Nov 1, 2006...Engine Builder Magazine: "Ray Little, of RayMac Racing Engines in Texas, has a long history of building a variety of gasoline engines. “I started in a reman facility long ago, building all sorts of different passenger car gas engines. That got me into building engines for GTP racing, Trans-Am and NASCAR race cars, and then I worked at Reher-Morrison doing drag motors.”

Until recently, Little says the diesel market was strange to him. But while it may still be below many engine builders’ radar, the opportunities will continue to increase. “It’s a market that has just taken off over the past couple of years,” he says.


Little has been working with Hogues to push diesel development further along than it has been, and Little admits that, for a gasoline guy, it’s been very enlightening.

“I guess it’s because diesel burns much more smoothly than gasoline, much more controlled, further down top dead center. It still amazes me about the power levels we’re making and how little stress the bottom end of the engine actually has. Even with smaller main bolts, less clamp load on the bottom end, and with way more cylinder pressure, the caps don’t walk around nearly as much.”

Little says he’s still amazed by what he sees, although he’s beginning to accept it: “A gas motor guy would look at the power these motors make and think there’s no way the bottom end will stay in it. That’s just the way I was.”

To put it in perspective, Little points out that diesel drag motors often turn in excess of 6,000 rpm. “That’s twice what they were designed to do. Considering how heavy the reciprocating and rotating weights are on these things, it G’s out to tons! But the parts are so robust and built to last, I’m not sure where the limit is.”.... Read more.

 

Comparing intake flow between the Edelbrock & Indy EZ.

So the last few days downtime has been about learning more about the Ford FE. Add to the thread anything I may have missed.

Can you fill in the blanks? How much do you know about the Ford FE? First designed under the identity of “E”. What did that “E” initially stand for and who was the model eventually named after?

“E” = _______________and eventually named
after E ________________.

The FE engine was produced from 1958 to 1976 but aftermarket support continues with replacement parts and newly redesigned/improved components.

New innovations introduced on the Ford FE vehicles were:
1) Rolling Dome Speedometer
2) Warning Lights for Low Oil Level
3) Warning Lights for Parking Brake Engaged
4) Warning Lights for Engine Overheat
5) Push Button Teletouch Transmission in the Center of the Steering Wheel
6) Self Adjusting Brakes
7) ___________ (Can you name this missing feature?)
8) Childproof rear door locks

The Ford FE is remembered mainly for its engine!

SPECIFICATIONS
• 330 cu in, 5.400 Liter. 3.875” Bore. 3.500” Stroke
• 332 cu in, 5.400 Liter. 4.000” Bore. 3.300” Stroke
• 352 cu in, 5.800 Liter. 4.000” Bore. 3.500” Stroke
• 360 cu in, 5.900 Liter. 4.050” Bore. 3.500” Stroke
• 361 cu in, 5.900 Liter. 4.050” Bore. 3.500” Stroke (Industrial Duty Motor. Steel Crankshaft)
• 390 cu in, 6.400 Liter. 4.050” Bore. 3.780” Stroke (capable of 320hp - 401hp)
• 391 cu in, 6.400 Liter. 4.050” Bore. 3.780” Stroke (Industrial Duty Motor)
• 406 cu in, 6.700 Liter. 4.130” Bore. 3.780” Stroke
• 410 cu in, 6.700 Liter. 4.050” Bore. 3.980” Stroke
• 427 cu in, 7.000 Liter. 4.232” Bore. 3.780” Stroke (capable of 616hp and 515 ft lb of torque)
• 428 cu in, 7.000 Liter. 4.130” Bore. 3.980” Stroke (capable of 410hp)

Used in...
• Ford Galaxie
• Ford Custom 500
• Ford Mustang
• Ford Thunderbird - 3rd Gen
• Ford Thunderbird - 4th Gen
• Ford LTD
• Ford Torino
• Ford Ranchero
• Ford Talladega
• Ford Fairlane
• Ford Fairlane Thunderbolt
• F-Series Trucks, 1 Ton or Less

and several more....

The 427, known as one of the original drag race engines, came in about the same time as Nascar developed into a national sport. The 427 offered an even larger bore, cross-bolted main caps, a newly standard Y block and better performance cylinder heads. The 427 Galaxie vehicle combination allowed for weight reduction over it’s competition. Changes in sheet metal, interior parts and frame modifications created a class of 427 lightweights that are still sought after today.

Want something unique from your 427? How about the #52 of 57 total Ford Fairlanes? These vehicles were created for one use only….drag racing, most often the ¼ mile! These cars were not built for the street. These were one of the first built and modified for the drag strip, back when racers were just learning what drag strips were, and you can own one.

https://car.mitula.us/…/4080003507136920476/5/1/427-fairlane

Well not all of us can own one because this one comes with a big price tag and sadly this Ford Fairlane has been sold (back in October of 2017) for the mere price tag of $279,999. These 1966 Ford Fairlane 500 R’s included major front-end work to accommodate the large 427 engine, lightweight seats, thin glass, aluminum and fiberglass components, and a race-only rear suspension. There are only 57 cars made in the iconic Wimbledon White. The 427 cubic-inch side oiler V8 barely fit inside the vehicle. These unique features define the 427 Ford Fairlane 500 R and make them a very rare find.

To big of a price tag? Then try this one.
AVAILABLE NOW….. and only 1 MORE DAY
until it closes on Ebay:

https://www.ebay.com/i…/1966-Ford-Fairlane-500/123432865288…

It’s a 1966 Ford Fairlane 500 R. One of the original 57 also. It has a “buy it now” list price of $130,000! It also offers a place to “MAKE AN OFFER” so who knows...maybe you can get this Fairlane for much less.

