20/09/2018
Ford FE 390 Engine Weight & Specifications
The Ford FE engine series, a venerable powerhouse from the Blue Oval, is renowned for its robust construction and diverse range of displacements. While often a topic of discussion among classic car enthusiasts and mechanics, a common point of inquiry revolves around the weight of these iconic V8s, particularly the widely popular 390 cubic inch variant. This article aims to shed light on the weight of the Ford FE 390, along with a deeper dive into the FE family, its specifications, and considerations for enthusiasts looking to rebuild or enhance one.
Understanding the FE Engine Family
Ford's FE (Ford-Edsel) engine designation spanned a significant period, from its introduction in 1958 until its eventual phasing out. This series was notable for its complexity, with Ford introducing a multitude of displacements, often causing confusion among enthusiasts. Initially, the FE series was developed for Ford and Edsel vehicles, while a related but distinct FT (Ford-Truck) series was produced for medium and heavy-duty trucks. The FT engines shared some characteristics with the FE but featured heavier-duty components and specific design differences.
The FE family debuted with the 332 cubic inch (ci) engine in 1958, featuring a 4.00-inch bore and a 3.30-inch stroke. Later that same year, the Interceptor series introduced the 352 ci engine (4.00-inch bore/3.50-inch stroke). Edsels were often equipped with the 361-inch FE (4.0469-inch bore/3.50-inch stroke). The 390 ci FE, a cornerstone of the series, arrived in 1961, boasting a 4.050-inch bore and a 3.78-inch stroke. This engine, in its three two-barrel carburetor configuration, was capable of producing a stout 401 horsepower.
The Weight of the FE 390
When discussing engine weights, it's crucial to remember that these figures can vary slightly depending on specific components, accessories, and whether the engine is a bare block or a complete running unit. However, general estimates place the weight of an FE series engine, including the popular 390, at approximately 650 pounds. For context, this places the FE slightly heavier than a Chevrolet 409 but marginally lighter than a big-block Chevrolet engine of similar displacement.
Key FE Displacements and Their Characteristics
The FE series was a playground for Ford engineers, leading to a fascinating array of displacements:
| Displacement (ci) | Bore (in) | Stroke (in) | Notes |
|---|---|---|---|
| 332 | 4.00 | 3.30 | Initial FE offering |
| 352 | 4.00 | 3.50 | Interceptor series |
| 361 | 4.0469 | 3.50 | Used in Edsels |
| 390 | 4.050 | 3.78 | Very popular, various configurations |
| 406 | 4.130 | 3.784 | Redesigned block for larger bore |
| 410 | 4.050 | 3.980 | Used in Mercurys and Edsels |
| 427 | 4.2328 | 3.784 | Legendary performance, racing icon |
| 428 | 4.135 | 3.985 | Economical to produce, excellent torque |
The FT Series: A Heavy-Duty Counterpart
The FT series, while sharing the FE block architecture, was designed for more demanding applications in buses and trucks. Notable FT displacements include the 330, 361, and 391 ci engines. These heavy-duty blocks featured reinforced construction, including larger oil pump driveshaft holes (5/16-inch vs. 1/4-inch for FE), steel crankshafts with larger snouts, and robust connecting rods. While these attributes make FT blocks attractive for high-performance builds, they often require modifications such as turning down the crank snout, bushing the oil pump driveshaft hole, and plugging any air compressor drain holes.
Rebuilding a Ford 390 FE: A Case Study
The article highlights a specific rebuild of a 1963 Thunderbird's 390 FE engine. This particular engine had accumulated 83,000 miles before being parked in 1971. The rebuild process, undertaken by Reid's Automotive, involved several critical steps to bring the tired powerplant back to life:
- Inspection: A thorough magnetic inspection of the block was performed to detect any cracks.
- Machining: The block was decked, and the cylinders were bored and honed 0.030-inch oversize. This is a standard procedure for many FE rebuilds, though sonic testing is recommended for larger overbores to ensure adequate cylinder wall thickness (around 0.125 inch is desirable).
- Component Selection: The rebuild utilized a Federal-Mogul premium engine rebuild kit from Summit Racing, offering a choice of piston types (cast, hypereutectic, or forged). High-performance components like Speed Pro forged pistons with anti-friction skirt coatings were also chosen for enhanced durability.
- Crankshaft and Bearings: The 390 crankshaft was found to be in excellent condition, requiring only a polish. Standard-size Federal-Mogul main and rod bearings were used, with liberal lubrication before installation. Verifying bearing clearances with micrometers and checking bearing sizes with a micrometer are crucial steps for ensuring proper oil flow and longevity.
- Connecting Rods: The stock FE connecting rods had their big ends resized, and the little ends were fitted with new full-floating bushings. Full-floating piston pins, which are free to move within the pistons and rods, reduce friction and wear.
- Pistons and Rings: Before installing pistons, the tops of the cylinders were lightly beveled to facilitate smooth ring insertion. Establishing the correct ring endgap is critical; too tight and the rings can butt, causing the piston to seize, while too loose can lead to power loss from escaping cylinder pressure.
- Camshaft and Timing: An Edelbrock power package was selected, including aluminum heads, an intake manifold, camshaft, lifters, timing chain, and head bolts. The camshaft specifications were noted as 0.572-/0.572-inch intake and exhaust lift, with a duration at 0.050-inch lift of 236/236 degrees (advertised duration 296/296 degrees), operating in the 1,500-6,500 rpm range. Proper cam timing was verified using a degree wheel and dial indicator.
- Oiling System: A simple but effective improvement to the FE oiling system is to enlarge the oil passage in the block to match the oil pump's delivery hole. A Milodon oil pan and pickup were also installed, ensuring adequate clearance (1/4 to 3/8 inch) between the pickup and the pan for proper oil flow.
- Sealing: The FE utilizes typical lip-style rear main seals, but also has seals between the main caps and the block on each side. These seals require precise trimming after installation.
Frequently Asked Questions about the Ford FE 390
Q1: How much does a Ford FE 390 engine typically weigh?
An FE 390 engine generally weighs around 650 pounds, though this can vary with accessories.
Q2: What is the difference between FE and FT engines?
FE engines were primarily for passenger cars and light trucks, while FT engines were built for heavier-duty truck applications, featuring stronger internal components and block reinforcements.
Q3: Is the Ford 390 FE a good engine for performance?
Yes, the Ford 390 FE is a popular choice for performance builds due to its strong foundation, wide availability of aftermarket parts, and the numerous displacement variations within the FE family that can be adapted.
Q4: What are common issues with the Ford FE 390?
Like many older engines, common issues can include oil leaks, worn bearings, and piston ring wear. Proper maintenance and timely rebuilds are key to their longevity.
Q5: Can I swap an FE 390 into a vehicle that originally had a different engine?
Yes, with appropriate modifications to engine mounts, transmission, and potentially cooling systems, FE engines can be swapped into a variety of vehicles.
Conclusion
The Ford FE 390 remains a beloved engine for its muscular performance and classic appeal. Understanding its weight, the nuances of the FE family, and the intricacies of a rebuild provides valuable insight for any enthusiast working with these iconic V8s. The dedication to detail during a rebuild, from meticulous inspection to careful component selection and precise machining, ensures that these engines can continue to deliver power and reliability for years to come.
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