Ford FE engine

Ford FE V8

Manufacturer	Ford Motor Company
Also called	Ford FT V8
Production	1958–1976
Predecessor	Ford Y-block V8
Successor	Ford 335 Cleveland V8 Ford 351 Windsor V8 Ford 385-series engine

The Ford FE engine is a Ford V8 engine used in vehicles sold in the North American market between 1958 and 1976. A related engine, the Ford FT engine, was used in medium and heavy trucks from 1964 through 1978. The FE filled the need for a medium-displacement engine created by the discontinuation of the Lincoln Y-block V8 engine. The FE joined Ford's other V8s which included a small Y-block and the big block MEL engines.

"FE" is an acronym for 'Ford-Edsel'^[1]. Versions designed for use in trucks and school buses were known as "FT", an acronym for 'Ford-Truck', and differed primarily by having steel (instead of nodular iron) crankshafts, larger crank snouts and different distributors.

Usage

FE series engines powered many vehicles; cars, trucks, buses, boats, industrial pumps and racing vehicles. Ford produced the engine from 1958 and ceased production in 1976. The aftermarket has continued to support the engine with replacement parts as well as many newly engineered and improved components.

In Ford vehicles, the FE powered mostly midsize cars and trucks. In the Ford engine hierarchy of the time it served as Ford's medium block. The MEL engine, the "Mercury-Edsel-Lincoln" engine, was reserved for the larger luxury vehicles through 1967. The MEL was then replaced by the 385 series engine which also eventually became the successor to the FE when the FE was discontinued in 1976.

Vehicles in which the FE were installed included Mercurys, Galaxie, the Mustang beginning in 1967, Fairlane, Thunderbird beginning in 1958, as well as in Ford trucks. The FE was also sold to third parties for use in their own products such as buses, boats and agricultural equipment.

Ford regularly made updates to the design of the FE which appear as engineering codes or variations in casting numbers of parts. In addition to production casting codes, Ford also made use of "XE" numbers if the parts were one-off or developmental designs not approved for production. Many parts attached to Ford's racing engines carried XE numbers.

Industrial

FE engines powered irrigation pumps, generators and other machinery where long-running, low-rpm, reliable service was required.

Marine

Examples of FE's installed in boats

Front mounts for installing the FE in boats showing the level of aftermarket support for the use of the relatively light FE in marine applications

The FE block was cast using a thinwall casting technique. Instead of relying on large quantities of metal being poured into molds in unnecessary thicknesses, Ford engineers determined the proper amount of metal actually needed and reengineered the casting process to allow for consistent dimensional results pour after pour. This resulted in less metal being used, lower cost of materials for Ford and lighter engines. A Ford FE from the factory weighed 650 lb (295 kg) with all iron components. With an aluminum intake and aluminum water pump this weight could be reduced to under 600 lb (272 kg). At the time, engines of similar displacements^[which?] weighed over 700 lb (318 kg). This weight savings was significant to boaters and to racers. For marine applications the FE became popular in V-drive applications and was available in Chris Craft boats as a factory option.

Racing

Specific models that used FE engines include the AC Cobra MKIII, AC Frua, high-performance Ford Mustangs between 1967 and 1970, many racing versions of the Ford Galaxies, Ford Fairlanes, Ford Thunderbirds and others.

In the 1960s most organized racing events required either stock components or components that were readily available to the general public. For NASCAR racing, rules required that at least 500 vehicles be sold to the general public equipped as raced. Many drag racing and road racing organizations had similar rules, which contributed to a wide rane of performance parts being made available through Ford dealership parts counters. In addition, aftermarket suppliers produced performance parts and accessories.

Pair of FE's used in a customized vehicle by Ed Roth

Factory Tunnelport crossram fuel injection used in GT40

FE with 4 Weber carburetors

FE with dual superchargers in a tribute to the Cobra made famous by Bill Cosby

Flopper FE

The use of the FE by Ford itself as the powerplant in many of its racing programs and performance vehicles resulted in constant improvements and engineering changes over the course of its life. Racing-inspired changes to the FE included the sideoiler block which directed oil first to the lower portions of the block. The next major development was the high-riser intake and matching heads which were allowed by NASCAR for one season (1964). While Richard Petty, driving for Chrysler, stole headlines at Daytona in 1964, the High-riser Galaxies still won the majority of the Grand National races that year. For 1965 NASCAR banned Ford's high-riser engines claiming they did not actually fit under "stock" hoods, allowing Chrysler to continue racing its 426 Hemi, which had never been installed in a production vehicle until that year. For 1965 Ford developed the medium-riser intake and head, which did fit under stock hoods and was accepted by NASCAR. In 1965 Chrysler installed its first 426 Hemis in production cars and the race was on. Ned Jarrett driving for Ford was the 1965 Grand National champion and Ford won the NASCAR crown.

