carburetors on an aluminum intake.{{clarify span|text=matched to corresponding head design|reason=A reliable citation establishing that three different *head* heights were produced needs to be provided (not just different height intake manifolds).|date=June 2024}} Ford never released an official power rating.

The side-oiler-powered Ford [[Ford GT40#Mk II|GT40 MkIIs]] to a 1-2-3 finish in the 1966 [[24 Hours of Le Mans]],<ref>[https://www.hagerty.com/media/buying-and-selling/ford-v-ferrari-gt40-hero-car-mecum-auction/ Ford v Ferrari GT40 hero car headed to Mecum auction]</ref> and the winner's podium in 1967.<ref>[https://www.rcnmag.com/blog/whats-so-special-about-the-side-oiler What's So Special About the Side-Oiler?  Race Car Network Magazine], Don Larson, March 7, 2018</ref>

=====427 engine configurations and applications=====
* Low-riser intake, 4V
** 10.9:1 — {{convert|390|hp|kW}} at 5600&nbsp;rpm and {{cvt|460|lbft|N.m}} at 3200&nbsp;rpm
*** 1968 Mercury Cougar GT-E only (it was to be offered in the Ford Mustang, according to early press releases, but there are no records or verification of any factory 427 Mustangs). In the spring of 1968, the 428 Cobra Jet officially replaced the 427; however, leftover 427s were installed until late June of that year, when stocks were depleted.
** 11.6:1 — {{cvt|410|hp|PS kW|0}} at 5600&nbsp;rpm and {{cvt|476|lbft|Nm|0}} at 3400&nbsp;rpm
*** 1963–1964 Ford
*** 1963–1964 Mercury
* Low-riser intake, 2x4V
** 12:1 — {{convert|425|hp|kW}} at 6000&nbsp;rpm and {{cvt|480|lbft|Nm|0}} at 3700&nbsp;rpm
*** 1964 [[Ford Fairlane Thunderbolt]], Mercury:
* High-riser intake, 2x4V
** 13.6:1 — {{convert|+550|hp|kW}} at 7000&nbsp;rpm and {{cvt|480|lbft|Nm|0}} at 4700&nbsp;rpm<!--These uncited horsepower and torque ratings are nowhere remotely close to those given at the Fairlane article describing the R-Code engine.-->
*** 1966–1967 [[Ford Fairlane (Americas)#Fifth generation (1966–1967)|Ford Fairlane 500 "R-Code"]],<ref>{{cite web|url=http://www.automobile-catalog.com/car/1966/799085/ford_fairlane_500_hardtop_427_r-code_v-8.html|website=automobile-catalog.com|title=1966 Ford Fairlane 500 Hardtop 427 R-Code V-8|access-date=June 23, 2018}}</ref> Mercury
* Mid-riser intake, 4V
** 11.0:1 — {{convert|410|hp|kW}} at 5600&nbsp;rpm and {{cvt|476|lbft|Nm|0}} at 3400&nbsp;rpm
*** 1965–1967 Ford
*** 1965–1967 Mercury
* Mid-riser intake, two 4-barrel [[Holley Performance Products|Holley]] 780 [[Cubic foot#Cubic foot per minute|CFM]] [[carburetor]]
** 11.5:1 — {{cvt|425|hp|PS kW|0}} at 6000&nbsp;rpm and {{cvt|480|lbft|Nm|0}} at 3700&nbsp;rpm
*** 1965–1967 Ford
*** 1965–1967 Mercury
*** [[AC Cobra#Cobra 427|1965–1967 Shelby Cobra 427]].<ref>{{cite web|url=http://www.thecarsource.com/shelby/cobra/cobraspecs.shtml|website=thecarsource.com|title=Cobra Specifications|access-date=June 23, 2018}}</ref>
{{clear}}

=====427 SOHC "Cammer"=====
[[File:Ford 427 Cammer engine no. 003.jpg|thumb|A 427 Cammer once used by Ford's "X-Garage" skunkworks]]
[[File:Wiki 66 SOHC timing chain and cam.jpg|thumb|Ford's 427 cu in/7.0 L ''Cammer'' SOHC hemi-head V8 showing cam, rockers and timing chains]]

