I came across this set of articles on building a big big - FE - thought you would all like to share - the info detail is great.
(I did do a search and could not see this has been posted before - sorry if this is old though)
Dyno results can be seen at the end of part 5
Peak recorded torque output was 504 ft-lbs
Peak recorded horsepower on the Stuska dyno was 488 HP (calibration adjusted = 508 HP)
An Fe with those mods should still pull way more than 1 hp per cube. I excel at FE builds and low compressions of 7.25 to 1 static. Two of my 390s pulled 566 ft lbs. With 450 HP at 5500 rpm. I do need to re-read the articles but the longer stroke seriously increased sidewall friction. Every FE I built stayed below 7000 rpm and many never over 6500 at peak hp. FEs breath good at low RPM until you put racing heads on them.
My truck has a 390 with C1AE heads and C5AE Manifold with 750 Holley and Roller Chain and in the snow a few days ago pulled so much torque at 1400 rpm in 4th I was spinning the tires going down the street at 30 mph.
If you look at the build specs for the 66 Ford 427 Tunnel port Le Mans engines you would see that at 7500 rpm the engine pulled so much power it was outlawed from Le Mans and Sebring. It had more torque and HP than V12 Ferrari engines.
My They spent a fortune building a low RPM low power stroker. I do have to say they did a good informative build step by step that gave away most of the tricks.
Old Fords Rule Was a Ford Service Tech
71 F250 with Shell Car 390 NP435 Dana 60 3.73s, PS, PB, 750 EC VS Holley Accel Points Eliminator.
98 Volvo S70 2.4T Auto 71 Service manuals Volumes 1,2,3 and 4 So ask away. My Gallery Spark test
Dragon wrote:An Fe with those mods should still pull way more than 1 hp per cube. I excel at FE builds and low compressions of 7.25 to 1 static. Two of my 390s pulled 566 ft lbs. With 450 HP at 5500 rpm. I do need to re-read the articles but the longer stroke seriously increased sidewall friction. Every FE I built stayed below 7000 rpm and many never over 6500 at peak hp. FEs breath good at low RPM until you put racing heads on them.
My truck has a 390 with C1AE heads and C5AE Manifold with 750 Holley and Roller Chain and in the snow a few days ago pulled so much torque at 1400 rpm in 4th I was spinning the tires going down the street at 30 mph.
If you look at the build specs for the 66 Ford 427 Tunnel port Le Mans engines you would see that at 7500 rpm the engine pulled so much power it was outlawed from Le Mans and Sebring. It had more torque and HP than V12 Ferrari engines.
My They spent a fortune building a low RPM low power stroker. I do have to say they did a good informative build step by step that gave away most of the tricks.
so what would you have changed ? - to give more oomph ?
thanks
Stephen
(1967 F100, FE352, 2wd, 3 on the tree, flareside)
The heads and manifold would have gone for either EGZ 58 FE heads or Edelbrock 72 CC heads. The roller rocker setup was complicated and not a power reducing feature. The standard rockers are good until 6500 most times after that they cause valve float due to there higher mass. The intake would either become a Victor FI system or a older Edelbrock for 2 4Vs or a factory medium riser 2-4v manifold. Use 2 Holley 490 CFM 4Vs for slightly more flow than is required but with the Vacuum secondaries on both carbs the engine will come in just fine. That is what the calcs say that stroker needs for peak horsepower at 6500 rpm.
A 427 at .060 with stock crank will give you 441 cid with lest cost and more power.
My limit on RPM is based on the long stroke and a desire to not break the motor every few miles. On the Street except in a race the engine will rarely hit 4000.
Roller Chain is good but Scat that crank back down to stock 427 stroke where the racers could spin 7500 stock. That will save a fortune in rods and crank. Restrict the rocker oil feed on any FE. My Stockers get it done so that oil stays in the bearings.
The links are failing so I can't look up the specs on the cam but it did not look like a bad choice for their build. FEs build massive torque at low rpm that is why FEs win many races. We eat the competition at lower RPMs. If you lower the cam down to 226 duration you would see a wake up in torque at a lower rpm.
