Help me identify this Ford engine for a customer...

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It's an FE of "some sort". Unfortunately, the only way to tell which one it is is to remove the oil pan and see which crankshaft it has. There are no identifying numbers whatsoever on the outside. Anywhere. The 351M and 400 were the same way. No numbers at all to identify them. It's definitely an FE. The intake manifold makes up the upper valve cover rail on the cylinder heads. It'll have "352" cast on it somewhere.....and everybody thinks they have a 352 when they see that, but ALL of them have that. At least all of them I've ever had in my hands, seen or read about. The non adjustable rockers mean hydraulic lifters. If and until you tear it down, you won't know what it is. A lot of people try to measure the stroke with like a coat hanger wire through a spark plug hole, but it won't work because of the extreme angle of the plug hole to the cylinder. You could try it I guess and see what you come up with.
 
RustyRatRod said:
It's an FE of "some sort". Unfortunately, the only way to tell which one it is is to remove the oil pan and see which crankshaft it has. There are no identifying numbers whatsoever on the outside. Anywhere. The 351M and 400 were the same way. No numbers at all to identify them. It's definitely an FE. The intake manifold makes up the upper valve cover rail on the cylinder heads. It'll have "352" cast on it somewhere.....and everybody thinks they have a 352 when they see that, but ALL of them have that. At least all of them I've ever had in my hands, seen or read about. The non adjustable rockers mean hydraulic lifters. If and until you tear it down, you won't know what it is. A lot of people try to measure the stroke with like a coat hanger wire through a spark plug hole, but it won't work because of the extreme angle of the plug hole to the cylinder. You could try it I guess and see what you come up with.
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Will definitely take the pan off. I'd like to get the intake manifold and heads off as well. It's kind of my Mo to tear them down at least that far. It was reported that it ran just fine. It just look like hell...
 
I`ve just recently started my 68 FE 390 after sitting 7 yrs. Yep mine has 352 embossed on the front ds. I`ve heard you only truly know the cu.in. is by measuring the bore.
Mine is a 2bbl
 
j par said:
Will definitely take the pan off. I'd like to get the intake manifold and heads off as well. It's kind of my Mo to tear them down at least that far. It was reported that it ran just fine. It just look like hell...
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Well in that case you'll be able to get the crank casting number and see what stroke it is and measure the bore. Then you'll know what it is. The FE series engines are somewhat archaic, kinda like slant sixes. But they are also really good engines. Kinda like slant sixes.
 
mopar head said:
I`ve just recently started my 68 FE 390 after sitting 7 yrs. Yep mine has 352 embossed on the front ds. I`ve heard you only truly know the cu.in. is by measuring the bore.
Mine is a 2bbl
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You have to also measure the stroke. A 360 and a 390 have the same bore, the 360 is just a shorter stroke. Circle track guys always preferred the 360 because of the shorter stroke...wind up quicker.
 
mopar head said:
I`ve just recently started my 68 FE 390 after sitting 7 yrs. Yep mine has 352 embossed on the front ds. I`ve heard you only truly know the cu.in. is by measuring the bore.
Mine is a 2bbl
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Only problem is, some have the same bore, so the only real way is to get the crank casting number and see "which one" it is. I've always thought it was mentally unstable how they gave no identifying marks on the engine, but they didn't.
 
j par said:
Wait a minute Mopar did the same thing LOL...
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Ill elaborate.....cast shaft mount rockers with no adjusters...with a clear emphasis on the ability to have had an adjuster at the end. Not talkin' stamped rockers here...Sheesh!
 
The stock piston choices can be a real mixed bag too! Stock pistons will have what a person would think is the cubic inch of the engine cast on the piston pin boss area, but no, variations were common. A 390 could have a piston with "360" on it which would make it a higher compression version 390. OR a 390 cold have "410" on it which would make it a low compression 390. Many a person had their hopes dashed when they found out that NO its NOT a 410 (same crank as a 428), it's just a low comp 390.
 
