Tag: Engine

How to Easily Identify Ford Big-Block Cylinder Heads @DIYFord

How to Easily Identify Ford Big-Block Cylinder Heads @DIYFord


Ford’s family of big-block engines encompasses a wide variety of cylinder heads and applications. Ford engineers stayed busy focusing on engineering changes that drive enthusiasts crazy. Most of these engineering changes are hard to see on the surface, but each had a purpose. Few of these changes have any effect on power. Port size variation is something having little, if any, effect because ports are generally too large or too small, depending upon which engine family you are addressing.

FE Series port sizing is befuddling because there’s very little difference in port size across the board unless you’re talking 427 cylinder heads. The 385 Series big-block employs four basic cylinder heads even though there are a number of casting/part number differences. The MEL was a low-revving luxury car engine. However, it achieved fame in powerboat cruising and racing. Despite both factors, Ford produced one basic cylinder head for the MEL with slight variations.

FE cylinder heads are identifiable by their casting number and date code. This is a C0AE-6090-D cylinder head for 1960 352 and 1961–1962 390. The casting number (bottom arrows) is almost never the same as the Ford part number. The alphanumeric casting date code of “0E6” (top arrow) indicates the exact date the part was cast: May 6, 1960.

The real beauty of Ford big-block heads is easy identification and broad selection in each engine family.

FE Series

A big plus for FE big-block buffs is a plethora of factory head castings, with the added bonus of OEM-style head castings from Blue Thunder, Robert Pond, Bear Block Motors, Survival Motorsports, and Edelbrock that give an FE build a stock demeanor without revealing what’s inside. These manufacturers offer more choices than ever and that means unprecedented power gains.

FE cylinder heads have 10 head bolt holes and 4 rocker arm pedestal attachment bolt points. Each end sports 3/8-inch threaded bolt holes for accessories. What makes the FE cylinder head odd is that it shares the valvecover with the intake manifold. That makes the FE head narrow compared to the 385 and MEL series heads. All valves are on a common plane of 13 degrees in relation to the block deck. Combustion chambers range in size from 58 to 88 cc, depending upon which head you’re thinking of.

Most FE cylinder heads have the smaller chambers at 58 to 74 cc. High-performance cylinder heads such as the 427’s traditionally have larger 77- to 88-cc chambers, with compression regulated by piston dome configuration. Exhaust port passages jut way out from the valvecovers as they do on a Pontiac or Oldsmobile cylinder head.

It is well known that massproduction FE cylinder heads don’t vary much across all castings. Port sizing across FE production history varies little despite dozens of part and casting numbers. For example, the GT High Performance cylinder head doesn’t have enough of a port/valve size difference to be worth its distinction. It is basically the same head found on Galaxies and pickup trucks with only minute variations.

The C0AE-D cylinder head has these terrific 59- to 62-cc chambers, which offer great quench. One issue could be valve shrouding, which can be improved with the talents of a seasoned cylinder head porter. Valve sizing is 2.020/1.550-inch intake/ exhaust. This is considered one of the best FE heads Ford ever produced due to its smaller chambers

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In-Depth Build Of An Old School Chevy 4.3L V6 – Engine Power S9, E1&2 – @Powernation


New 2022 Episode! Assembly on the 4.3L engine begins with a solid bottom end, including a set of forged pistons and a bigger cam shaft.

Once we install ported cylinder heads, upgraded valve train, and induction…the 4.3L engine shows what it can do in the dyno cell

0:00 – Intro

0:51 – 4.3L V6 Overview

3:10 – Block Prep And Start of Assembly

11:37 – Antron Brown Interview

17:38 – Balance Shaft Install, Degreeing

24:45 – Final Assembly

33:40 – Valve Train and Induction

38:19 – Dyno

GM’s New Pump-Gas ZZ632/1000 Crate Engine: 1,000 Naturally Aspirated Horsepower in a Box – Jeff Koch @Hemmings


Modern rally cars fling themselves sideways around woodland courses with 400 turbocharged horsepower on tap. Today’s Indy cars make between 600 and 750 horsepower to go 230-plus mph at the 500. DTM touring cars from Germany top 600 ponies. And contemporary NASCAR racers churn out 750 horses and regularly touch 200 mph on superspeedways.