The Ford [[Overhead camshaft#Single overhead camshaft|single overhead cam (SOHC)]] 427 V8 engine, familiarly known as the "Cammer",<ref name="Scale">''Scale Auto'', 6/06, p.15 sidebar.</ref> was released in 1964 in an effort to maintain [[NASCAR]] dominance by seeking to counter the enormously large block [[Chrysler Hemi engine|Chrysler 426 Hemi "elephant" engine]]. The Ford 427 block was closer dimensionally to the smaller 392 cu. in. first generation Chrysler [[Chrysler Hemi engine#First Generation Chrysler Hemi: FirePower|FirePower Hemi]]; the Ford FE's bore spacing was {{cvt|4.63|in|mm|1}} compared to the Chrysler 392's {{cvt|4.5625|in|mm|1}}. The Ford FE's deck height of {{cvt|10.17|in|mm|1}} was lower than that of the Chrysler 392 at {{cvt|10.87|in|mm|1}}. For comparison, the 426 Hemi has a deck height of {{cvt|10.72|in|mm|1}} and bore spacing of {{cvt|4.8|in|mm|1}}; both Chrysler Hemis have decks more than {{cvt|0.5|in|mm|1}} taller than the FE.

The engine was based on the high performance 427 side-oiler block, providing race-proven durability. The block and associated parts were largely unchanged, but an idler shaft replaced the [[camshaft]] in the block, which necessitated plugging the remaining camshaft [[Bearing (mechanical)|bearing]] oiling holes.

The cast-iron heads were designed with [[hemi engine|hemispherical]] [[combustion chamber]]s and a single [[overhead camshaft]] over each head, operating shaft-mounted roller [[rocker arm]]s. The [[Poppet valve|valvetrain]] consisted of valves larger than those on Ford [[Ford small block engine|wedge head]] engines, made out of [[stainless steel]] and with [[sodium]]-filled [[exhaust valve]]s to prevent the valve heads from burning, and dual [[valve spring]]s. This design allowed for high [[volumetric efficiency]] at high engine speed.

The [[Wikt:Idler|idler shaft]] in the block in place of the camshaft was driven by the [[timing chain]] and drove the [[distributor]] and [[oil pump (internal combustion engine)|oil pump]] in conventional fashion.  An additional sprocket on this shaft drove a second "serpentine" timing chain, {{cvt|6|ft|m|1}} long, which drove both overhead camshafts. The length of this chain made precision timing of the camshafts an issue at high RPM.

The engine also had a dual-[[contact breaker|point]] distributor with a transistorized ignition amplifier system, running 12 [[ampere|amp]]s of current through a high-output [[ignition coil]].

The engines were essentially hand-built for racing, with combustion chambers fully machined to reduce variability. Nevertheless, Ford recommended [[Engine tuning#Blueprinting|blueprinting]] before use in racing applications. With a single four-barrel carburetor they weighed {{cvt|680|lb|kg|0}}<ref>''Clarke'', p. 42 et seq.</ref> and were rated at {{convert|616|hp|kW}} at 7,000&nbsp;rpm and {{cvt|515|lbft}} of torque at 3,800&nbsp;rpm, with dual four-barrel carburetors {{convert|657|hp|kW}} at 7,500&nbsp;rpm and {{cvt|575|lbft}} of torque at 4,200&nbsp;rpm. Ford sold them via the parts counter, the single four-barrel model as part C6AE-6007-363S, the dual carburetor model as part C6AE-6007-359J for $2350.00 (as of October, 1968).

Ford's hopes to counter Chrysler were, however, cut short. Although enough 427 SOHCs were sold to have the design [[Homologation (motorsport)|homologated]], Chrysler protests succeeded in getting NASCAR to effectively legislate the engine out of competition. This was due to the motor not being available in a factory production motor vehicle.<ref name="autoweek.com">{{cite web |url=http://autoweek.com/article/car-life/don-snake-prudhomme-brings-back-shelby-super-snake |title=Go in depth with Don 'The Snake' Prudhomme's rebuilt Shelby Super Snake |website=autoweek.com|date=June 2016 }}</ref> It was not the only engine ever banned from NASCAR; the 1963 Chevrolet 427 ‘mystery motor’, the 1965 426 ‘Race Hemi’ and the Chrysler A-925 DOHC Hemi were also banned during the 1960s for the same reason.<ref name="autoweek.com"/> This scuttled the awaited 1965 SOHC versus Hemi competition at the [[Daytona 500]] season opener.