In 1965 Ford, in conjunction with Carroll Shelby, began production of a new and improved Cobra meant for racing. This version utilized a 427 cubic inch side-oiler version of the FE in place of the original's 289 cubic inch smallblock, produced almost 500 horsepower and top speeds of over 180 mph. Ford was not able to homologate this car for the 1965 racing, thus, most of its racing success came at the hands of private racers.

In 1966, the 427 cubic inch GT40 Mk II dominated the 24 Hours of Le Mans race with a 1-2-3 result.

In 1967 the FE again powered the 24 Hours of Le Mans winner. In 1968 the rules of the race were changed limiting displacement to 302 cubic inches under certain circumstances. Ford won the following two years using its smallblock in the GT40.

Ford's racing arm, Holman-Moody, also developed a version of the FE for the Can Am racing series. This version of the FE used factory supplied tunnel port heads, a mechanical fuel injection system mounted on a crossram intake manifold, and a revised dry sump oiling system. In this event only limited success was achieved.

Organized drag racing (NHRA, AHRA and even NASCAR dabbled in drag racing in the mid 1960's) was a major venue for the FE in various forms. Many of the most innovative products were developed and used for 1/4 mile drag racing as aftermarket suppliers eagerly supported the engine design with products ranging from special intakes, camshafts, GMC 6-71 blowers, manifolds, heads, water and fuel pumps, hoses and headers.

In 1970, an FE-powered vehicle set the Land Speed Record for the U.K. Tony Densham set a new British Land Speed Record of just over 207.6 mph over the flying kilometer (the average of two runs in opposite directions within an hour) and then held onto the record for over 30 years. The FE-powered vehicle beat the official British wheel-driven record over the flying 500 and kilometre distances, until then held by Sir Malcolm Campbell, of 174.883 mph^[2]

Description

FE cutaway showing deep skirted block

The FE and FT engines are Y-block designs—so called because the cylinder block casting extends below the crankshaft centerline, giving great rigidity and support to the crankshaft's bearings. In these engines, the casting extends 3.625 in (92.1 mm) below the crankshaft centerline, which is more than an inch below the bottom of the crank journals.

All FE and FT engines have a bore spacing (distance between cylinder centers) of 4.63 in (118 mm), and a deck height (distance from crank center to top of block) of 10.17 in (258 mm). The main journal (crankshaft bearing) diameter is 2.749 in (69.8 mm).

Blocks were cast in two major groups: top-oiler and side-oiler. The top-oiler block sent oil to the top center first, the side-oiler block sent oil along along a passage located on the lower side of the block first.

FE oil flow paths

Because the FE was never a completely static design and was constantly being improved by Ford, references to a particular version of the FE can become difficult. Generally though, most FE's can be described using the following descriptors:

1) Carburetor count, i.e. 2V (2 barrel), single 4V, dual quad (2 4V carburetors), tripower (3 2V carburetors) or weber (4 2V weber carburetors).

2) Top-oiler or Side-oiler block (though there are known instances of side-oiler blocks drilled at the factory as top-oilers; perhaps to salvage blocks with quality control issues that prevented them from being completed as side-oilers).

3) Head type: low-riser, medium-riser, high-riser, tunnelport, or SOHC. These descriptions actually refer mostly to the intakes used with the heads...a low-riser intake, designed to fit under a low hoodline was the earliest design. The high-riser intake required a bubble in the hood of cars it was installed in for clearance. While the low and medium riser heads could be used in combination with either low or medium riser intakes, the high riser head required a high-riser intake due to the increased height of the intake port. The medium riser's intake port is actually shorter in height, though wider, than the low-riser's port. The high-riser's ports are taller than either the low or medium-riser ports. Low-riser intakes have the carburetor placed relatively low so that the air-fuel mix must follow a more convoluted path to the chamber. A high-riser's intake places the carburetor approximately 6 in (152 mm) higher so the air-fuel mixture has a straighter path to the chamber. The tunnelport and SOHC heads both bolted onto FE blocks of either variety but required their own matching intakes.

