Cylinder Block - Big Block FE Series

Although the FE-series big-blocks have an identical external appearance in many respects, there are distinct differences in these engine blocks which are important to understand in any engine building project. The first “FE” engine blocks used for the 332 and 352 in 1958 were designed only for the use of mechanical lifters and did not have the oil galleries necessary to feed hydraulic lifters. Mid-year 1958, Ford upgraded the new “FE” big-block engines to hydraulic lifters, which meant the addition of two oil galleries down the middle of the valley which pressurized and lubricated the hydraulic lifters. The one exception was the 352 High Performance engine of 1960 which was equipped with mechanical lifters and not drilled for hydraulics.

Nearly all "FE" blocks have this "352" in the casting at the front of the block, including the 427s. This casting identification began with the 352ci engines in 1958 and remained with the "FE" throughout its service life.

Hydraulic lifter blocks have drilled passages (arrows) to feed the lifters. Mechanical lifter blocks, such as early 332/352, 352 and 390 High Performance, 427 and some 428 Police Interceptors, are not drilled at these bosses.

Another change to watch out for is the engine mount bolt holes on pre-1965 “FE” blocks. Blocks before 1965 had two-bolt engine mounts while those from 1965 and later had three- bolt engine mounts. This isn’t a problem if you plan on using a 1965 and later block in a pre- 1965 vehicle. Problems abound when using a pre-1965 block in a post-1965 vehicle because some machining and drilling are required. If you find a block with four engine mount attachment holes on each side, you’ve found an “FT” block for trucks.

Once you have found the casting number, and even if you haven't, the block casting date code can help. This date code is "3A12" which tells us January 12, 1963.

Another important change addresses cylinder head bolts beginning in 1961. From 1958-60, all “FE” blocks were fitted with 4 7/32-inch long cylinder head bolts all around. Beginning in 1961, however, all “FE” blocks were fitted with 2 7/8-inch long head bolts along the outside of the block and 4 19/32-inch long bolts inboard. One other change to watch for is on late- 1963 and later blocks where an additional bolt hole for the alternator was incorporated into the front of the block.

When searching for a block, bore size is your first clue regarding what you have found, in addition to the presence of oil passages, casting numbers and date codes. The 332 and 352 had 4.00-inch bores. The larger displacement Edsel 361 had the same 4.05-inch bore as the 390. Though it is highly unlikely that you will stumble upon an Edsel 361 block, be mindful of its 4.05-inch bores coupled with 332/352 characteristics when you’re looking for a 390 block.

These casting identification marks have meaning, though few enthusiasts ever pay attention to them. The "28" (A) is the mold number - Mold #28. See how often you can find any two "FE" blocks with the same mold number in your travels. This is a 428 Cobra Jet block. "DIF" (B) means Dearborn Iron Foundry, which is where all "FE" parts were cast. All "FE" engines were assembled at the Dearborn Engine Plant.

360/390/410 The 390 block doesn’t differ much from the 332/352/361 blocks of 1958-60. The 390 uses the same block as the 360 and 410. All share the same 4.05-inch bore, with displacement varying according to stroke. The only real difference here is the crankshaft. The 410 Mercury is a 428 crankshaft in a 390 block. The 360 for trucks is a 352 crank in a 390 block. Where this block varies at all is in the area of high performance applications. The 1961-65 390 Police Interceptor and High Performance blocks (C1AE-V, C2AE-BC, C2AE-BE, C2AE- BR, C2AE-BS, C3AE-KY, C3ME-B, C4AE-F and C5AE-B) have heavier main bearing caps and drilled oil passages for hydraulic lifters. The trick here is, Ford never drilled the oil passages from the main galleries to the twin lifter oil galleries, which means no oil pressure to these galleries. Hydraulic lifters cannot be used in this block. Another difference in the 390 Hi-Po block from 1961-62 is additional ribbing between the main bearing webs. Ford also added an oil pressure relief valve to the block for added protection on the 390 Hi-Po.

406 The 406 block was a brute from the start because it reflected Ford’s desire to race and to win. As you might expect from a race block, the 406 was a heavier casting than the 332/ 352/361/390—thicker cylinder walls, a larger 4.13-inch bore, thicker webs and main caps. Look for C2AE-J, C2AE-K or C2AE-V. These upgrades are all products of the 390 High Performance engine and what was learned from racing with the 390. The 406 didn’t make it through 1962 without significant changes to the block, however.

Early 406 blocks are identified by the casting number on the right-hand side of the block. This is a C2AE-J block. Notice the "HP" cast near the casting number along with the "DIF" which means "Dearborn Iron Foundry."

Although we associate the cross-bolted block design with the 427 to come later in 1963, cross-bolted mains started with the 406. During severe duty conditions experienced at high rpms in NASCAR racing, Ford quickly learned that the main bearing cap bolts had a tendency to work loose, causing catastrophic engine failure. Cross-bolting #2, 3 and 4 main bearing caps solved this problem and won Ford a few races. Identifying a 406 cross-bolt block is easy. Aside from the obvious,  the date code, look for the 4.13-inch bores and cross-bolted main caps/ bosses. The bottom line here is the bottom line. Because 406 cross-bolt blocks are extremely rare, expect to pay a very high price. Look for the C2AE-BD casting number.

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