FE/FT engine displacements
Displacement Type Bore+0.0036/-0.0000 Stroke+/-0.004
330 cu in (5.4 L) FT 3.875 in (98.4 mm) 3.5 in (88.9 mm)
332 cu in (5.4 L) FE 4 in (101.6 mm) 3.3 in (83.8 mm) 4.0X3.30
352 cu in (5.8 L) 3.5 in (88.9 mm) 4.0X3.50
359 cu in (5.9 L) FT 4.05 in (102.9 mm)
360 cu in (5.9 L) FE
361 cu in (5.9 L)
FT
389 cu in (6.4 L) 3.784 in (96.1 mm)
390 cu in (6.4 L) FE 4.05X3.78
391 cu in (6.4 L) FT 3.786 in (96.2 mm)
396 cu in (6.5 L) FE 4.2328 in (107.5 mm) 3.514 in (89.3 mm) *
406 cu in (6.7 L) 4.13 in (104.9 mm) 3.784 in (96.1 mm)
410 cu in (6.7 L) 4.05 in (102.9 mm) 3.984 in (101.2 mm)
427 cu in (7.0 L) 4.2328 in (107.5 mm) 3.784 in (96.1 mm)
428 cu in (7.0 L) 4.13 in (104.9 mm) 3.984 in (101.2 mm)

* I believe this is a 360 truck crank in a 427 block
No listing in the book on the 360s which were relegated to truck type applications. Guessing 4.05X3.5
JACKPOT!
 
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and the 351C is a '335' series...Doh! Silly Ford....

Trucks burn rubber. No doubt about it when you got 500 lbs over the rear axle.
 
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pishta said:
and the 351C is a '335' series...Doh! Silly Ford....
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That's one thing very confusing about Ford. There are so many different engine families. And then those families have their respective truck series families. COMPLETELY different engines, but the same "basic" family. Example is the passenger car 390 and the truck 391. Totally different engines, but still in the FE family.
 
And here's what you do with the left over stock low compression 340 Mopar pistons; bore the 352 out .040, hone the 352 con rod bushing an additional .009 thou, the weights are less than 8 grams between the low comp 340 Mopar and the 352 and it's a compression distance improvement too!
 
There are 4 different cylinder heads for FEs if I remember right. Lo Riser, Medium Riser, Hi Riser, and Tunnel Port. Tunnel Ports were rare and well named.
 
Unconventional said:
There are 4 different cylinder heads for FEs if I remember right. Lo Riser, Medium Riser, Hi Riser, and Tunnel Port. Tunnel Ports were rare and well named.
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WAY more than that. More like about 20 or so different castings. It's ridiculous. What you're leaving out is the truck stuff. WAY different heads and there are several castings of those as well. They are kinda like the 440 truck and industrial stuff. Completely different intake and exhaust patterns but still FE. It's craziness times a million.
 
Looks like they covered the FE stuff above. I love those engines. Just watch your back if your thinking to pull the intake. You can get factory adjustable rockers for the FE's from Napa just have to use a mid 60's vehicle with solid cam in it.
 
Unconventional said:
FE/FT engine displacements
Displacement Type Bore+0.0036/-0.0000 Stroke+/-0.004
330 cu in (5.4 L) FT 3.875 in (98.4 mm) 3.5 in (88.9 mm)
332 cu in (5.4 L) FE 4 in (101.6 mm) 3.3 in (83.8 mm) 4.0X3.30
352 cu in (5.8 L) 3.5 in (88.9 mm) 4.0X3.50
359 cu in (5.9 L) FT 4.05 in (102.9 mm)
360 cu in (5.9 L) FE
361 cu in (5.9 L)
FT
389 cu in (6.4 L) 3.784 in (96.1 mm)
390 cu in (6.4 L) FE 4.05X3.78
391 cu in (6.4 L) FT 3.786 in (96.2 mm)
396 cu in (6.5 L) FE 4.2328 in (107.5 mm) 3.514 in (89.3 mm) *
406 cu in (6.7 L) 4.13 in (104.9 mm) 3.784 in (96.1 mm)
410 cu in (6.7 L) 4.05 in (102.9 mm) 3.984 in (101.2 mm)
427 cu in (7.0 L) 4.2328 in (107.5 mm) 3.784 in (96.1 mm)
428 cu in (7.0 L) 4.13 in (104.9 mm) 3.984 in (101.2 mm)

* I believe this is a 360 truck crank in a 427 block
No listing in the book on the 360s which were relegated to truck type applications. Guessing 4.05X3.5
JACKPOT!
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Most common are 352, 360, 390
360 is a 390 with a 352 crank basically. Also use floating wrist pins. Like Rusty said on the heads. Too many to list due to all the changes from racing to smog and back.
 
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