Generation 1

332

The smallest big-block Ford was the 332 of 331.8 cu in (5.4 L) actual engine displacement, with a 4.0 inches (101.60 mm) bore and 3.3 inches (83.82 mm) stroke. It was used in Ford-brand cars in 1958 and 1959, domestically-marketed U.S.-built Edsel-brand cars in 1959, and in export-configured 1958 and 1959 Edsels.^[3][4][5][6] A two-barrel version produced 240 bhp (179.0 kW), while a Holley or Autolite four-barrel version produced 265 bhp (197.6 kW).

352

352 FE V8 in a 1964 Galaxie 500 XL

Introduced in 1958 as part of the Interceptor line of Ford V8 engines, the Ford 352 of 351.9 cu in (5.8 L) actual displacement was the replacement for the Lincoln Y-block. It is a 332 with 3.5 inches (88.90 mm) stroke and a 4 inches (101.60 mm) bore, and was rated from 208 bhp (155.1 kW) with a 2-barrel carburetor to over 300 bhp (223.7 kW) 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.^[4] 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.^[5]. When installed in Mercury vehicles, these engines were named "Marauder". This series of engines usually weighed over 650 lb (295 kg).^[8]

361 Edsel

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, Pacer, Villager, Roundup and Bermuda.^[6] 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.^[12] 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."^[13][14][15]

360 Truck

The 360, of 360.7 cu in (5.9 L) 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 is a destroked 410 with a bore of 4.05 inches (102.87 mm) and the 352's 3.5 inches (88.90 mm) stroke. 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 215 bhp (160.3 kW) at 4200 rpm and 375 lb·ft (508 N·m) of torque @3600 rpm (2-barrel carb, 1968).

390

390 FE V8 in a 1969 Ford Mustang

The 390, with 390.06 cu in (6.4 L) true displacement, had a bore of 4.05 inches (102.87 mm) and stroke of 3.785 inches (96.14 mm). It was the most common FE engine in later applications, used in many Ford cars as the standard engine as well as in many trucks. It was a popular high-performance engine;^[18] although not as powerful as the 427 and 428 models, it provided good performance, particularly in the lighter weight vehicles. The 390 cu in (6.4 L) 2v is rated at 265 bhp (197.6 kW) @ 4,100 rpm, whilst the 4v version was rated at 320 bhp (238.6 kW) @ 4,100 rpm in certain applications. Certain 1967 & 68 Mustangs had 390 4v engines rated at 335 horsepower, as did some Fairlane GTs When the 390 first came out for 1961, certain exotic versions of it, available in full sized Fords, were rated at up to 401 horsepower. As larger displacement versions of the FE engine came into availability, these racing oriented 390s were dropped from production.

Generation 2

406

406 with TriPower intake and carbs, on a Ford Galaxie.

The 406 engine used a new 4.13 inches (104.90 mm) bore with the 390's 3.785 inches (96.14 mm) stroke, giving a displacement of 405.7 cu in (6.6 L), generously rounded up to "406" for the official designation. The larger bore required a new block casting with thicker walls but otherwise was very similar to the strengthened 390 high performance block.^[19]

The 406 was developed purely for racing and was sold to the public only to meet racing targets. It was available for less than two years before it was replaced by the 427.

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

410

The 410 engine, used only in 1966 and 1967 Mercurys, used the same 4.05 inches (102.87 mm) bore as the 390 engine, but with the 428's 3.98 inches (101.09 mm) stroke, giving a 410.1 cu in (6.7 L) real displacement. The standard 428 crankshaft was used, which meant that the 410, like the 428, required external balancing. A compression ratio of 10.5:1 was standard.

427

427 FE V8 in a 1966 Galaxie XL

Ford's 427 V8 was introduced in 1963 as a race-only engine. It was developed for NASCAR stock car racing, drag racing, and serious street racers. The true displacement of the 427 was actually 425, but Ford called it the 427 because 427 cu in (7 L) was the maximum displacement allowed by NASCAR. The stroke was the same as the 390 at 3.785 inches (96.14 mm), but the bore was increased to 4.235 inches (107.57 mm). The block was made of cast iron with an especially 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 was drilled for use with hydraulic lifters.

