FT designates a truck engine, ususally found in F-600 and larger trucks but maybe in some F-500s as well. The FE(Ford-Edsel) engine was built for cars and pickups. Although both are of the same basic design, very few parts actually interchange.

 

These FT parts can be used in an FE. The FT blocks weight 20 pounds more than a FE, but its all reinforcement in the main line, piston walls and deck. Get this.. the intake valves are nickel-crome alloy steel and the exhaust valves are sodium filled, just like the 427 exhaust valves. 390's and 391's both use short rods, and as long as the bore is the same, the pistons are interchangable. The four ring FT pistons are nice because they can handle more abuse, compression, and reduce piston slap in the bore. The heads can be swapped with no problem, but the intake must also be of an FE make. The FT cranks are awsome for strength, but require a little trimming on a lathe. The crank snout needs to to be turned down from 1.750 to 1.375, if your using an FE timing cover. The rear flange also needs to be turned down. All the journals and oiling systems are the same. Its also recommended that the counter weights are turned down for high performance uses, because the crank stock, weighs 20 pounds more than an FE. The distributor, distributor shaft, and oil pump have to be swapped for this set up though. Almost all FT and FE motors have the same mount holes, so an FT will fit in any FE vehicle. The FT is a good strong base and a FE top end provides all the breathing room for serious HP. Be happy you got an FT, I wish I had one.

 

just to put a spur under the saddle, i'll bet this engine is a 352 and is not from 1969. the number style suggests it is older as does the casting number. the number 89AE601SB is being misread as it is not correct. it should start with a letter. the letter most like an 8 is B and a B9AE-6015-B is a 1959 engine not a 1969 engine. since they would look nearly identical on the outside it would take an experience FE engine person to notice this. just a thought, hawkrod

 

Thanks hawkrod. I didn't even try to morph his casting number, just went by the date code. B9AE-B is a '59-'60 352 the date code says it's a '60.

 

it was actually the date code that tipped me off. the 9K20:4 is the old style dating system used in the late 50's and early 60's and is large lettering on the block where the later date is very small and would not have the :4 (i think that is the shift code). hawkrod

 

FT= Ford Truck
FE= Ford-Edsel

The 361/391FT blocks are heavy-duty units and are virtually identical to the FE except
that the distributor pilot hole is larger to allow for the 5/16" hex oil pump driveshaft, used by the
heavy-duty, high capacity oil pump and the casting features a 4*bolt engine mount attachment pattern.

There is a very good chance the 361/391FT block has the heavy-duty reinforced casting. These have extra webbing and heavy cylinder jackets which allow eventual boring to 428 numbers (including 428 + 0.060 overbores. The "105" blocks were cast at Ford's Michigan Casting Center. Most "105" blocks have the heavier cylinder jackets and have reinforced main bulkheads commonly found with 361/391FT and 406/428FE engines. Some 1973-1976 360/390FE engines found in Ford pickups came with this engine casting as well.

You can use the block as an FE replacement: Since the distributor pilot hole is larger, you'd have to install a bronze bushing in order to use a standard FE distributor with the 1/4" oil pump drive shaft, but there are bushings readily available (from Ford or the after-market). Then bolt your on your FE heads, intake and etc. The 4-hole engine pattern is not a problem as for the 4-hole mounts will allow installation in a F-series pickup. My 1976 F100 came with an FT block from factory in 390 cid configuration.

If you decide to use the 391FT forged steel crankshaft (1 3/4" crank snout), it must be ground down , rebalanced and new key-way cut.

If you decided to use entire FT heads, intake, exhausts manifolds and not cut your crank, then you must retain the FT water pump, thermostat housing and timing cover. Don't mix FE/FT cylinder heads, intakes and exhausts manifolds as exhaust heat cross-over passages are different.

About the only things that are directly interchangeable with the FE engine family are the connecting rods, lifters, rocker arm assemblies, pushrods, and valve covers.

The FT rods are very desirable, although have the truck number forged into it, are the same as 390/410/428 car units.

 

You are responding to a thread dated 12-06-2003 That was like 12 1/2 years ago or sumchitlikethat.

 

Return of the zombies....

 

Check out https://www.facebook.com/groups/124450121047887/
some good info on here.

 

Hello all, I have the cast numbers of D4TE. is that a 390?

 

Scottzilla you have a 1974 casting and does it have mirror image of 105 instead of 352 stamped below driver's side cylinder head? Not all do. You likely have one of those blocks cast at Ford's Michigan Casting Center

Ford dropped the FE series from passenger car service at end of 1971. However, Ford still needed a supply of FE engines for light and medium duty trucks till end of 1976 and FT engines for heavy trucks till 1979. So, all FE/FT production was contracted to a company called Clifford Manufacturing in Clifford Michigan. Keep in mind that standard FE blocks were in much less demand after 1972. As normal in many volume manufacturing situations, it was easier, more economical and faster to cast all blocks the same.

The engine blocks selected for light duty service were fitted with the necessary FE hardware, heads, and intakes. These universal castings featured; 4*hole engine mounts, often cast in higher grade alloys, and featured thicker main bearing cap webbing than previous standard FE engines.

The distributor pilot hole was machined larger to accommodate the 5/16" hex oil pump driveshaft (heavy-duty, high capacity oil pump) used by the FT series. Ford installed a bronze bushing in order to use a standard distributor with the 1/4" oil pump drive shaft. These bushings, Ford part number (C4TZ-12367-A) are readily available from Ford or the aftermarket. These blocks also had a hole for air compressor oil drain (air*brakes) which was plugged for use in FE applications.
The mirror "105" replaced the former term "352" as the standard FE casting mark in 1973. The "105" simply means the block was cast at MCC (Ford's Michigan Casting Center). This does not indicate that the casting has heavier cylinder walls, but it does have reinforced main bulkheads, since all FE/FT series blocks would only see truck duty.

 

FE = Ford/Edsel, introduced in 1958. FE's: 332/352/360/361(1958 Edsel only)/390/406/410(1966/67 Mercury Parklane only)/427/428.

FT = 1964/78 Ford Truck 500 and larger series with one exception: 330 2V M/D / 330 2V H/D / 361 2V & 4V (1974/78) / 391 4V

1973/78 F350's made exclusively for U-Haul came with the 330 2V M/D

 

Thank you scally that is great info and yes it has the 105 on it too.

 

And the U Haul specific 359 (361) that few people know about.

 

In late 1973, FE/FT production was contracted to a company called Clifford Manufacturing in Clifford Michigan.

These universal FT/FE castings featured; 4*hole engine mounts. The distributor pilot hole was machined larger to accommodate the 5/16" hex oil pump driveshaft (heavy-duty, high capacity oil pump) used by the FT series, so it cpold be used in FT applications.

For use in FE applications, Ford installed a bronze bushing in order to use a standard distributor with the 1/4" oil pump drive shaft. These bushings, Ford part number (C4TZ-12367-A) are readily available from Ford or the aftermarket. These blocks also had a hole for air compressor oil drain (air*brakes) which was also plugged for use in FE applications.

The mirror "105" replaced the former term "352" as the standard FE casting mark in 1973. The "105" simply means the block was cast at MCC (Ford's Michigan Casting Center).

I like these castings because the can be used in both FT or FE configurations.