This is all context for Chevy announcing its ZZ632/1000 crate engine at SEMA, the annual automotive bacchanalia-infused trade show in Las Vegas. It’s all in the name: The engine displaces 632 cu.in. and makes 1,000 naturally aspirated horsepower (or 1004 horses, but when you’ve entered four-digit-horsepower territory, it’s probably okay to round a little). It also delivers 876 pound-feet of torque on pump gas. That’s more power than a NASCAR stocker or an Indy car has. All that in a box—and maybe between the wheel wells of your own car.

Other crate engines with 1,000 horsepower have been made available, but the ZZ632/1000 is all engine, no power-adder required. The block is shared with GM’s already-available 572-cu.in. crate engine, which includes four-bolt mains and a forged rotating assembly. For 632-cube duty, the block has been treated to a 0.040 overbore and was redesigned to fit connecting rods that are 0.375 inch longer. Those new rods are topped by pistons that, in conjunction with the new CNC-machined aluminum cylinder heads, squeeze the air-fuel mixture as 12.0:1 compression.

 The RS-X Symmetrical Port heads were designed by Ron Sperry, one of his final jobs at GM after more than half a century of building hot street and racing engines for GM. Rather than the uneven port shapes of previous big-blocks, these heads feature symmetrical intake and exhaust ports so that no cylinder is “starved”; all eight chambers get an equal air/fuel mix. It’s a trick Sperry used on the Gen III small-block (i.e., the LS engines launched in the C5 Corvette). While not strictly new, it remains an effective power strategy.

5 Greatest And 5 Worst Engines Ever Put In American Muscle Cars – Ramya Shah @HotCars


The heart and powerhouse of the automobile, which allows a car to breathe, have gone through many phases, growing with time. Bells and whistles are a thing of the past. What matters most in a muscle automobile is what’s under the hood, and the bigger and harder the better. We’re talking a lot of horsepowers and they’re not particularly fuel-efficient, but that’s what makes them classic muscle cars in the first place.

The American muscle car scene enjoyed a golden era in the 1960s and 1970s, and it has since become a popular American activity for individuals who appreciate learning about different automobile features and a hobby for collectors who can afford it. In its heyday, we saw some of the world’s rarest and most legendary muscle cars and eventually, some of the worst. Most of them are equipped with massive torque-rich V-8 engines.

There may be too many components on a car that can go wrong, from transmissions locking up to engines exploding. But, of all the problems you could face, a broken motor is probably the worst. Whether you have two or twelve cylinders, one of them will ultimately detonate, leaving you stranded. While most cars have 100,000 miles or more on the odometer before problems arise, certain engines have birth defects from the start. So let us look at the hearts where they got softened and where they shined the most.

10 409 Chevy Big Block

The Chevrolet 409 V8 is a dead end in the Chevrolet high-performance tale, but it’s a fascinating one that deserves a closer examination. The 409 V8 is a so-called “missing link” in Chevrolet’s horsepower history. From 1961 through 1965, they produced the Chevrolet 409. This first-generation big block was dubbed the W series by General Motors

In 1963, they rated the engine at 425 horsepower which could push Big automobiles like the 1964 Chevrolet Impala SS to speeds fast enough to inspire the Beach Boys to create a song about it.


Few racing engines from the Motor City could compete with Ford’s 427 CID SOHC V8 engine, the “90-day wonder,” or “Cammer,” is still a popular nickname for it, during the muscle car era. This famous powerhouse produced a staggering 657 horsepower when fitted with dual four-barrel carburetors.

It was planned to be Ford’s two-valve, single-overhead-cam, the high-rpm answer to Chrysler’s 426 Hemi for NASCAR in 1964, but because NASCAR refused to allow it, only a few street vehicles received this motor.

Dodge 426 Hemi

Throughout the ’60s muscle car era, the Hemi could be one of the most well-known engines ever installed in a muscle car, which Hemi has left an unmistakable mark on the history of the automobile.

The engine’s reputation has long transcended its actuality, earning it the nickname “Elephant” because of its immense size, weight, and output figures. However, the Hemi name continues to be in the current V8 range, including the Hellcat 717-hp and the Super Stock 807-hp Challenger.