I did see many other 427 Ford Fairlanes for sale but not in the iconic white. They did range from $20,000 - $40,000 for those that want to restore your own or get one a little less rare.

Today there are several manufacturers making modern parts that allow for major stroke increases for the corresponding displacement increase and even that can be supported by modern cylinder heads and engine management systems. The 360 and 390’s were very common and can easily be made into 445 cubic inch power houses!! To get even more power message me and I can set up a time for you to talk to Ray (Owner of Raymac Racing Engines) about the best power for the budget combinations available.

That’s all I have for today. There was lots to learn and I’m sure lots and lots more to come but that is all on the FE and the 427 for now.

So did you know all of that about the FE? Are you smarter than a girl?.......More from me soon. Make sure you keep up with a girl! ;)

Materials Referenced……..
EPWI, Guardian of the Galaxie. EngineBuilderMag.com
DIYFord.com
ClassicCars.com
Ebay.com
Ray Little, Raymac Racing Engines

by Sherrie
RaymacRacingEngines.com
Raymac Racing Engines
940.594.0350
Mansfield & Ft. Worth, Texas

Answers:

E = Experimental

FE = Ford Edsel

Seat Belts

 

 

 

 

When Ray speaks sometimes...

I think he's speaking a foreign language so I've been determined to get some skillz!! I've decided to start posting what I learn. Let's see if you are SMARTER THAN A GIRL?? ;) For the "Racers" out there... here are some SPEED SECRETS you may or may not know. For the "Average Joe" and I... I've translated Ray's opinion into NORMAL people words ;) on Donut Dome Pistons....

 

Advantages of the Donut Dome Piston in high boost applications:
 
RACER NOTES: So why is this Donut Dome better than the rest…...it provides low compression for your high boost application!!
 
AVERAGE JOE & I NOTES: How about a 427 cubic inch with 8.1:1 compression? Sound good? Apparently that is very good. The lower the compression the more boost you can throw at it. Upon boosting an engine, with boost, you can increase the compression of the air over the pistons by double or triple the original atmosphere. That is a lot of stress on parts. You wouldn’t want to double or triple a compression of 14:1, your engine will leave a trail of pieces behind.
 
RACER NOTES: These forged pistons are perfect for a high performance LS engine. The Asymmetrical Forged Side Relief design is engineered to handle high power normally aspirated and forced induction LS engines. An exclusive asymmetrical skirt maintains a larger skirt area on the heavily stressed major thrust side, while reducing friction with a smaller skirt on the minor thrust side.
 
AVERAGE JOE & I NOTES: A few advantages of the Donut Dome design include the asymmetrical skirts.
The skirts are indicated as “minor” or “major” and are asymmetrical to fit the job they are required to do. The “minor” can be smaller to reduce friction but the “major” is larger to withstand the stresses placed upon it. The “struts” between reinforce the overall piston and give added strength to the skirts that most pistons don’t have.
 
 
The R/D packed into this piston results in a high strength, lightweight, piston that will outperform the competition!
 
The bowl shape of the Donut Dome piston reduces the compression because of the added volume of the bowl to the combustion volume. This reduction in compression reduces detonation risk in boosted applications. The distinct bowl shape controls air and fuel movement as the piston comes up for the compression stroke. A vortex of air and fuel swirls creating a better mixture inside the piston bowl before combustion takes place. A better fuel/air mixture will result in a better and more efficient combustion, which leads to more power.
 
 
RACER NOTES: Pistons also feature:
• Accumulator Grooves
• Offset Wrist Pin
• Double Pin Oilers
 
AVERAGE JOE & I NOTES: Pistons also feature:
• Accumulator Grooves - is a small groove machined between the top and second ring. It provides additional volume where residual combustion gases that have “blown by” the top ring can collect. This additional volume helps to reduce pressure between the top & second ring, thus aiding in top ring seal and minimizing ring flutter.
• Offset Wrist Pin - Offset of the wrist reduces piston slap. Offset pins can also change the angle the rod is positioned on the crankshaft affecting torque.
• Double Pin Oilers - deliver twice the amount of oil to the wrist pin as compared to the standard single pin oiler. These are oil passages that connect oil scraped off the cylinder wall directly to the wrist pin bore.
 
I'll be adding more "Average Joe & I" tech talk to our website at www.RaymacRacingEngines.com. If you have a speed secret or engine building topic you would like "translated" shoot me a message and I'll see what we can learn!
 
Sherrie (2/1/18)
RaymacRacingEngines.com

 

 

MLX (Multi-Layer Stopper) Head Gaskets are the MLS style gasket with an integrated “stopper” layer embossed into the layers of stainless steel covered with an outer layer of viton rubber coating. This “stopper” optimizes combustion chamber sealing and “improves clamp load around the cylinder without increasing bore distortion”.

“With the Stopper gasket, the center layer is folded over back onto itself — this creates an additional stack-up right at the bore, and once you tighten everything down, it focuses more clamp-load from the bolts to the bore.” – Kevyn Kistner, Cometic

Perfect for high compression, boosted or NOS engines that create big horsepower and as a result high cylinder pressures. No sealant or retorquing required. Compressed operating thickness 0 .040”. 18 Bolt Heads.

 

Contact Raymac Racing Engines

       This email address is being protected from spambots. You need JavaScript enabled to view it.  

Call us for a free quote!

817.705.5424   or  940.594.0350

Office: Mansfield, Texas       Shop/Dyno: Ft. Worth, Texas

All products are subject to availability. Customizing a part may delay shipping. All prices are subject to change.

09/05/18 California law now requires any reseller of California based manufactured parts (including by not limited to Dart, Race Winning Brands, AFR, Scat and Brodix) to inform it's customers of the following

(in accordance with Proposition 65):

 

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