rodentinfest

actually FE start @
FE engine displacements Displacement Bore Stroke
332 4.000 in (101.6 mm) 3.300 in (83.8 mm)
352 4.002 in (101.7 mm) 3.500 in (88.9 mm)
360 4.052 in (102.9 mm) 3.500 in (88.9 mm)
361 4.047 in (102.8 mm) 3.500 in (88.9 mm)
390 4.052 in (102.9 mm) 3.784 in (96.1 mm)
391 4.052 in (102.9 mm) 3.784 in (96.1 mm)
406 4.130 in (104.9 mm) 3.784 in (96.1 mm)
410 4.054 in (103.0 mm) 3.98 in (101 mm)
427 4.232 in (107.5 mm) 3.784 in (96.1 mm)
428 4.132 in (105.0 mm) 3.98 in (101 mm)
FE oil flow paths
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 a passage located on the lower side of the block first.

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. Within the major head groups, there were also differences in chamber designs, with small chambers, machined chambers and large chambers. The size and type of chamber affected the compression ratio, as well as the overall performance characteristics of the engine.

Just to be exact! These engines run very well with the new stroker kits and heads you can now purchase or have made.