As an engine designed for racing it had many performance parts available for it, both from the factory and from the aftermarket.

FE 427 exhausts. Left to right: Factory Ford cast iron header, aftermarket header with crossover tubes, aftermarket Tri-Y design, Factory Ford design "bundle-of-snakes" for use in the GT40

FE 427 injection manifolds. Left to right: Algon (1 of 2 versions), Tecalmit-Jackson, Hilborn (converted to efi), Factory Ford design tunnelport crossram for use in the GT40

Two different models of 427 block were produced, the 427 top oiler and 427 side oiler. The top oiler version was the earlier, and delivered oil to the cam and valvetrain first and the crank second. The side oiler block, introduced in 1965, sent oil to the crank first and the cam and valvetrain second. This was similar to the oiling design from the earlier Y-block. The engine was available with low-riser, mid-riser, or high-riser intake manifolds, and either single or double four-barrel carburetion on an aluminum manifold. Ford never released an official power rating. Other models were rated at over 400 horsepower (300 kW).

Tunnelport intake showing the brass tubes for the pushrods to pass through

In addition, Ford also produced tunnel-port heads and matching intakes for the FE engine. These lacked the limitations imposed by the other intakes' need to squeeze the intake port between two pushrods by running the pushrods through the intake ports in brass tunnels.

The 427 FE engine is still a popular engine among Ford enthusiasts, some 40 years after winning Lemans.

427 SOHC "Cammer"

SOHC engine showing cam, rockers and timing chains

The Ford Single Overhead Cam (SOHC) 427 V8 engine, familiarly known as the "Cammer",^[20] was released in 1964 to recapture NASCAR dominance from the Chrysler 426 Hemi engine. The Chrysler 426 used extremely large block casting that dwarfed the earlier 392 Hemi. The Ford 427 block was closer dimensionally to the early Hemis than to the elephantine 426 Hemi: the Ford FE bore spacing was 4.63 in (117.6 mm) compared to the Chrysler 392's bore spacing of 4.5625 in (115.9 mm). The Ford FE's deck height of 10.17 in (258.3 mm) was lower than that of the Chrysler 392 at 10.87 in (276.1 mm). For comparison, the 426 Hemi has a deck height of 10.72 in (272.3 mm) and bore spacing of 4.8 in (121.9 mm); both Chrysler Hemis have decks more than 0.5 in (12.7 mm) taller than the FE.

The engine was based on the ultra high performance 427 side-oiler block, providing race-proven durability. The block and associated parts were largely unchanged, the main difference being use of an idler shaft instead of the camshaft in the block, which necessitated plugging the remaining camshaft bearing oiling holes.

The heads were newly-designed cast iron items with hemispherical combustion chambers and a single overhead camshaft on each head, operating shaft-mounted roller rocker arms. The valvetrain consisted of valves larger than those on Ford wedge head engines, made out of stainless steel and with sodium-filled exhaust valves to prevent the valve heads from burning, and dual valve springs. This design allowed for high volumetric efficiency at high engine speed.

The idler shaft in the block in place of the camshaft was driven by the timing chain and drove the distributor and oil pump in conventional fashion, with the same practical limit of about 7,000 rpm for the stock oil pump—a maximum of 20.5 US gallons (77.6 l) per minute of SAE 40 oil at 70 psi (480 kPa). An additional sprocket on this shaft drove a second timing chain, 6 ft (1.8 m) long, which drove both overhead camshafts. The length of this chain made precision timing of the camshafts a problem at high rpm and necessitated a complex system of idlers.

The engine also had a dual-point distributor with a transistorized ignition amplifier system, running 12 amps of current through a high-output ignition coil.

