Before there was a Fairlane V-8 or tall-deck Windsor, the Ford world was ruled by the FE V-8 engine. Introduced in 1958 as a 332, it was quickly opened up to displace 390 ci. The FE was destined to replace the MEL (Mercury/Edsel/Lincoln) V-8 engine, which had been a mainstay powerplant for the larger Ford offerings. The 390 became standard issue for the luxury Thunderbird, and the FE was later opened up to a maximum displacement of 428 ci.
The 390 and 428 were similar in that they both utilized a two-bolt main cap cylinder block. Even the Cobra Jet version of the 428 utilized two bolt mains on the crank saddle. However, the 427 Ford is different from either the 390 or 428 in that it used an unusual four-bolt main cap arrangement. The FE 427 featured four-bolt mains on journals two, three and four. The engine had a unique cross-bolted configuration where horizontal main-cap bolts entered from the outside through the block skirt and secured the central caps from both sides. The cross-bolting proved to be very effective in preventing main cap walk or wobble at higher rpm.
The extra durability this block offered made it the racer’s choice because the additional support at the crankshaft meant that the engine held together when the two-bolt design might fail. When the time came for Shelby to power the big-block version of his Cobra sports car, he chose the 427 because of the enhanced durability factor. However, some of the big-block Cobras came equipped with the 428.
Ford Performance Solutions had a customer who had been working on a big-block Cobra replica and wanted an authentic FE engine to go with his project. He had no interest in a stroked Windsor, so a brand-new Carroll Shelby FE 427 aluminum cylinder block was procured. This way there would be no guessing about the history or condition of a used block, and the aluminum material would put the finished engine in the same weight category as a garden-variety Windsor. Join us as we have a look at the collection of hardware that will be used to construct what amounts to a brand-new all-aluminum Ford FE engine. We will then observe some of the more important aspects of the exacting assembly. Finally, follow us to Dyno Motive in Placentia, California, where we join owner Eric Weinrich for a dyno session that tells us what the combination is worth torque and horsepower-wise.
At the heart of the reciprocating...
At the heart of the reciprocating assembly is this cast steel stroker crankshaft from Pacific Performance. It has a stroke length of 4.250 inches. The original 427 FE had a stroke of 3.73 inches, so it’s easy to see that this is a substantial 0.52 stroke increase. When combined with the large 4.31 bore size used on our Carroll Shelby block, a 496ci displacement is the result. The crankshaft is available at Pacific Performance for $399.
This assembly of reciprocating...
This assembly of reciprocating hardware is some of the best available. The Ross forged-aluminum pistons are mounted on Pacific Performance chromoly H-beam Pro connecting rods with Clevite 77 bearings. The bronze-colored bolts at the bottom are the cross-bolts for the crankshaft main caps. The H-beam rods cost $626, while the pistons were $712 for the set of eight. The Pacific Performance moly piston rings that were used on the engine cost $68.
The basis for the build is...
The basis for the build is this Carroll Shelby aluminum 427 FE cylinder block. Made of A356 T-6 aluminum, it is 45 percent lighter than a factory iron casting and yet is also far stronger. It has substantial lifter valley reinforcement webs as well as thickened oil pan rails for extra reinforcement. The bore size is 4.25 inches standard with a 4.40-inch size also available. With a 10.15-inch deck height, a 4.500-inch stroke crankshaft can be accommodated, making a 525ci displacement achievable. For enhanced crankshaft longevity, the redesigned oiling system feeds the main bearings first, and the oiling system can be either wet or dry sump. The billet steel main caps are positively located using dowel pins and actually have four cross-bolted attachment points on journals two, three, and four, making them technically six-bolt mains. Ductile iron cylinder sleeves are installed with an interference step fit for a precise and solid fit. The block has redesigned cooling passages to aid cooling at high rpm. With a
These cylinder heads are the...
These cylinder heads are the Edelbrock Performer RPM FE (PN 60087). They will work in place of low and medium riser heads and are NHRA legal. They were bought as bare castings and were assembled with 2.09-inch-diameter intake valves and 1.66-inch exhaust valves. The valves are equipped with titanium retainers and 10-degree locks. They have 170cc intake ports and 76cc combustion chambers. The bare heads cost $1,297 per pair while the CNC-porting, valves, and assembly hardware were priced at $1,157.
This cam is a Pacific Performance...
This cam is a Pacific Performance hydraulic roller. It’s a custom grind with a 0.632/0.655 lift and 238/246 duration. Lobe separation is 110 degrees. With a displacement of 496 ci, this engine should be able to absorb 0.632 inch of lift easily for a very powerful, street-friendly engine. The cam was invoiced at $288.
These FE shaft rocker arm...
These FE shaft rocker arm assemblies are from Pacific Performance. With the mounting pedestals made from billet aluminum, they make for a very stable valvetrain and have a ratio of 1.76:1. They’re priced at $903 for the set.
These hydraulic roller lifters...
These hydraulic roller lifters use a tie-bar to retain the roller orientation to the cam lobe. A roller cam arrangement reduces internal operating friction, freeing up power to the rear wheels. This set of lifters priced out at $540.
This interesting aluminum...
This interesting aluminum intake is an original Ford 406/427 dual-quad casting. It’s a rare manifold the owner wants to run to keep the vintage FE look underhood. Many machine shop onlookers speculated that the early design intake could cost as much as 100 hp. Although some power might be lost at the top end when compared to a modern single-plane intake, it probably won’t be missed in a 2,000-pound street-driven sports car.
This photo shows the aluminum...
This photo shows the aluminum timing cover that goes with the Shelby block. If you want to run the Shelby aluminum 427, you’re going to need this part. The Shelby logo as-cast cover costs $104.95.