After several delays, I finally got the FE shortblock from the rural yard where it was hibernating and delivered it to the machine shop. With my limited Ford knowledge gleaned mostly from members here on the forum, I had begun to wonder if somebody had slapped a 410 engine ID tag and air cleaner on a lesser FE motor. Why? It had 'D3TE' cast into the block, '105' by the oil pan rail, a reversed '105' cast in on the left front section (behind the p/s pump), and the damper didn't look much different from a couple 390 ones in the yard. What was keeping my faith was the weighted flywheel- not used on an internally balanced engine. Once at the shop, the machinist looked at me funny and told me that it's a 1973 FE truck block. I was not too happy at that news, but we dug into it more. Well, the bore and stroke did make it a 410 CID and Larry is positive that it will clean up very nice- the walls are thick enough to make a 428 out of it (not going to bother unless the 410 pistons are ungodly expensive, hard to find, etc). Anybody have any thoughts about this combo of block and crank? Ever build one, and why bother switching to a truck block over the '67 Marauder? Just seems like alot of work for the same result.

 

IIRC, if you put a 428 crank into a 360/390 bore block, you get a 410. I think it uses 428 rods with the 360 or 390 pistons.
The mirror 105 block is the preferred block to build off of, it has much thicker cylinder walls than the 352 block.

 

7D2, Your machinist is probably right on. If it indeed has the stroke of a 428, you probably have a rebuilt 360 engine with a 428 crank in.

I tore down a 390 truck engine a couple years back and found 410 stamped pistons in it and got all sweaty until I found it was a common practice.


John

 

360 = 4.00" x 3.50"

390 = 4.05" x 3.78"

410 = 4.05" x 3.98" (410 = 1966/67 Mercury Parklane models only)

428 = 4.13" x 3.98"

1968/76: The same Ford part number is used for the 360 or 390 bare block = C8AZ-6010-C.

1966/70: 4 different 428's crankshafts were used: Marked: #A / #1UA / #1UB / #B

#A = CJ after 12/26/68 / #B = S/CJ after 12/26/68 / #1UA = S/CJ before 12/26/68 / #1UB used in everything else.

 

I had a whole range of thoughts after pulling the motor out- my biggest was doing all that work and ending up w/just a 360 or 390. Would have been a let down and there were/are better looking prospects in that yard that are more accessible. But, if I am understanding the replies correctly, the combination of this block with the 428 crank makes for the most rigid 410 I could hope to get my hands on? If so, I am one happy junkyard rat!

 

Bill, I know you are a lot smarter than me, because you have told me that you were, but can you splain further the difference in #1 & #2. How can one be 4.00" and the other be 4.05"?


John

 

Cool find, I would love to build a 410. My dad made his 390 into a 417 (w overbore) and it is one tough running engine.

 

John

@ 4.00 bore the CID is 352 inches
@ 4.05 inches it is 360 CID.

Same crank rods differing bore size along with slightly bigger pistons.

Think of it as a original 352CID block all ready almost 60 over.....Which is why true original 352 bore blocks do not make good 390 candidates.... As 60 is just about what you can get out of the walls (2 Rebuilds of 30 over) . 80 is pushing it and would be required on the next rebuild, and causes hot spots with thin cyl walls....

Garbz

 

Thanks, Scott. I have found some cool stuff in yards just by keeping my eyes open and digging around...I am also sure I've missed some great finds,too. Being in a hurry, ignorance about what I'm looking at, etc. We could probably make an interesting thread called "What we've passed on and kick ourselves for."

 

Thanks Dave, That is what I thought that I knew already. Bill had told me that he did not make mistakes, and he had all the knowledge in the world about these ol Ford trucks.

I was just trying to learn from the master mind something new. Could there possibly be a failure here somewhere?

just curious


John