All these engines were essentially hand-built with racing in mind. Combustion chambers were fully machined to reduce variability. Nevertheless, Ford recommended blueprinting the engines before use in racing applications. With a single four-barrel carburetor they were rated at 616 horsepower (459 kW) at 7,000 rpm & 515 ft lbs of torque @ 3,800 rpm, and while equipted with dual four-barrel carburetors they made 657 horsepower (490 kW) at 7,500 rpm & 575 ft/lbs of torque @ 4,200 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). Weight of the engine was 680 lb (308 kg).^[21]

Examples of racing 427 SOHC's

Ford's plan was cut short, however; although Ford sold enough to have the design homologated, NASCAR, after protests by Chrysler Corp., effectively legislated the SOHC engine out of competition despite having earlier permitted the Chrysler Hemi, and the awaited 1965 SOHC vs. Hemi competition at the Daytona 500 season opener never occurred. This was the only engine ever banned from NASCAR.^{[citation needed]} Nevertheless, the 427 found its niche in drag racing, powering many altered-wheelbase A/FX Mustangs (after NHRA banned it from stock classes),^[20] and becoming the basis for a handful of supercharged Top Fuel dragsters, including those of Connie Kalitta, Pete Robinson, and Lou Baney (driven by "Snake" Prudhomme) and numerous nitro funny cars that were also highly successful including Jack Chrisman, Dyno Don Nicholson, Eddie Schartman, Kenz & Leslie and numerous injected gasoline drag racing vehicles.

428

Ford FE 428 Police Interceptor engine from a 1967 Shelby Mustang GT500

Due to its 4.235" bore size, the 427 block was impractical to manufacture economically for street use; it required tighter tolerances during casting than Ford's regular engine plants could deliver at that time. Therefore, Ford combined attributes that had worked well in previous incarnations of the FE: a 3.985 inches (101.22 mm) stroke and a 4.135 inches (105.03 mm) bore, creating an easier-to-make engine with nearly identical displacement. The 428 cu in (7 L) engine used a cast nodular iron crankshaft and was externally balanced.

428 FE engines were fitted to Galaxies (badged simply as '7 Litre') and Thunderbirds in the 1966 and 1967 model years. It was also found in Mustangs, Mercury Cougars, some AC(Shelby)Cobras and various other Fords. This engine was also available as standard equipment in 1966 and 1967 in the Mercury S-55

The 428 Engine is said to be more tractable and usable than its more famous and noted brother, the 427. This is due to the smaller bore size in ratio to compression stroke.

428 Cobra Jet

The 428 Cobra Jet, launched in April 1968, was a version of the 428 FE engine built for performance rather than cruising smoothness. The 428 Cobra Jet could be made on a regular production line, not requiring the exacting tolerances required by the 427. The 428SCJ used special cylinder head casting # C8OE-6090-N. This casting had larger intake ports and valves than production FE. The Cobra Jet used a strengthened version of the 428 block with an extra main bearing webbing and thicker main caps than the standard block. The CJ used heavier connecting rods with a 13/32 rod bolt and a nodular iron crankshaft casting # 1UB. The engine was rated at 335 horsepower (250 kW) at 5200 rpm, but true output approached 410 horsepower, particularly in engines equipped with a functional hood scoop and unrestricted cold air induction. The low rating reflected management concerns with rapidly escalating insurance surcharges, which were hurting sales of high-powered muscle cars. The low rating also inspired the NHRA to factor Cobra Jet mustangs to 360 horsepower for drag racing match ups.^{[citation needed]}

428 Super Cobra Jet

The 428 Super Cobra Jet used the same top end as the 428 Cobra Jet but the crankshaft, connecting rods, and pistons are different. Cast high-performance pistons, 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 crankshaft 1UA, required an external weight on the snout of the crankshaft for balancing. An engine oil cooler was standard equipment with the Drag Pack and 3.9 or 4.3 rear end gear ratios. This engine was also underrated at 335 brake horsepower (250 kW).

Replacement

With the 428 the FE series block had been taken to the extremes of its capacity; no more growth was possible. The FE advances in engine technology had allowed its use across 3 decades. These advances included a thinwall casting process that made the engine comparatively light for its displacement, and the use of nodular iron for its crankshafts.

In the late 1960s however, Ford reviewed their entire engine family. The 335-series engines, commonly referred to as Cleveland engines, were designed to replace the largest of the small-block Windsor engines, with the 335 beginning at 351 cu in (5.8 L). The medium range of displacement needs was met by the 400M engine, a Cleveland-style block with a raised deck allowing it to use a longer stroke crankshaft giving a displacement of 400 cu in (6.6 L). The 385-series engine was to replace the MEL line in large cars and trucks. These began to be fitted to cars starting in 1973. However, the 385-series 429 replaced the 428 in some applications. The FE engines were gone from Ford cars by 1972 but lingered in trucks into the mid-1970s. In the late 1970s the Dearborn Engine Plant that produced these engines was completely retooled to produce the 1.6 L engine introduced in the Ford Escort in 1981.

