Rotating Assembly When I started my build, I learned the crank I had would require a .010 regrind. I needed to buy a new set of rods and more than likely, those rods would require rework, with an over-bore, I’d need new pistons. When I added all the numbers together, I was within about $300 of the cost of a stroker kit. I did some research and found an excellent resource, right in my backyard. Searching the internet, I saw a reference to a site, www.StrokerKits.com. I visited the site and something caught my eye. Their phone number is in the same area code thatRead More →

Oiling Mods If the FE has any faults, the first on the list is the oiling system – and bearing oiling is kind of important to engine life. Plus we’re trying to pull a few extra horses out of it, so we’re just adding fuel to the fire. If you search the internet, you find info on the mod’s: from the vary basic to the extreme, doing things that will not benefit you one bit. Attached is a copy of the original article on the modifications. It outlines, step by step, the suggested changes. Pictures below show my progress In the beginning, When I removedRead More →

Block Prep Take one FE block, add a lot of loving care, a little tweaking and voila, it’s a 428 I started with a 68 406 motor. Some of the minor parts are re-useable, but for all intent and purposes, I was after the block. The same could be done with a 390 or almost any FE. The date code on the block (located under the oil filter boss, cast into the block) indicates a 16 March 1968 casting date. (8C16). Later vintage blocks use a three bolt motor mount. Provides just a little bit more stability. Decoding a Ford date code is relatively simple. TheRead More →

2nd time around 2nd Time around – light-weight Side-Oiler With my second build, I was able to ‘step the game up’, just a little bit. I had placed an order for a Bear side-oiler block but was having issues with long lead times. I was fortunate enough to find a new, un-used Shelby aluminum block. I combined the lite-weight block with the other aluminum pieces and ended up with a complete engine weighing in less than 450 lbs.  The new TrickFlow aluminum heads were a pleasant surprise. Ported from the factory, they should be good for at least 600HP.  I learned on the first car,Read More →

Huge Milestone Day. Fired motor for the first time. SSWWEEEETT! She fired right up and ran like a champ. 45 year old carburetors still do what they are supposed to. Big Block FE – 431″ – TriPower – Hyd. Roller Cam/Roller Rockers – all the goodies. Gotta Love the sound of a Big Block Throttle: posted pictures of finished mechanical throttle linkage Glovebox: details on the glovebox build  Read More →

Pieces are beginning to come together. Installed cooling system and hydraulic reservoir system Hydraulic ReservoirsThe original S/C cars came with Girling hydraulics, which incorporated  remote reservoirs, mounted on the engine compartment wall. The originals ued two larger reservoirs for the brakes and one smaller for the clutch. Incorporating this into the build presents a number of challenges. The taller reservoir cans were also used on the 3000 series Austin Healy’s. But those also are almost impossible to find. The smaller can is the same size as is commonly used for PVC solvent cans.  It is common place to use three smaller cans due to theRead More →

While I had the body on, I checked the underhood clearance to help clear up some questions about the FE coolant tank. The FE uses a coolant reservoir mounted on the front of the manifold. Tanks available exit on the passenger side of the vehicle. But the original Cobras had an exit on the drivers side. I purchased my kit with a drivers side inlet on the radiator, so the upper line would appear period correct. I chose to use a double path radiator, with the lower outlet also on the drivers side. This would allow a more direct path to the FE’s waterpump inletRead More →

Spent the day fabricating my own oil adapter plate for remote oil filter. Bolted up sway bar Most FE motors used a horizontal oil filter and an adapter that angled up from its mounting location. This adapter fits the motor and the Hurricane frame, but it positions the oil filter outside the engine compartment and into the left wheel well. Not what I was looking for. I had decided to be period correct and had found a remote oil filter adapter and bracket that mounted as the originals. All that was needed was an adapter plate to connect the hoses to the block. I thoughtRead More →

Damn, installing intake manifold and stripped three bolts in Edelbrock head. Learned the ARP FE manifold bolt kit is 1/4″ too short. Installed Helicoils and continue to curse manufacturers who know of problem and don’t correct it in their product.Read More →

Fast forward to plating carburetor parts. Need fuel rail to install manifold. Spent time learning the Caswell Plating CopyCAD process. System is really slick. Parts look brand new.Read More →