2011 - Crane Cams

CAMSHAFTS
Ford Big Block V8 Tech Tips & Notes
1963-1976 352-360-390-406-410-427-428
FE V8
Ford’s legendary big block FE engine series provided the
foundation for their passenger car, truck and performance
applications for nearly two decades. Actually, this series was
introduced in 1958, with the early 332-352-390 FE engines
having a different camshaft and cam drive configuration
than the 1963-1976 engines, preventing their direct interchangeability.
The early engines did not have a camshaft
thrustplate, but relied on a spring to control cam endplay.
These engines can use the later camshafts if the thrustplate
is installed by removing the plugs in the front of the block
on either side of the cam thrust surface, and tapping the
holes for the 5/16-18 attaching bolts. A later model timing
chain and gear set will also have to be installed.
There were also FT engines, used in truck applications.
These were basically the same powerplants as the FE, but
with four-ring pistons installed.
For marine usage, some left hand rotation engines were
produced, requiring a special camshaft and distributor drive
gear.
Crane’s 34 prefix designates this engine series, with a full
line of camshafts and valve train components available.
Hydraulic, retrofit hydraulic roller, mechanical, and mechanical
roller camshafts are offered.
Do not confuse the FE with the MEL engine family that
Ford offered from 1958 to 1968 (383-410-430-462 cu.in.).
Note that a 410 cu.in. engine was also included in that
series. About the only common parts between the two
engine families were the lifters and the rocker arms.
FE engines were factory equipped with either hydraulic
and mechanical lifter camshafts from the factory, depending
upon horsepower requirements. The factory adjustable
shaft mounted rocker arms have a 1.76: ratio, while the
non-adjustable rockers have a 1.73:1 ratio. Lifter bores are
inline, as are the valves in the cylinder heads.
Oiling for the top end of the engine is directed up through
passages in the block and heads, through the rocker shaft
stands and shafts, then out via holes on the rocker arms.
Watch for the 1965-1967 side-oiler 427 engines (and some
rare 390 versions) specifically designed for mechanical lifter
only usage. These blocks do not have oil galleys to supply
hydraulic lifters. Therefore, hydraulic and hydraulic roller
camshafts and lifters can not be used. The camshafts used
in these blocks also require grooves in the second and
fourth cam bearing journals (.044” wide and .035” deep,
with a .022” radius) for proper oiling.
Cylinder head configurations ranged from the basic lowrise,
the drag race and oval track oriented high-rise, a medium-rise,
and the tunnel port. All employed the same valve
layout, so no camshaft changes were required. The rocker
arm shaft stands varied per version, although the low-riser
and the tunnel port did share the same components.
A thriving aftermarket provides sufficient components to
242
CRANECAMS.COM
build an FE from scratch. We plan on supplying camshaft
and valve train components for well into the future for this
icon of Ford performance.
1963-1965 427 SOHC V8
Developed for oval track and drag racing, the single overhead
cam 427 V8 was a real show of engineering force from
Ford. Although this engine was banned from use at the big
ovals, drag racing certainly benefited from this escalation of
factory technology. Crane was fortunate to be involved in
camshaft design for these engines from the beginning, and
continues to custom produce camshafts for The “cammer”.
We also offer valve springs, retainers, and valve locks. Our
32-prefix designates these camshafts.
Based on a variant of the 427 FE side oiler block, the iron
cylinder heads incorporate one camshaft per bank, actuating
valves in a hemispherical combustion chamber via shaft
mounted mechanical roller followers, which have an effective
1.32:1 ratio. Valve lash adjustments are achieved by
installing varying thickness lash caps on top of the valves.
Single and dual four barrel carbureted versions were factory
produced. There were a limited number of aluminum cylinder
heads produced for the factory supported racers, but
these did not come installed on any engines.
Although never officially “factory” installed in any vehicles,
connected outside contractors did obtain complete
engines, and put them into Mustangs, Fairlanes, and
Galaxies for sale to the racing community.
This engine is also experiencing a rebirth by the aftermarket,
with numerous components being offered. Expect
more reproduction parts to be available in the next year.
1968-1997 370-429-460 (7.5L) V8
The final Ford big block family is the 385 series. Replacing
the FE, newer casting techniques were used, along with
more efficient cylinder heads, and a lighter valve train.
Crane’s 35 prefix indicates parts specific to these engines.
Hydraulic, retrofit hydraulic roller, mechanical, and mechanical
roller camshafts and a full line of valve train components
are offered.
The lifter bores in the block are inline, but the valves are
staggered in the cylinder heads for better breathing and
combustion. The standard 1.73:1 ratio rocker arms are
stamped steel and either stud mounted (1968-1971) or
pedestal mounted (1972-1997). The rocker arms were primarily
non-adjustable, with a few exceptions. The 1970-
1971 Cobra Jet 429 engines had adjustable rocker arms and
pushrod guideplates, while the 1970-1971 Super Cobra Jet
429’s came equipped with mechanical lifter camshafts and
adjustable rocker arms and guideplates.
Oiling for the top end of the engine is conducted through
the lifters and pushrods, providing lubrication for the rocker
arm pivots and valve springs.
The 1968-1971 engines are equipped with bottleneck configuration
rocker arm studs. Our 99768-16 positive locking