Nevertheless, the SOHC 427 found its niche in [[non-stock drag racing]], powering many [[Funny Car#History|altered-wheelbase]] A/FX Mustangs,<ref name="Scale" /> and becoming the basis for a handful of supercharged [[Top Fuel]] dragsters, including those of [[Conrad Kalitta|Connie Kalitta]], [[Pete Robinson (drag racing)|Pete Robinson]], and [[Lou Baney]] (driven by [[Don Prudhomme|Don "the Snake" Prudhomme]]). In 1967 Connie Kalitta's SOHC-powered "Bounty Hunter" [[Front engine dragster|slingshot dragster]] won Top Fuel honors at AHRA, NHRA and NASCAR winter meets, becoming the only "triple crown" winner in drag racing history.<ref>Steve Magnante|Inside the Swamp Rat's Nest|Street Rodder Premium Magazine|page 52|Volume 2 Number 2 Winter, 2011</ref>  It was also used in numerous nitro funny cars including those of [[Jack Chrisman]], [[Don Nicholson|"Dyno" Don Nicholson]], Eddie Schartman, Kenz & Leslie, and in numerous injected gasoline drag racing vehicles.

====428====
[[File:Ford FE 428 Police Interceptor.jpg|thumb|Ford FE 428 Special Interceptor engine from a 1967 [[Shelby GT 500|Shelby GT500]]]]

For 1966 Ford combined attributes that had worked well in previous incarnations of the FE – a {{cvt|4.13|in|mm|2}} bore and a {{cvt|3.98|in|mm|2}} [[Stroke (engine)|stroke]] – to create an easier-to-make{{how|reason=The 390 and 427 had identical 4.2328 bores (on identical 4.63 bore spacing), and Ford made countless millions of the “commodity“ 390 V8 (a completely conventional engine used in countless applications).  How was the 428 cheaper to make, and why was it needed to supplant the 427|date=May 2024}} {{cvt|428|cuin|L|1}} engine. It used a cast nodular iron [[crankshaft]] and external balancer.

428 FE engines were fitted to [[Ford Galaxie|Galaxies]]
(badged simply as '7 Litre') and [[Ford Thunderbird|Thunderbirds]] in the 1966 and 1967 model years. It was also found in Mustangs, Mercury Cougars, some AC (Shelby) Cobras and various other Fords from 1968.  This engine was also available as standard equipment in 1966 and 1967 in the [[Mercury S-55]].<ref>{{cite book
    | title = "Mercury 1966 move ahead with Mercury in the Lincoln Continental tradition" - Complete Model Line Description Brochure (1st ed.).
  | publisher = Ford Motor Company, Dearborn MI.
  | date = June 15, 1965
  | pages = 1–33
}}</ref>

=====428 engine configurations and applications=====
* 4V, 10.5:1
** {{convert|345|hp|kW}} at 4600&nbsp;rpm and {{cvt|462|lbft|N.m}} at 2800&nbsp;rpm
*** 1966–1967 Ford
*** 1966–1967 Ford Thunderbird
*** 1966–1967 Mercury
*** 1966-1967 Ford 7-Litre
*** 1966-1967 Mercury S-55
** {{convert|360|hp|kW}} at 5400&nbsp;rpm and {{cvt|459|lbft|N.m}} at 3200&nbsp;rpm
*** 1966–1970 Ford Police Interceptor
*** 1966–1970 Mercury Police
*** 1969 Shelby GT500KR
Interceptor
** {{convert|340|hp|kW}} at 4600&nbsp;rpm and {{cvt|462|lbft|N.m}} at 2800&nbsp;rpm
*** 1968 Ford
*** 1968 Mercury
** {{convert|360|hp|kW}} at 5400&nbsp;rpm and {{cvt|420|lbft|N.m}} at 3200&nbsp;rpm
*** 1968 Shelby GT500
* 2x4V, 10.5:1 — {{convert|355|hp|kW}} at 5400&nbsp;rpm and {{cvt|420|lbft|N.m}} at 3200&nbsp;rpm
** [[Shelby Mustang#1967-1968 Shelby GT350 / GT500|1967 Shelby GT500]]
{{clear}}

=====428 Cobra Jet=====
[[File:1969 Ford Mustang Cobra Jet 428 (15687554723).jpg|thumb|428&nbsp;CJ with [[shaker scoop]] (1969 Mustang)]]

The ''428 Cobra Jet'' was a performance version of the 428 FE. Launched in April 1968, it was built on a regular production line using a variety of cylinder heads<ref>{{cite web |url=https://www.428cobrajet.org/id-heads |title=Cylinder Heads {{!}} Mustang 428 Cobra Jet Registry}}</ref> combined with a 735 CFM Holley four-barrel carburetor. The Cobra Jet used heavier connecting rods with a 13/32 rod bolt and a nodular iron crankshaft casting #1UB. A Holman and Moody specially prepared "stripper", which carried no sound deadener, undercoating, or any optional factory equipment, was used as the introductory press car in 1968.<ref>{{cite web |url=http://www.mustangandfords.com/featured-vehicles/mdmp-0707-fastest-mustang-tests |title=Fastest Classic Mustang Tests - Who Would Be King?|date=July 2007 }}</ref>

