Building an All-Aluminum, Fuel Injected FE Ford (with a Carroll Shelby Block!) 

I would also add appropriate sound effects, like cymbal crashes and such. Devastating Hiroshima footage upon intro of the cylinder block.

Would be interesting, but as the saying goes, if we have to ask...

@@sparkplug1018 I haven't hard that one, what's the rest of that saying?

@@jp360ford2 Oh I'm sure you've heard it many times before.

You only need to know that when YOU are paying for it.. lol.

Thanks so much! It is always nice to get positive feedback. And thanks for watching!

I dont mean to be offtopic but does someone know of a tool to log back into an Instagram account?? I somehow forgot my login password. I would love any help you can give me

@Dallas Jayden Instablaster :)

@Kye Sullivan thanks so much for your reply. I got to the site through google and I'm in the hacking process now. I see it takes a while so I will get back to you later with my results.

@Kye Sullivan It worked and I now got access to my account again. Im so happy:D Thank you so much you saved my account!

I don't mind giving props where they're due, I just wish people would quit with the, this is the best or this is better then that stuff. They all made some awesome engines. And this is a real beauty.

@@sparkplug1018This block, when equipped with the SOHC heads was as big of a monster as anything made at the time and still pretty amazing by today's standards.

It was all right it's still one of my favorites but the 385 series is better as far as being able to get power and reliability The thing that made this engine so great is from the factory completely assembled with cast iron manifolds and intake it was still a 650 lb motor instead of like 750 like a big block Chevy which ironically is a much better breathing engine with open shared heads

My dad was a chevy guy we ran a machine/repair shop together back in the day i love both but always considered myself a ford guy, my brother is mopar mad, in all honesty ive grown to love all three because of their ability to always be competitive with each other

All 4 American car companies made some amazing bad ass iron. I love FEs because we kicked Ferrari's arrogant ass with them. FE stood for "Fairlane engine" and was a luxury car's motor before Ford realized the "Y" block design was able to hold together at high HP and high RPMs. Yes the BBC makes more power per dollar than an FE but if you have the cash these engines with the right heads (Cammer) were the top dogg! Man I miss the proud days of Detroit muscle.

That bothers me seeing that too, I've always run them down till they bottom out and back off just a touch. Never had any issues, so far anyway.

You're not trying to be a story topper...are you?

Doesn't sound right to be running on 1 carb & using the 2nd as your secondaries. Should be running both pairs of primaries & having the secondaries of both carbs open when needed. I've done a few.

azmike1956, I had 3 -2 barrels on a competitive import many years ago and it was progressive linkage. Whole dif car and motor but, I think that set up was quite effective.

@@BuddyRHS1965 great setup if dialed in. Good mileage & performance too.

@@azmike1956 It runs on the front carb's primaries until about 1/3 open, then the progressive/slide linkage starts to open the rear carb's primaries. Carbs have vacuum secondaries with very light springs....so they open up quickly! Hang on!!!

kinda? its VERY weak... this motor should make 800+ we run a 427 clevor with CHI heads that blows this thing outa the water at all points, torque, HP and millage... you shoulda known by the thumbnail they dont know what they are doing, harland sharp rockers on a 7500 block?

I kind of got the impression that they were overbuilding the entire engine for reliability, they mentioned they weren't looking for all out horsepower.

Well it is a Ford lol!

@@Matt44magnum44Yes, the Ford that won Lemans 4 times.

My bone stock Side Oiler with Medium riser heads was OK in my Contemporary Cobra but when I went with a 408 Dart with AFR heads and showed 615 HP on the dyno I was pissing all over those Fe side oilers. BTW many Cobra racers say the 351 and its bigger brothers are the best performing engines in a Cobra. You can find all the Fe Cobras you want at any car show but the racers are running small blocks on the track.

Unser's car was powered be a turbo Offy in 1068.

1968

Ford did build a competitive V-8 thing it was a joint venture between Ford & Cosworth

ew

Hey, thanks a lot! And thanks for watching!

Yeah, they obviously came back and fixed that, I just didn't show it. Thanks for watching

@@TheHorsepowerMonster new subscriber love your channel awesome builds! Please keep them coming!!

@@andrewgonzalez8324 Thanks for the kind words!!

Oops

Hahaha, yeah I caught that one!

Exactly no reason this engine shouldn’t make 550+ hp

Luke Teverino : Yes there is. Cam, heads, throttle body EFi and its an alloy engine. Anyone who has ever built one will know you dont start playing hardball untill youve gotten some base figures in. 501 at 5400 rpm is just fine, but I know where Id find another 130 ponies and a lot of extra torque. Great engine build.Thanks for sharing.