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Secrets of the FORD 427 SOHC The MIGHTY CAMMER!!! – Unity MotorSports Garage


Today on Unity Motorsports Garage. We take a look back at the secrets of the Ford 427 SOHC cammer and how even in its short lifespan it made a lasting impression on the Hot Rodding and Racing world! The Cammer paved the way to the Modern Ford Mod Motors, 6.2 SOHC and Coyote engines! I hope you enjoy this video #427Cammer #ConnieKalitta #HubertPlatt #DynoDon #FordDragTeam

Inlet Manifolds for the Modern Age – Brendan Baker @EngineBuilder


Today’s aftermarket intake manifolds offer engine builders many options, but choosing the right one for your build is more than just finding the biggest one.

When Vic Edelbrock Sr. bought a 1932 Ford Roadster as his first project car in 1938, it was a turning point in his young company’s history. Vic Sr. ‘s entry into the world of “hot rods” led to the design and manufacture of the first Edelbrock intake manifold, and thus the hotrod age began. 

Edelbrock Sr. knew the engine’s top end was about moving air and fuel to the combustion chamber as efficiently as possible, and a good design had the potential to unlock horsepower. He came up with the first performance intake for Flathead V8s with a 180-degree dual-plane design. The rest, as they say, is history.

Today’s aftermarket intake manifolds offer engine builders many options, but choosing the right one for your build is more than just finding the biggest one. Experts say it is essential to match the head and intake to your application and intended use, i.e., rpm range. 

If your customer is an occasional drag strip competitor, but mainly drives his showpiece to the local diner for car club nights, you may want to choose an intake that’s good for the street and reasonable on the strip (or from stoplight to stoplight). Today’s performance components blur the lines between street and racing more than ever, so engine builders must know how to read between the lines for their customers.

High-performance intake manifolds should have smooth contours and gradual transitions between segments. The design and orientation of the intake manifold is a significant factor in the efficiency of an engine. Major contour changes can invoke pressure drops, resulting in less air (or fuel) entering the combustion chamber.

While there are several manifold styles from which to choose, each design has some compromise to consider. Take, for instance, the dual-plane manifold. It has consistently been recognized for its performance from idle to 5,500-6,000 rpm. This manifold has been a mainstay for OEMs because it produces excellent drivability. The cylinder runners are grouped and separated by 180-degrees of crank rotation and split a plenum. There are two small separate plenums, and the runners are usually long, with each one feeding four opposing cylinders of a V8 engine. 

One thing to keep in mind when choosing an intake is that air velocity affects throttle response as well as low-end torque. That’s why cylinder heads with port runner volumes that are too large may not perform as well as the stock cylinder head.

Turbulence helps route air into the cylinder more efficiently and promotes better air and fuel mixture for better combustion. Turbulence can also cause air and fuel separation in the combustion chamber, which you can better get an idea of what’s causing the fuel to separate by wet flow testing.

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1969 Z/28 Canted Valve 302 – John Baechtel @HotRodEngineTech


It’s a rare treat indeed when hardcore engine enthusiasts get to peek deep inside vintage and prototype high performance engine packages that never made it to production. On this site we’ve seen the unique internals of the Chevrolet 427 Mystery Motor and other rare engines and now we have an in depth look at a one-off all aluminum canted valve, crossram inducted Chevrolet small block evaluated for the ’69 Z/28.

This car has been featured multiple times in print magazines and their internet versions. All of them recognized that the engine is the single most defining component of this car, yet none of them chose to dig deep enough to bring their readers an insider’s look at this rare canted valve crossram 302ci powerplant. Instead they showed pretty pictures of tail lights, Camaro and Z28 emblems, wheel caps, interior, console instruments and so on; all standard items on any 1969 Z28. What the hell were they thinking? We figure you already know what a 1969 Z28 emblem looks like so check out these photos of the guts behind the glory.

This doubly unique engine is based on an aluminum, 4-inch bore block originally developed under Zora Duntov’s Corvette group. Engineer Bill Howell left the lab in 1967, but he says this engine would have been developed by the V8 group as it would have had to have production intent to be legal for the Trans Am racing series.

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What Makes the Ford 300 Inline-Six So Unique? – Powernation


It’s hard to deny the respect a Ford 300 Inline-Six commands all over the enthusiast world. If you’re new to this engine stuff, go ask one of your friends about it and wait for their reaction. It’ll likely warrant a positive response.

When you think of iconic engines, the Ford flathead V8, Ford 300, and the Chevrolet small-block V8 likely come to mind. These engines are considered by the majority to be some of the best in history, and Ford’s ability to craft excellence is an achievement that continues living on today. With that said, you may wonder what makes the Ford 300 so unique? Why is it a global icon?

