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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.



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