Old Fords Rule Was a Ford Service Tech
71 F250 with Shell Car 390 NP435 Dana 60 3.73s, PS, PB, 750 EC VS Holley Accel Points Eliminator.
98 Volvo S70 2.4T Auto 71 Service manuals Volumes 1,2,3 and 4 So ask away. My Gallery Spark test
Dragon wrote:An Fe with those mods should still pull way more than 1 hp per cube. I excel at FE builds and low compressions of 7.25 to 1 static. Two of my 390s pulled 566 ft lbs. With 450 HP at 5500 rpm. I do need to re-read the articles but the longer stroke seriously increased sidewall friction. Every FE I built stayed below 7000 rpm and many never over 6500 at peak hp. FEs breath good at low RPM until you put racing heads on them.
My truck has a 390 with C1AE heads and C5AE Manifold with 750 Holley and Roller Chain and in the snow a few days ago pulled so much torque at 1400 rpm in 4th I was spinning the tires going down the street at 30 mph.
If you look at the build specs for the 66 Ford 427 Tunnel port Le Mans engines you would see that at 7500 rpm the engine pulled so much power it was outlawed from Le Mans and Sebring. It had more torque and HP than V12 Ferrari engines.
My They spent a fortune building a low RPM low power stroker. I do have to say they did a good informative build step by step that gave away most of the tricks.
Can you please expound on the specs in order to get a 390 to put down 450hp and 500+ ft lbs with that low of compression? I have a 390 with a old isky RV cam and 8-1 with a stock 2 barrell stock heads and it maybe about 250hp and 370ft lbs. I have to delay my rebuild and the long block is good and strong and I am going to do a rpm intake 625cfm carb and electronic ignition and hoping for about 300hp and 400lbs but I doubt it. With Fe Specialties they were talking 350-360hp and about 460ft lbs. I don't see how you can get that kind of power out of a 7+ to 1 comp ratio....
Compression is not the power generating factor you think it is. Cylinder stuffing i.e. flow velocity is going to do more than high compression. I will get back to that but look at the Crower cam catalog Crower.com and look at the Power Beast cam. That cam in a 390 with 4.10s and a top loader 4 speed pulled more torque and hp than L88 Dual carb 427s and ran the Baja 500 and 250 in my class at 1st and 2nd place in 4 years.
Power Beast cam, Roller Chain, Streetmaster Manifold, 780 Holley, EGZ heads with 427 valves in Intake and Exhaust, Hooker headers Accel Dual Point dizzy would now would be a Mallory with MSD box. P.S. it had Aria Pistons on stock rods with ARP bolts and -.01 deck height with top based on 1976 390 pistons. for a Static 7.25 to one.
My 67 Mustang Fast Back was a Super Stock factory racer and pulled 455 hp and 566 ft lb with Iron parts and roller chain by the factory Dyno sheets. 600 Holley and iron exhaust. Blue Printing frees up a lot of Horsepower.
Now if I can get a big electrical contact I will be buying a Genesis Aluminum block and many more aluminum parts but I am building a destroker of a 427 with a 3.3 inch stroke and very long rods to reduce sidewall friction. A 427 that is .060 over with that short stroke is a 385 cid. In my application the truck will use EFI and EDIS on a modified Street Master intake manifold. I am trying to build a high torque low friction motor. An Fe that can pull 20 mpg with a 5 speed and a in a 71 F250.
P.S. The cam they selected was too small for that big of an engine. When I was 16 and 17 I was Crew Chief on a AA/FD that paid for my FEs and we built many large engines out of 426 hemis and we broke many especially when we got above 480 cid. They would maybe last a weekend above that magic number because of all the block and rod grinding we had to do to get things to fit. We built 2 524s and set track records but blew them up after every 2nd run.
Old Fords Rule Was a Ford Service Tech
71 F250 with Shell Car 390 NP435 Dana 60 3.73s, PS, PB, 750 EC VS Holley Accel Points Eliminator.
98 Volvo S70 2.4T Auto 71 Service manuals Volumes 1,2,3 and 4 So ask away. My Gallery Spark test
fomocoloco wrote:the 58 FE heads are EDC not EGZ. machined combustion chambers for you novices. i have a couple of pairs.
jim
Want to sell a pair?
Old Fords Rule Was a Ford Service Tech
71 F250 with Shell Car 390 NP435 Dana 60 3.73s, PS, PB, 750 EC VS Holley Accel Points Eliminator.
98 Volvo S70 2.4T Auto 71 Service manuals Volumes 1,2,3 and 4 So ask away. My Gallery Spark test
They spent a fortune building a low RPM low power stroker. I do have to say they did a good informative build step by step that gave away most of the tricks.
