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Ford Motors V8 supplement FE & FT 1of 4

Generation one:

There are many names applied to any number of FE and FT engines, in some cases the same engine might have a different moniker in another year or a separate model in advertising campaigns that are tailored to appeal to the targeted market segment. The FE engine is always the “Marauder” when it is under the hood of a Mercury, but the same engine under another brand would be called the Interceptor, Thunderbird V8, and/or Thunderbird Special V8 depending  on marketing trends at the time. An engine referred to as the “Cleveland” or “Windsor” are simply the location of the Ford plant that manufactured that particular block casting.

1966-67 Mustang (4)

Both the FE and the FT block castings extend below the centerline of the crankshaft which is an identical feature of the older “Y” block design. The castings actually extend 3.625 inches (92.1 mm) below the crankshafts center line and slightly more than one inch below the bottom of the crank journals. This design is strong and ridged; offering superb support to the crankshaft main bearings. The two major block casting groups are the top oiler, which sends oil directly to the top center of the block and the side oiler which delivers oil through a passage to the lower part of the block first. All of the FE and FT engines have a bore spacing of 4.630 inches (117.6 mm) from center to center. These engines also have the same, 10.170 inch (258.3 mm), deck height which is the distance from the center line of the crankshaft to the top of the block. The main journal, or main crankshaft bearing has a 2.749 inch (69.8 mm) diameter. It is not easy to generalize about these engines because the design was constantly revised by the engineers and there are also known instances of a side oiler block being drilled as a top oiler during manufacturing. Another variable is blocks that may have a quality control issue could have been cast as a side oiler engine might be reworked to make it a top oiler. The factory assembled engines are topped with a single two barrel-2V carburetor, single four barrel-4V, two four barrels-two 4V, tri-power-three-2V, or with four 2V Webber carburetors. The head designs are called a low-riser, medium-riser, high-riser, tunnelport or SOHC, but each term actually refers to the type of intake manifold used and not really the heads themselves. The low riser intake manifold is the earliest version and will fit under a lower profile hood. Any engine equipped with the high rise manifold would need to have a bubble in the hood to allow adequate clearance. The low and medium riser intake manifolds can be combined with any low and medium riser head, but a high riser head is needed to fit the taller intake port of the high riser manifold. As the ports get progressively lower, they also gain width from the high riser through to the old low riser versions. The fuel mixture must travel a somewhat convoluted path to reach each firing chamber in a low riser manifold, but follows the most direct path to combustion through the high-riser manifold with the carburetor sitting about six inches (152 mm) higher in the engine compartment. Tunnelport and the SOHC heads can be used with any block, but the must be matched to their own intake manifold. Heads from all the major groups will have different size and shaped combustion chambers, which not only affects the compression ratio, but also the overall performance of the engine.

1967 Galaxie 3

First Generation Engines:

The 332 (actually 331.8 cu in or 5.4 L) engine is the smallest FE engine used in both Ford and Edsel vehicles during the ’58-’59 model years. This engine has a 4.0 inch bore (101.60 mm) with a 3.3 inch (85.82 mm) stroke and was used for cars sold in the domestic and Canadian markets The version with the Holly two barrel carburetor will deliver 240 bhp (179.0 kW) or bolt on the Autolite four barrel set up and a well tuned engine will produce 265 bhp (197.6 kW).

The Ford 352 is actually 351.9 cu in (5.8 L) and was introduced in 1958 as the first in the “Interceptor” line up of V8 engines. This power plant is the replacement engine for the Lincoln “Y” block, and the basic version is the “Interceptor V8” mounted with a two barrel carburetor producing from 208 bhp (155.1 kW) or the “Interceptor Special V8” has the four barrel and can kick the rating up to over 300 bhp (223.7 kW). This engine is a stroked version of the 332, meaning a lengthened  piston travel to 3.5 inches  (88.90 mm) or a longer stroke with the same 4.0 inch (101.60 mm) bore as the 332, yields the additional twenty cubic inches. Ford did manufacture a high performance version with aluminium heads and cast iron header type exhaust manifolds. The intake manifold set up to hold a Holly 4160 four barrel carburetor, then add a 10.5:1 compression ratio and the solid lifters for the ultimate factory performance 352.