Dean Stevenson well obviously, I’m just saying an engine that big they could have easily built it to make more power but didn’t.

Mine is a 4.25" bore with a 428 CJ crank -- 452 cu. in. Any decent engine should make 1.2 HP/ cu. in. and 1.2 to 1.4 lb. ft/ cu. in. This engine with Trick Flow Heads and a decent cam should make nearly 600 hp and at least 580 lb.ft. torque.

turbo32coupe and Luke Teverino: According to Stan Weiss et al, the heal over point where power and rpm are made is based on port area and valve lift, and actual port Cfm through the inlet at that lift. It is not Cfm but throttle body size that is pegging power back. The advent of Split Dominator carbs on SOHC 427s in 1970 was because of a very big problem finding traditional Injection and Weber carb sizes in the desired 1-7/8 to 3 inch sizes which make real power. . Past 342 cubic inches on domestic V8s, any Independent Thottle Body/ Isolated Runner/ Port on Port engine in the 45 to 61 cube, 3/4 to 1 liter.cylinder size will have to go psychotic in port size and Throttle body size to get even get past 550 hp. 48 mm throttles without a specific cam and port size will start to top out at just 444hp. To just get a gain, you have to move to 50 and perhaps 55 mm to get 685 hp at as little as 5700 rpm..

Did it take awhile for someone to buy them?

@@87DAM1987 yeah. And I had to sell them for significantly less money. One engine only had a couple hours running on it. I let it go for way cheap. Just a few thousand.

Not a Ferrari

If you have a real job it's no problem !😉

All it takes is money

Full drivetrain conversion to FR configuration or put it in the middle.

Enough j.b weld it will fit perfectly.

When I was a Tail Gunner, we would have Fighter Intercepts with F-106's... Speedy airframe.

@@thomasfisher2879 B-52 i presume? The Six is my favorite jet fighter

Slap a set of Kaase p-51 heads on the 460. Probably good for 100 hp It's a Mustang. Put Kaase's Boss Nine heads on it.

Did you watch the video? It explains why

Thanks for the kind words, and thanks for watching!

I wondered the same thing. Maybe it impacts exhaust note? Maybe the class it runs in requires it. A lot of maybes.

Maybe to make stupid people ask questions... Who knows?

@@salvadordollyparton666 The Lord has spoken.

More area under the curve..

I was fourteen back in 1968 when my cousin Joey bought a used 1964 R code Galaxy ..black w/4 speed. We lived in Newark Ca. three miles away from Fremont Drag strip...

Welcome home Brother!

It would have seen 575 hp with AFR heads, unported.

Yeah there is so much more power left in this build

It wasn't a max effort build.

😒

Sure there is, it's called "higher rpm" to achieve a little more power. How does more rpm and higher peaks fit into the plan when you are building for lower rpm and torque?? You do realize bigger heads require more rpm don't you?

I'm guessing ... I'd bet it was in the 20 - 25 thousand ball park ... ????

@@tednewcomb1048 You can get a boss 9 (I think 509 ci) for around 20k from Jon Kaase engines, hemi head cammer.

Saw that. Especially on intake side. When the shot of runner was shown I automatically thought " I would at least clean that ridge up. Gonna kill flow & therefore power

Very observant!

@@robertelmo7736 I saw it too!

What, nobody ever nudges anything? What perfect assemblers in this section.

Had to look for a comment instantly. Lol

@@413x398 🤫

Or a procharger.

That was EFI

Looking for a similar thing myself. On most of the 390s, the biggest bottlenecks seem to be the heads/valvetrain and static compression ratio (on the smog motors). Mine is out of a 68 and has around 9.5:1 supposedly, and I have the common c8ae-h casting heads. The stock rocker arm shafts and valve springs don't seem to hold up very well with any more than .500" lift. The c8ae heads can be drastically improved with porting and getting them cut for bigger valves, but in my area, the expense of the machining and rebuild work doesn't make this a cost-effective option over a home-ported set of the edelbrock heads. A 390 with a big cam (such as one of the crane hydraulic rollers) can benefit greatly from a carburetor in the 800cfm range. With most aftermarket cams, a carburetor less than 750cfm seems to be a performance bottleneck. Additionally, recurved distributors seem to make a big difference, and as far as dual-plane intakes go, the edelbrock performer rpm works much better than the regular performer, and both are pretty bad in comparison to the pricier blue thunder dual-plane. Waiting for some Richard Holdener performance testing on an FE. If you have a low-compression smog motor, you may want to look into a DIY ring-gap, single plane intake, blow-thru carburetor and turbo setup.

@@sitzkrieg8032 see the Carroll Shelby engine website, they have assembled aluminum medium riser heads for $2700 a pair. Sorry no link.

tinkmarshino ; How on earth do you overheat an all aluminum engine?

