How many small blocks are there? When I decided to build a GT40, my experience with Ford engines was primarily Big Block FE’s. While there are multiple configurations of the FE, there is essentially one engine with some minor differences. Easy enough I thought that same logic would apply to the small blocks. Boy, was I wrong! The 289/302 has entirely different front dress arrangements, not just a couple but 11 at last count. And some couldn’t even be identified by year or model – it depended what Ford may have had on the shelf when the car ran down the line. Nothing seemed constant.Read More →

HM2023 Induction

These are snippets to help you in your process of choosing which  path and whether you want to go there or not. Just little points to remember. History Pursuing higher performance on a given package, a few small block cars were outfitted with Weber 48IDA carburetors. The results were spectacular. Although Webers were originally fitted to the MarkII GT40, they were soon replaced with Holley four-barrels. To our knowledge only one big block car was fitted with Webers (CSX3033) however it was an after production change-over. The car was originally delivered with the dual four barrels. But legend often overwrites history. The eight direct pathRead More →

Either system, Weber or Injection will require a change in the typical fuel system, they operate at different ends of the spectrum than the typical four-barrel carburetor Weber’s The design of the fuel floats in a Weber carburetor require the fuel pressure be regulated between 2-1/2 to 4 PSI. This requires the use of a fuel pressure regulator as most electric pumps put out far in excess of this. Un-regulated, the fuel pressure will cause the needle to unseat and raise the fuel level, sometimes to the point of overflowing the vents.  There are in-expensive fuel regulators which will work in this range, however theyRead More →

WOW ! When the hood comes up and the eight individual throttles show, the reaction is almost always “WOW!” The FE with a set of Webers or ITB’s (Individual Throttle Bodies) is a very impressive setup, especially when its in a vehicle as small as a cobra. The first use of Weber carburetors on these cars was on the small block FIA cars. One of the many items employed to get more horsepower out of the 289. The next appearance was then on the GT40 MKII however they were short-lived since Ford opted for a single four barrel. I don’t know all the findings asRead More →

HM2023 Induction

Until you’ve owned and driven one, you don’t realize and appreciate how much the car is an instant carshow, no matter where you go. Stopping for gas is never a quick in and out. Everyone wants to admire and see more. To the average admirer, it’s the car and the craftsmanship. But to the gear head / hot-rodder, they want to see the engine. When you lift the hood, the original FE is an immediate attention getter – how’d you get all that to fit in there. But when it’s topped with an EightStack, whether Weber’s or the injected look-alikes,  Oh, man, that’s beautiful. AndRead More →

HM2023 Induction

Today, it finally clicked and I’ve figured out the tuning secrets of the Borla EightStack. I knew how important the linkage settings are and how sensitive they are. I was spending all my time to get the idle right but had overlooked the importance of checking at higher RPM’s. With a little trepidation, I set the RPM to 3,000 and checked the airfow. One side was 11, the other side was 18. Obviously, the cross-linkage was off. But why, it was OK at idle. Then I realized at idle, some of the blades may be resting on the venturi bores and unloading the linkage.  IRead More →

It’s gotta be perfect -or you’ll have issues forever I learned with the Weber setup the importance of good linkage. It’s important to get all four to work together, in sync and at the same position. With the EightStack systems, this is even more true. If the linkage is off even the slightest amount, you’ll have issues. Some tips I’ve learned, starting at the loud pedal and working towards the throttle bodies. Fuel pedal position, stops and movement With carbureted engines, we tend to take the pedal position for granted. If it opens full and closes, that’s good enough. With EightStack throttle bodies, the majorityRead More →

One of least replicated items of the 427 is the secondary air bleed line on the coolant reservoir. I can’t say I’ve ever seen a replica with one yet every original had them.   I am adding features like this to my new build, to go that extra step on my replica.  I chose to use a dual pass radiator, the radiator is divided in half, top and bottom, so the coolant goes across on the top set of tubes turns and comes back on the lower set of tubes. That extra time in the cooling fins makes a big difference in cooling capacity.  ThatRead More →

FE References As I searched for info on my build, I have come across a number of articles and references for the FE afficianado. I have taken the liberty to combine some of the pages into one downloadable PDF, giving credit where due. Did this, just in case the webservers ever decide to go off-line. Bauxite Bomber, Super Ford, Nov, 1996 FE Insights, by Jim Dove FE Build, Hot Rod Magazine, 2003 Ford FE, Engine Builder, 2006 More FE Stuff, Engine Builder, 2014 Oiling Mods by Jerry Pitt, Mustangs & Fords Distributor Gear Position Ford BulletinRead More →

There are a number of ways to come up with a 427 FE. If you have mega-bucks, (or are  real lucky and find a used one) you can buy an aluminum Shelby block. Or if you have enough dollars, you might be able to score one on EBay. If you’re real lucky, you might score a FT block in a junkyard that passes sonic tests and allows boring to that magical number. A new vendor has purchased the Pond molds & patterns and offering those, Bear Blocks is importing new castings but last check, the wait line was about two years 😯  Wes Adams’ approachRead More →