continued

https://www.musclecarfan.com/ford-motors-v8-supplement-fe-ft-2-4/

also see:

https://www.musclecarfan.com/ford-motors-v8-engine-series-mel-fe-ft-families-part-1-of-3-1958-76/

 


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Streamlined roof-mounted emergency lighting pods were beginning to appear by 1940 and Meteor showed a number of ambulances so-equipped in their mailings. Meteor's flower cars were topped by 5-window business coupe-style roofs and featured a fake folded convertible top made of aluminum mounted at the rear of the flower box. Meteor introduced a new driver's door first seen on 1939 S&S carved-panel coaches that featured an unusual A-shaped window frame. Meteor then mounted a miniature coach lamp within the triangular panel that was now part of the body. Although the new arched door looked great on their service cars, flower cars and carved Gothic hearses, it looked hideous when combined with the vertical B & C pillars found on their limousine-style coaches and ambulances. The rear door window frames as well as the B-pillars and C-pillars were still vertically oriented and clashed with the sharply sloping outline of the front door's arched window-frame.S&S did the right thing and used vertical B-pillar front door frames on their regular limousine-style and landau-style hearses and ambulances. Although they could have used a regular door on their limousine-style coaches and ambulances (as did S&S), for some unknown reason, Meteor didn't and continued producing ugly limousine style coaches until 1950, when regular door frames returned.Quite unfairly, LaSalle had acquired the reputation of being a "cheap" Cadillac and was eliminated by GM just as Cadillac released their new Bill Mitchell-designed models in 1941. The new Cadillac was decidedly forward-looking, side-mounted spares had been eliminated and the new Hydra-Matic automatic transmission was available for the first time having been pioneered by Oldsmobile in the previous year. The prow-nosed look seen in the Thirties was gone, replaced by massive front-end highlighted by the now-famous egg-crate grille. Headlamps were now mounted in, rather than on top of, the front fenders. Equipped with a Cord-like coffin-nose hood the new Cadillacs were noticeably different from their predecessors and set the standard for American luxury during the 1940s. A mid-sized 29-passenger transit bus prototype called the 101 was built during 1941, but never saw production. However their experience with the vehicle helped procure a large contract to produce bodies for a post-war Reo transit coach.The A-framed Meteor coaches continued little unchanged through 1942 although a less-expensive series of coaches appeared in 1941 mounted on Chevrolet chassis that featured normal-looking vertically-oriented B-pillars. When seen on a flower car body, Meteor's A-framed front doors looked good and their 1942 version featured a 5-window business coupe roof mounted on top of a standard Meteor coach body that had been built with no structure above the beltline. The coupe's blanked-in rear quarter-windows were covered by a landau bar and the base of the roof flowed straight back to the rear of the flower box which still had a makeshift faux folded-convertible roof. The rear doors were left intact and could be used to load chairs or other graveside necessities. Access to the casket compartment was through the tailgate which had built-in casket rollers that matched those on the compartment floor. The height of the exposed stainless steel flower deck was hydraulically adjustable so that different-sized floral tributes could be accommodated and a tonneau was included to cover the bed when not in use.After an illustrious career with Henney and a short stint at the Des Moines Casket Company, automotive designer Herman Earl (1878-1957) worked for Meteor up until his retirement during WWII. Another famous wartime Meteor employee was John B. Judkins who became a consultant for the firm, when his Merrimac, MA coachbuilding firm folded in 1942. During the War, Meteor manufactured aviation equipment for the US Navy and ramped up for civilian production in early 1945.Immediately after the war Meteor built 969 bus bodies for Reo's post-war 96-HT 'Victory' bus (1945-1947). These Reo-Meteor coaches included a Continental 427cu in 6­cylinder gasoline engine mounted under the floor and featured sectional bodies similar to those produced by Wayne Works.1946-1948 Meteor coaches remained unchanged from the pre-war 1942 models and still included weird A-framed front doors with integral miniature coach lamps. As with other makers, post-war prices increased by about 50% and new Meteor coaches started at $5,000. All Meteor coaches were now built on Cadillac chassis and included rear fender skirts plus optional automatic transmission and air-conditioning. Ambulances could be ordered with built-in roof-top warning lights, a choice of sirens plus a clever front fender-mounted fire extinguisher.Cadillac's new commercial chassis was available beginning 1949, one year after the introduction of their famous P-38 Lightning-influenced rear fenders.

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