For those on the opposite side of the spectrum, you might be wondering why it ranks so highly among enthusiasts. To answer that, it’s part of American truck culture. Those who have owned a Ford 300 know that it’s legendary due to its durability, impressive torque outputs, simplicity of design, and longevity. Simply put, they’re just hard to break.

It’s 300 cubic inches of raw, low-end torque that doesn’t break even when you try, and it helped build much of this country by always performing at optimal levels in so many types of work trucks. When Engine Power was given one to fix up, they jumped at the opportunity to make it shine. Let’s take a look at some of the history and other tidbits that make it unique.


It’s hard to imagine the engine was developed back in 1965 and still commands the same respect today, but here we are. The Ford 300 is part of the fourth generation of Ford six-cylinder engines, and it had a great run of 31 years.

This engine was responsible for powering Ford F-series pickup trucks until 1996. However, you could find it in anything from wood chippers, tractors, dump trucks, UPS trucks, generators, and in the case of ours, a water pump.

Production of this engine ushered in a new era of the unthinkable – a workhorse that could perform incredulous tasks without breaking a sweat. It became highly sought out, which is why companies like UPS trusted it in their trucks.

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What is a Hemi? – Dan Carney @DesignNews


Have you spotted a Mopar hot rod and wondered, “That thang got a Hemi innit?

Chrysler vehicles have long been renowned for their Hemi V8 engines, which are legendary for their power and performance. Remember the silly “That thang got a Hemi innit?” commercials from the aughts, with the two goofball fanboys interrogating owners of new Dodge vehicles about their engine status?

Most people know that a Hemi means performance, but how many people actually know what “hemi” means? That’s why we’re here. “Hemi” is a reference to the engine’s combustion chamber shape. It is short for “semi-hemispherical,” which means that the combustion chamber space cast into the engine’s heads looks like it was carved out with an ice cream scoop.

Chrysler vehicles have long been renowned for their Hemi V8 engines, which are legendary for their power and performance. Remember the silly “That thang got a Hemi innit?” commercials from the aughts, with the two goofball fanboys interrogating owners of new Dodge vehicles about their engine status?

Most people know that a Hemi means performance, but how many people actually know what “hemi” means? That’s why we’re here. “Hemi” is a reference to the engine’s combustion chamber shape. It is short for “semi-hemispherical,” which means that the combustion chamber space cast into the engine’s heads looks like it was carved out with an ice cream scoop.

“If you cut a ball in half, the rounded top is the combustion chamber shape,” explained Brandt Rosenbush, company historian for Chrysler, which is now part of a company called “Stellantis” following the merger of Fiat Chrysler Automobiles with Peugeot.

A semi-hemispherical combustion chamber has the minimal possible surface-area-to-volume ratio, so less energy is lost as heat through the combustion chamber’s surface, said Rosenbush. It also enjoys good volumetric efficiency because the dome combustion chamber shape provides ample room for large intake and exhaust valves.

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Tech Tidbit: Why an “Obsolete” Pushrod Engine Design is Better Than Modern Overhead Cams – Dan Carney @DesignNews


The roots of today’s pushrod engines stretch back to the post-war years.

Contemplating the advantages of the pushrod-actuated overhead valve engine design in what appears to be the twilight of internal combustion might sound as anachronistic as a quick look at the value of coal-fired steam locomotives.

But design advances in these engines, particularly the larger-displacement V8 variety beloved by American drivers and automakers alike, mean that these engines boast advantages that seem certain to keep them relevant until the very end of combustion power.

Let’s start with some definitions. Overhead valve pushrod engines marked an advance over their predecessors, the flathead engines whose valves are located in the engine block alongside the cylinder. The Ford flathead V8 and the classic Briggs & Stratton power equipment engine are well-known examples.

These engines are compact, inexpensive to manufacture, and woefully inefficient because of poor airflow, combustion, and thermal characteristics. Flathead engines’ combustion chamber is wide and flat, covering the piston top and the valves, making combustion very ineffective. Consider it the opposite of the concentrated, semi-circular combustion chamber shape of the Hemi engines we discussed previously.

Additionally, the airflow into and out of the combustion chamber is indirect, as the air must make hard 90-degree turns. And the intake and exhaust ports are located adjacently on the same side of the cylinder, transferring exhaust heat to the intake charge, reducing its density and resulting power.

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