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Old 04-01-2009, 06:48 PM
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Looking to rebuild Ford 352 FE

Hey guys, I am currently in the middle of a LOONG project. I am restoring a 1959 Ford Fairlane Custom 300. It currently has a Ford 272 truck engine and I am planning on purchasing a Ford 352FE engine and boring it out to a 390 as I heard this can be done. Does anyone have any tips/tricks on how this can be done. Again I am totally new to building cars, as well as engines, so I am a newbie. Any information would be appreciated.

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Old 04-01-2009, 07:15 PM
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You'll need to bore the block to 4.050, use 390 pistons, rods and crank.
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Old 04-01-2009, 09:28 PM
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Awesome, thank you. Any suggestions as to where to get a performance rebuild kit? This will be a mild street/strip ride. Complete with Aluminum intake, 700 CFM carb, Headers, Flat top Pistons, mild cam.
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Old 04-01-2009, 10:15 PM
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Why not just buy a stroker kit and make it a 417?
http://www.speedomotive.com/ps-554-8...roker-kit.aspx

Also, strongly recommend Edelbrock Performer RPM intake manifold and large-diameter, equal-length, long-tube headers.
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Old 04-01-2009, 10:26 PM
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Wow that is a great deal for a stroker kit. How much would it cost (in total) to make it a 417? I know on top of that kit I need a gasket kit, headers, Carb, Intake and head machining. I already have prices on the bolt ons, but how much would machining my heads cost? Also, how large would I have to bore it?
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Old 04-01-2009, 10:30 PM
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Check with several shops in your area concerning costs for machine work.

As far as the stroker kit, tell them you want standard bore 390 pistons, then bore your block to 4.050".
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Old 04-01-2009, 11:30 PM
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awesome. Thank you for all the information.

And at the risk of sounding ignorant, wouldnt getting standard bore 390 pistons make my engine a 390 and not a 417?
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Old 04-01-2009, 11:49 PM
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The stroker kit mentioned will make it a 417 cid engine.
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Old 04-02-2009, 12:00 AM
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I did foul up a little on the combination, 417 is figured with a +0.030" overbore on a 390 block. You don't have a 390 block which would already have a 4.050" bore stock. You have a 352 block which is 4.000" bore stock. If you bore your 352 block to 4.050", same as a stock 390 and use the stroker 3.984" crank, you'll have 411 cubic inches, not 417. To get 417, they are figuring you have a 390 block already and are boring it +0.030" for a finished bore of 4.080". If I were you, I would not bore my 352 block to 4.080". I'd bore it to 4.050", bolt in the 3.984" crank with stock diameter 4.050" 390 pistons and call it good at 411.

The way you figure this is easy. First off, .7854 is your constant. That's point, seven eight five four.
The formula is .7854 times bore times bore times stroke times number of cylinders. So, with the stroker crank and stock 390 pistons, the computation would look like this....
.7854 times 4.050 times 4.050 times 3.984 times 8 = 410.59, rounded off to 411.
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Old 04-02-2009, 12:21 AM
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Great info! I am really learning alot. Now I see all that is included in the Stroker kit, would you all suggest purchasing a Camshaft or would the stock cam work fine?
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Old 04-02-2009, 12:42 AM
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This all depends on what performance level you are looking for.

IIRC the early police 460(maybe 429) timing component set retards the cam timing, and increases the performance.

Maybe someone will correct me if I am wrong.
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Old 04-02-2009, 12:47 AM
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If you do not have the 352 already, get a 390 to start with. If you are planning on stroking, the 352 will be fine. So will a 360, a 406, a 427 or a 428. All are FE engines. If you are really, really lucky, there are even a few 427 OHC FE engines out there.
I took the stock 352 that was in a 1966 F-250, built it with a 428 crank, and rods. Makes a 410. I used an "rv" grind camshaft. For street use, and towing, with a camper on the truck, and pulling a four horse trailer, with four horses. No problem maintaining freeway speeds climbing a 6% grade, with that load.
If you use the stock rocker arms, they are not adjustable. The correct clearance for the hydraulic lifters is set with different length pushrods. You can also get adjustable rocker arms.
It is important that whoever does your head work knows this, and sets the valves at the proper depth, and all the same so you do not have to mix and match different lengths of pushrods. These engines were also made when leaded gasoline was the norm, and need to be retrofitted with hardened exhaust valve seats.
The FE engine is not really tolerant of high compression ratios. Be a little conservative in this area.
There are some different configurations for the cam shaft sprocket, and camshaft. Absolutely be sure to use the right combination of parts, and check your camshaft end play.
Some of the very late 390 engines used in the mid 1970 trucks had the camshaft retarded for pollution reduction. Make sure your camshaft ia degreed to what the camshaft builder recommends.
There are also some mods that is is recommended you do the the oil passages in the block, to and from the oil filter adapter. They are a little small, and restrictive.
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Old 04-02-2009, 12:51 AM
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Quote:
Originally Posted by carsavvycook
This all depends on what performance level you are looking for.

IIRC the early police 460(maybe 429) timing component set retards the cam timing, and increases the performance.

Maybe someone will correct me if I am wrong.
You're talking Lima motor, this fellow has an FE motor. Different animal.

Actually, on the Lima motor (429/460), everything was lovely from '68 to '71. In '72, the ratings changed and static compression ratio went in the toilet. Detroit was doing everything possible to appease the green people and make the motors run on the suddenly crap pump gas that was a result of the Arab Oil Embargo. The '72 timing sets were retarded some 8 degrees in an effort to clean up emissions. So today, anyone building a 429/460 is well advised to use a timing set for a '68 to '71 429. I don't mean to sound like the ultimate authority on this, but I did live through it.
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Old 04-02-2009, 12:58 AM
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The 426 and 460 are different engines, I doubt if you could use any parts from them.
Remember Ford is the car company that made three different 351 engines, and a 352.
The intake manifold on a FE Ford engine goes under the valve covers about a inch or so. It is a large heavy manifold. Changing to an aluminum would be a benefit just for the weight reduction, and probably easier to find a 4 barrel aluminum than a factory four barrel manifold.
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Old 04-02-2009, 01:02 AM
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Quote:
Originally Posted by techinspector1
You're talking Lima motor, this fellow has an FE motor. Different animal.

Actually, on the Lima motor (429/460), everything was lovely from '68 to '71. In '72, the ratings changed and static compression ratio went in the toilet. Detroit was doing everything possible to appease the green people and make the motors run on the suddenly crap pump gas that was a result of the Arab Oil Embargo. The '72 timing sets were retarded some 8 degrees in an effort to clean up emissions. So today, anyone building a 429/460 is well advised to use a timing set for a '68 to '71 429. I don't mean to sound like the ultimate authority on this, but I did live through it.
I stand to be corrected

I lived through it too, but I just didn't remember exactly which engine that timing component set was for. I do know how much it livened up a stock engine.
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