@@cobracharmer6178 it was done.. you would have to ask the designer.. but it doesn't seem all that hard to me.. aluminum heats quickly and if you do not dissipate the heat it will warp and distort easily.. ever try to weld aluminum? I have and do.. give it a try you will see just what I am talking about.. But I do see your dilemma it does kind of seem counter productive considering all the aluminum parts we use today.

Well, for well over 10 grand, it SHOULD run well. Personally, I think that it is too much for a street motor that only makes 500 hp. Yeah, it's pretty, but I would prefer more power over a "prettier" and a more reliable engine. I guess it depends on whether this is a serious "street" motor or a "poser".

Thanks very much, and thanks for watching!

The Horsepower Monster : Gracious thankyou for sharing. Its not all about Dolly Parton attributes on the Torque and Power curves and what not. Its about the shear enjoyment of how a nice aluminum FE 482 with steel liners will go together and just last a lifetime in a the owners ride. The Vertical and Horizontal are controlled by the bill payer, and its awfully easy to mess up an alloy engine. Prestigue did the hard part. Incidently, I remember being critical about power figures on a 200 Ford six with Classic Inlines head. Now I realise what a jerk I was seeing how I responded to the 501 hp gross at 5400rpm figure. Sorry. We all need to realise the bill payer makes that choice. Not Us!

Thanks for the kind words

NZ Salt Flats Racer : With a Big Small Block bore center of 4.63 inches. Its very, very light. What an engine. I know it can take another 130 hp at those revs if extra cam and porting are done. It must be a really sweet engine. I too am a Moo Zealander from tge Antipodean area. Nice post.

As-cast, the edelbrock performer heads max out around 293/192cfm int/exh at .700" lift and 28"hg. Considering the displacement of this motor, as well as the ITBs/aftermarket block/solid roller cam, the heads create a huge performance bottleneck. A bigger cam and a set of survival motorsports/blue thunder cnc ported heads would make a huge difference, I suspect.

Steve Welborn may I suggest that since we’re all amateurs (or u actually implied “dummies” on RU-vid) that when u make a video like this that you show the true potential of the motor. Well I would say that if I was interested in a 20k+ motor (just a guess from a amateur of course) that I’d be looking for a bit more than 500hp. But then what do I know.

Steve Welborn good save.

That sounds very frequent... Maybe double-check your pushrod math? Aftermarket adjustable rocker arms and shafts from PRW(?) or Harland Sharp should be easier to get dialed-in if you can spare the coin, and hardened valve seats are good for longevity. You might also have a different shop check to see if the valve guides are out of true. Aftermarket heads might hold up better, even if they're the junky edelbrock ones, on account of having all new machining/warranty.

@@sitzkrieg8032 I ran stock valves and valve train. The machine shop at one point ground the top of valves and must have gone through hardness because rockets wore into valves. 40 years ago roller rockers were non existent. Hardened lash caps may have been the answer.

Are you're valves properly lashed

I would put a VictorEFI and a 78/ 75 to 82 VS billet turbo fo have a daily driver 15 lbs of boost and 1015 hp. That’s what I want!

I was thinking the same thing .

@@robbalex1963 I had a choice,...a new Corvette or retiring early,...I'm kicked back sitting in the shade...

bare block is 6500

@@427med 7500 on the CS site.

That's a shitty house... They're not THAT much.

Have to love those old V12 jaguar engines, built many E Types super smooth.

Yes its a torque monster.

loool if you think this is an intelligent build... shoulda made WAAAY more power, this is typical lego builders and buying the most expensive stuff that looks cool

@@narmale - Exactly why it’s an intelligent build. Way more power than needed for what it’s going into and because it’s not a max power build it will live forever.

@@cavscout62 its going to live forever because it wont be driven but a few hundred miles a year if that... the seals are going to dry rot before they are worn any

There is not a chevy chassis on the planet worthy... 😒 And it surely won't fit your cavalier.

@@salvadordollyparton666 Don't be mad at me because you drive a Hyundai. It will fit Nice in my 2wd 94 Silverado. I'm just deciding on what transmission I'll be using.😎

I seen a Shelby program on t.v. while back n old man Shelby said that was is favorite set up for cobra's but Ford wanted to use those bigger fe engine, Shelby said big engine had to use big brakes big trans big everything then cobra weight to much then messed up handling n traction!! Small 289 engine was all cobra ever needed to beat up on every European car!!

@@scottyjones27 1: the Weslake-heads was not an option in 65/66 2: it was not Shelby or Ford that decided this but Holman-Moody CA US who rebuilt the GT40 into the MkII

It may be pretty to look at but the power numbers are sad for the dollars spent. That big of an engine with high dollar parts should be pulling 700 hp!