In the late 1980s when both Ford and GM revamped their V8 offerings, many of the FE's designs were incorporated in the new engines, including the deep skirt, cross-bolting of the mains and thinwall casting.

Present-day interest in the FE engine supports the continued availability of parts and engine kits. A number of small-scale parts manufacturers^[who?] now offer all the parts neded to build a brand new SOHC or other low-, mid-, or high-riser 427 engine.^{[citation needed]}

References

1. ^ Ford-Edsel Reference
2. ^ Bluebird Electric Racing. TONY DENSHAM and COMMUTER BRITISH L S R 1970 . Bluebird Electric Racing Limited and Electrick Publications. 2009-10-03. URL:http://www.bluebird-electric.net/tony_densham_commuter.htm. Accessed: 2009-10-03. (Archived by WebCite® at http://www.webcitation.org/5kG11pXfB)
3. ^ ^{a b c} 1959 Edsel Data, Official Reference for Edsel Salesmen (A.K.A. 1959 Edsel Salesmen's Data Book). Ford Motor Company. 1958. p. D–1. 
4. ^ ^{a b} 1958 Ford Fairlane and Fairlane 500 (sales brochure). Ford Motor Company. 1957. p. 6. 
5. ^ ^{a b} The 1959 Fords, the World's Most Beautifully Proportioned cars(sales brochure). Ford Motor Company. 1958. p. 16. 
6. ^ ^{a b} 1958 Edsel Data, Official Reference Manual for Edsel Salesmen (A.K.A. 1958 Edsel Salesmen's Data Book). Ford Motor Company. 1957. p. F–3. 
7. ^ 1960 Edsel (A.K.A. Owner's Manual), form ED-5702-60. Ford. September, 1959. pp. 33. 
8. ^ New Ford Interceptor V-8 Engines. Ford. 1957. 
9. ^ Edsel for 1959, Owner's Manual, first edition, Form ED-5702-59. Ford Motor Company. September, 1958. p. 57. 
10. ^ Edsel for 1959, Owner's Manual, final edition, Form ED-5702-59. Ford Motor Company. December, 1958. p. 49. 
11. ^ Votre Edsel 1959, Owner's Manual, French Canadian edition. Ford Motor Company of Canada. December, 1958. p. 60. 
12. ^ Warnock, C. Gayle (1980). The Edsel Affair. Pro West, Paradise Valley, Arizona 85253. p. 171. 
13. ^ Christ, Steve (1983). How To Rebuild Big Block Ford Engines. HP Books, a division of Price Stern Sloan, Inc., 11150 Olympic Blvd., sixth floor, Los Angeles, CA 90064. p. 49. 
14. ^ 1949-1959 Ford Car Parts and Accessories Illustrations Catalog, Form number FD 9463. Parts And Accessories Operations, Ford Division, Ford Motor Company. 1964. p. IX. 
15. ^ 1949-1959 Ford Car Parts and Accessories Text Catalog, Form number FD 9462. Parts And Accessories Operations, Ford Division, Ford Motor Company. 1964. p. XI. 
16. ^ Verified from 1971 Ford Truck Shop Manual First Print date November 1970 Volume 2 Engine pg 21-23-31 Sec. 9 Specifications General Specifications
17. ^ ~~~~, Verified from 1971 Ford Truck Shop Manual First Print date November 1970 Volume 2 Engine pg 21-23-31 Sec. 9 Specifications General Specifications
18. ^ Clarke, R.M. (1992). Musclecar & Hi-Po Engines: Ford Big Block. Brooklands Books. pp. 11. ISBN 1855201062. 
19. ^ Clarke, p. 11
20. ^ ^{a b} Scale Auto, 6/06, p.15 sidebar.
21. ^ Clarke, p. 42 et seq.

Further reading

• Peter C Sessler (1999). Ultimate American V8 Engine Data Book. MotorBooks/MBI Publishing Company. ISBN 0-7603-0489-0. 
• Steve Christ (1983). How to Rebuild Big-Block Ford Engines. New York: Berkeley Publishing Group. ISBN 0-89586-070-8. 

External links

• Short descriptions of Ford overhead valve V8 engines
• Supermotors article of the 427 Cammer