The 428 Cobra-Jet had a compression ratio of 10.8:1 and was rated {{cvt|335|bhp|kW|0}} at 5200&nbsp;rpm and {{cvt|440|lbft|Nm|0}} at 3400&nbsp;rpm. Historical road test data on actual production 428 CJ cars suggest peak output in the neighborhood of 275 SAE Net ("as installed") HP, using published trap speed and "as tested" weights, and Hale's trap speed formula.<ref>{{cite web |url=https://www.motortrend.com/how-to/testing-4-2-8how-much-horsepower-ford-428-cobra-jet-really-make/ |title=Testing 4-2-8…How Much Horsepower Does the Ford 428 Cobra Jet Really Make?|date=21 November 2016 }}</ref> Period road tests revealed quarter mile performance in the low 14-second to very high 13-second range, with trap speeds around {{cvt|101|to|103|mph}}:<ref>{{cite magazine |url=http://wildaboutcarsonline.com/members/AardvarkPublisherAttachments/9990494729848/1969-02_SS_1969_Mustang_Mach_1_428_CJ_Test_1-4.pdf |title=Mach I Mustang CJ428 |author=McGonegal, Roland |date=February 1969 |magazine=Super Stock |pages=21–23;72}}</ref>

The 428 Cobra Jet engine (modified to the NHRA [[Stock (drag racing class)|Stock]] and [[SuperStock (drag racing class)|Super Stock]] technical specifications) made its drag racing debut at [[1968 NHRA Winternationals]], held from February 2–4, 1968, at the [[Auto Club Raceway at Pomona|Auto Club Raceway]] at [[Los Angeles County Fairgrounds]], in [[Pomona, California]]. Ford Motor Company sponsored five drivers ([[Gas Ronda]], [[Jerry Harvey (drag racer)|Jerry Harvey]], [[Hubert Platt]], [[Don Nicholson|"Dyno Don" Nicholson]], Kenneth McLellan, and [[Al Joniec]]) to race six 428 CJ-equipped Mustangs. They raced in classes C Stock Automatic (C/SA, {{cvt|9|to|9.49|lb/hp|kg/kW}}), based on advertised horsepower) and Super Stock E (SS/E or SS/EA, manual or automatic transmission, respectively, at {{cvt|8.70|to|9.47|lb/hp|kg/kW}}, based on factored horsepower). The engine lived up to expectations as four of the cars made it to their respective class finals. Al Joniec won both his class (defeating Hubert Platt in an all-CJ final) and the overall Super Stock Eliminator title (defeating Dave Wren who ‘red lighted’ in his faster 426 Race Hemi Plymouth).<ref>{{cite web|url=http://www.428cobrajet.org/pomona.html |title=428 CJ Mustangs at the 1968 NHRA Winternationals &#124; Mustang 428 Cobra Jet Registry |publisher=428cobrajet.org |access-date=2014-02-28}}</ref>

=====428 Cobra-Jet engine configurations and applications=====
* Cobra-Jet — [[Bore (engine)|Bore]] {{cvt|4.13|in|mm|1}} X [[Stroke (engine)|Stroke]] {{cvt|3.98|in|mm|1}}; [[Valvetrain]]: [[Overhead camshaft|OHV]] 2 valves per cylinder, [[Naturally aspirated engine|naturally aspirated]] 4-barrel [[Holley Performance Products|Holley]] [[carburetor]], [[compression ratio]]: 10.6:1 rated at {{convert|335|hp|PS kW}} at 5200&nbsp;rpm and maximum [[torque]] of {{cvt|440|lbft|Nm|0}} at 3400&nbsp;rpm<ref>{{cite web|url=https://www.carfolio.com/specifications/models/car/?car=368126|title=1969 Mercury Cougar Hardtop Cobra Jet 428|website=carfolio.com|language=en-US|access-date=2018-06-10}}</ref><ref>{{cite web|url=https://www.myclassicgarage.com/knowledge-base/1969-Mercury-Cougar|title=1969 Mercury Cougar|website=myclassicgarage.com|language=en-US|access-date=2018-06-10}}</ref><ref name="Specs/Data Cougar Eliminator">{{cite web|url=https://eliminator.mercurycougarregistry.com/specsdata/|title=Specs/Data Cougar Eliminator|website=eliminator.mercurycougarregistry.com|language=en-US|access-date=2018-06-10}}</ref><ref>{{cite web|url=https://www.hemmings.com/magazine/mus/2014/07/High-Performance-Cat---1969-Mercury-Cougar-Eliminator/3739871.html|title=High Performance Cat - 1969-Mercury Cougar Eliminator|website=hemmings.com|language=en-US|access-date=2018-06-10}}</ref>
** 1968 Ford Mustang
** 1968 Mercury Cougar
** 1968 Shelby GT500KR
** 1968 Ford Fairlane
** 1968 Ford Torino
** 1968 Mercury Comet
** 1968 Mercury Cyclone
* 
** 1969–1970 Ford Mustang
** 1969–1970 Mercury Cougar
** 1969 Ford Fairlane
** 1969 Ford Torino
** 1969 Ford Cobra
** 1969 Mercury Montego, Cyclone and CJ