@@mylanmiller9656 I agree, my 394 ci with a Holley SD. A Holley 3310-3 with a metering block in place of the plate. With jets all around and 2.055/1.6 exhaust valves and a a good valve job with a little touch on the SSR and the intake manifold ports so the hook the direction of those ‘64 352 heads and a 230@.050 solid cam. I have dynoed it at 503 hp at 6700. and 463 ft lbs at 4200 and444@ 3000 where my stall is. The cost to build inc machine work was $ 2200. I would put a turbo behold the header with a cross pipe and a bonnet over the carb with the air/ air intercooler in the floor of the car. Show the Scatpack boys who’s boss. With a 1014 hp at the crank and a manual trans is. 857 at the wheels, run a single 4 inch straight out the side, and cruise around under the boost curve and when you hit the whistle let that modern magic do its job.

In fact I have a 3 rib (like the CJ/SCJ) FT 391 block that has the 105 mark. I have a 428 crank and a CapSaddle that ties the center 3 Mains together. The drill bit test showed 3/16 between the bores. Indicating that 4.13 is possible, if not I have a 3.79 FT steel crank that could be offset ground to 3.89. and bore it to 4.098, for 410 ci. 2.2 rod journals, 6.7 rods , 1.72 r/s. 245@.050 .588 hyd roller. VS 7875 with 10 lbs boost with 545 hp na, 915 hp fw. 776 at the wheels. I think that the stock block can do that with a rising boost curve. That would be fun with a Summit turbo and home made piping. I have good headers and just make a 2.5 crossover and mount the turbo to kick a 4 inch pipe straight out the side. It would be as quiet as a Harley until you get hard on the whistle. 10 lbs of boost isn’t a lot.

Thanks for the kind words. And thanks for watching!

@@TheHorsepowerMonster I would love to see someone put together a nasty NA 400 cubic Coyote off of that billet block...just throwing that out there. Would be great in a lightweight Cobra. Turn about 9k lol....

That would be a fun engine build. It seems that around me at least, not many people are doing full-bore Coyote builds. Most that I'm aware of are just putting boost to a stock long block. But you are right, that would make for a great video. Thanks for watching!

@@TheHorsepowerMonster ... How about a stroker Ford SOHC 427 with a Super Victor mani and a 1050 Brawler?

Pfft, grab a $300 LS at the yard, Ring gap, cam and springs, 1000 lb/hr injectors, $400 turbo, stomp that zillion dollar 60year old into the dirt with 1000 hp. Says me, and dozens of others. Forever.

@@dianaburghduf1603 Annnnnnnd do it all day, week, month, and year for aaaaa whole lot less than 20k plus. 👊👊👍👍✌✌

Diana Burghduf - 1000hp ?!? get fucking real

Thanks!

I don't think so. Your method sounds pretty good too. The only thing I can think of is nobody is really going to be adjusting the oil restrictor size after the engine is built, so it's location shouldn't matter too much. Thanks for watching

The Horsepower Monster Cool, thanks for the reply. Did you have any issues with too much oil going up top since you oil through the head and pushrods? I only oiled the rockers through the head and not through the pushrods at all. I still flood the heads. But my 445 is based on a standard center-oiler 390 FE so maybe that’a why it still seems to put too much oil up top? When I primed the engine, it was a waterfall of oil with the valve covers off!

That's a good question. Prestige Motorsports builds a lot of these and I'm pretty sure they also used restrictors when I did a story on an FE build they did for Car Craft a few years ago (www.hotrod.com/articles/art-science-building-wicked-beautiful-ford-fe/). But honestly, I don't remember paying any attention when they re-lashed the valves on the dyno and can't remember how much oil was going to the heads. But as many engines as they do, if their customers were having oiling problems I bet they'd hear about it. Thanks

Block is $7500 at the Carroll Shelby engine website. Google it.

Haha...this is the point where the uninitiated have a tendency to soil themselves

If you have very deep pockets, most go with the stroker 427 made from a small block or a coyote, they only weigh from 2000-2200lbs.

Don t talk about it ! Do it !!! 🤔

Yeah, they put just ONE handle on those things for a reason!

You are correct. And I am an example of perpetuating it. But it has become so popular in the vernacular now, I think there is no going back. If you watch some of my early engine build videos I will say pound/feet. But I would get an endless stream of comments with people calling me an idiot and saying I don't know what I'm doing. I could even reply with a link to a white paper from the ASME, but it didn't matter to people. I mean a crazy amount of comments. So I said, "if you can't beat 'em, join 'em," and just gave in. I think you are only like the second person in over two years to point out the inaccuracy. Foot pounds is now my scarlet letter.