=====428 Super Cobra Jet=====
The ''428 Super Cobra Jet''  (also known as the 428SCJ) used the same top end, pistons, cylinder heads, camshaft, valve train, induction system, exhaust manifolds, and engine block as the 428 Cobra Jet.  However, the crankshaft and connecting rods were strengthened and associated balancing altered for drag racing. A nodular iron crankshaft casting #1UA was used as well as heavier 427 "Le Mans" connecting rods with capscrews instead of bolts for greater durability. The heavier connecting rods and the removal of the centre counterweight on the stock 428 Cobra Jet crankshaft (1UA), required an external weight on the snout of the crankshaft for balancing. A 428 Super Cobra Jet engine with oil cooler was standard equipment when the "Drag Pack" option (which came when selecting either a 3.91 or 4.30 rear end gear ratio) was ordered with cars manufactured from 13 November 1968.  In addition, while the CJ and SCJ engines used the same autothermic piston casting, the piston-to-bore clearance specification between the CJ and SCJ 428 engines is slightly different, with the SCJ engines gaining a slightly looser fit to permit higher operating temperature.<ref>{{cite web|url=http://www.428cobrajet.com/id-piston |title=Pistons &#124; Mustang 428 Cobra Jet Registry |publisher=428cobrajet.com |access-date=2014-02-28}}</ref> Horsepower measurements at a ''street'' rpm level remained the same.<ref>{{cite web|url=http://www.428cobrajet.com/cj-vs-scj |title=428 Cobra Jet vs. 428 Super Cobra Jet &#124; Mustang 428 Cobra Jet Registry |publisher=428cobrajet.com |access-date=2014-02-28}}</ref> The 428 Super Cobra Jet engine was never offered with factory air conditioning due to the location of its engine oil cooler.

=====428 Super Cobra-Jet engine configurations and applications=====
* Super Cobra-Jet — [[Bore (engine)|Bore]] {{cvt|4.13|in|mm|1}} X [[Stroke (engine)|Stroke]] {{cvt|3.98|in|mm|1}}; [[Valvetrain]]: [[Overhead camshaft|OHV]] 2 valves per cylinder, [[Naturally aspirated engine|naturally aspirated]] 4-barrel [[Holley Performance Products|Holley]] [[carburetor]], [[compression ratio]]: 10.6:1 rated at {{convert|335|hp|PS kW}} at 5200&nbsp;rpm and maximum [[torque]] of {{cvt|440|lbft|Nm|0}} at 3400&nbsp;rpm<ref>{{cite web|url=https://www.carfolio.com/specifications/models/car/?car=368126|title=1969 Mercury Cougar Hardtop Cobra Jet 428|website=carfolio.com|language=en-US|access-date=2018-06-10}}</ref><ref>{{cite web|url=https://www.myclassicgarage.com/knowledge-base/1969-Mercury-Cougar|title=1969 Mercury Cougar|website=myclassicgarage.com|language=en-US|access-date=2018-06-10}}</ref><ref name="Specs/Data Cougar Eliminator"/><ref>{{cite web|url=https://www.hemmings.com/magazine/mus/2014/07/High-Performance-Cat---1969-Mercury-Cougar-Eliminator/3739871.html|title=High Performance Cat - 1969-Mercury Cougar Eliminator|website=hemmings.com|language=en-US|access-date=2018-06-10}}</ref>
** 1969–1970 Ford Mustang
** 1969–1970 Mercury Cougar
** 1969 Ford Fairlane
** 1969 Ford Torino
** 1969 Ford Cobra
** 1969 Mercury Montego, Cyclone and CJ