Big-block Ford valvetrain systems cover the gamut from shaft-mounted adjustable and non-adjustable rocker arms on the FE Series, MEL, and Boss 429 to adjustable stud and bolt-fulcrum non-adjustable on the 385 Series. Ford big-block valvetrain systems are plenty rugged from the factory unless you’re running an aggressive camshaft. The stamped steel rocker arms on the 385 Series big-blocks can stand up to a tremenÂdous amount of punishment before it becomes necessary to run aftermarÂket roller rockers. The same can be said for the FE and MEL. Both have rugged valvetrain systems engineered to take a lot of abuse. Each had its share of challenges, problems Ford engineers had to work out over time.
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FE Series
The FE and FT Series engines were equipped with shaft-mounted rocker arms. The main difference lies in mechanical versus hydraulic, which affects rocker arm ratio, adjustability, and pushrod type. Four rocker arm shaft types were used during the proÂduction of FE and FT engines from 1958 to 1976. The original B8AZ-A rocker arm shaft was designed for mechanical lifter engines only. Look for the shaft with eight holes along the bottom. The B8AZ-D rocker arm shaft was conceived for hydraulic lifter engines and has 16 oil holes.
A revised rocker arm shaft, C3AZ-A, which is very similar to the B8AZ-A shaft, has adjustable rocker arms and two additional oil holes. The C5AZ-A shaft is also a mechanÂical lifter shaft designed for use on the 427 Medium Riser and Tunnel Port engines. Dove Performance offers heavy-duty rocker arm shafts for FE engines best used with some type of end support system for solid integrity.
Two rocker arms were used throughout FE and FT production. The adjustable B8A-B and B8AZ-B rocker with a 1.76:1 ratio is for use with mechanical lifters and ball/cup pushrods. The cup end of the pushÂrod mates with the adjuster in the rocker arm, with the other end seatÂing in the mechanical lifter.
The B8AZ-C non-adjustable rocker arm at 1.73:1 is designed for use with hydraulic lifters. This calls for the use of a ball and ball, or tip and tip, pushrod where either end can be seated in the rocker arm or hydraulic lifter. You may also use the B8A-A or B8AZ-A adjustable rocker arm with a ball/cup pushrod and hydraulic liftÂers, which eliminates having to try different pushrod lengths. The B8A-A and B8AZ-A rocker arm also has the 1.76:1 ratio advantage because it affords you more valve lift.
The standard FE rocker arm and shaft system looks like this with 1.73:1 non-adjustable rocker arms and ball-end pushrods. The FE/FT and MEL engines share the same rocker arms. They do not share shafts and pedestals. The MEL rocker shafts are different.
Non-adjustable FE rocker arms use ball-end pushrods such as these. Use the one-piece machined pushrods with thicker .080-inch walls for durability.
A closer look at FE rocker arms shows adjustable 1.76:1 (left) and non-adjustable 1.73:1 (right). These rocker arms call for different shafts as well due to oil distribution.
Adjustable FE rocker arms make it easier to maintain valve lash on both mechanical- and hydraulic-lifter engines. When you use adjustable rockers, you get the benefit of 1.76:1 ratio for additional lift.
There are two types of rocker arm assemblies for the FE/FT engines. At the top is the adjustable type with adjustable 1.76:1 rocker arms. At the bottom is the non-adjustable rocker with a 1.73:1 ratio.
This is an adjustable FE rocker arm assembly with iron pedestals on a 427. Check out the rare factory aluminum-head castings.
Assembly of the FE rocker shaft includes shimming rockers for proper spacing.
Adjustable FE rocker arms get cup-style pushrods. Note the oil deflection shield, which carries oil promptly to the drain-back holes. Some aftermarket rocker arm assemblies will not clear these shields.
Unless a rocker shaft is scored badly it can be polished as shown and pressed back into service. Measure shaft diameter for evidence of wear and tear. While you’re at it, make sure you have a straight shaft. As a rule, these shafts can be used again and again as long as wear isn’t excessive.
FE/FT engines benefit greatly from a hot aftermarket roller cam, which reduces friction and allows a more aggressive cam profile. Note this new cam plate and Grade-8 hardware.
Crane offers almost everything you’re ever going to need for an FE/FT valvetrain. This is a complete roller cam/roller rocker setup with billet pedestals and hardware.
When you use non-adjustable rocker arms with hydraulic liftÂers, you will need to use a pushrod checker to verify geometry and valve lash. You can take up excessive valve lash by opting for a longer pushrod. By using a pushrod checker, you run less chance of making a mistake. Five basic pushrod Ford part numÂbers were originally available for FE engines in the following dimensions.
C0AE-J 9.590 inches
C8AZ-A 9.590 inches
C4TZ-B 9.620 inches
C4TZ-D 9.560 inches
C3SZ-A 9.770 inches
Of course, the aftermarket offers an infinite number of pushrod lengths for FE/FT engines and they can be ordered in custom lengths. Required pushrod length is going to depend upon how much the cylinder heads and block have been milled. This is why your best decision is to use a pushrod checker going in.
Another very important issue to consider is lifter type for your FE/FT. FE/FT engines were originally fitted with three potential types of lifters: mechanical, shell, and hydraulic. It is crucial to properly match the correct lifter with the corresponding pushÂrod. Check lifter height as well as pushrod length and type.
Always check static valve lash before firing the engine. There should be appropriate clearance when the engine is cold and lifters have bled down. Make allowances for this beforehand. Allow the engine to get to the proper operating temperature before checking valve lash again.
Valvespring selection is centered on cam profile and suggested spring pressure and height. A radical camÂshaft and corresponding maximum RPM expected are going to mandate the use of greater spring pressures. Likewise, a milder street cam is going to call for lighter spring pressures. Look to Crane, Comp Cams, Crower, and other cam grinders for approÂpriate spring pressures. Every cam grinder offers kits with compatible profiles and spring pressures.
While you’re thinking about rocker arm shafts and rockers for your FE project, be mindful that Ford produced at least four rocker shaft pedestals for this engine during its production life. Most FE/FT engines used the C2AZ-6531-B pedestal, which is aluminum and can take a lot of abuse if you’re running a mild street cam. However, if you’re optÂing for a more aggressive cam proÂfile, you’re going to want one of four high-performance pedestals Ford produced for the FE or an aftermarÂket pedestal. The C3AZ-A cast-iron pedestal is an easy bolt-in swap for the C2AZ-B aluminum piece.
When Ford introduced the 427 High Riser race head and induction system late in 1963, it released the C3AE-A cast-iron pedestal for the FE. This pedestal is only for the High Riser and cannot be used with any other FE head. The reason this pedÂestal is High Riser specific is height, which is 1.720 inches compared to the standard FE pedestal height of 2.200 inches. It also measures 1.100 inches wide compared to the stanÂdard pedestal’s width of 1.020 inches.
The C5AZ-A cast-iron pedestal is Medium Riser and Tunnel Port speÂcific, which means it is not intended for any other FE cylinder head. This pedestal measures 2.200 inches in height, as does the C3AE-A piece for the High Riser. Pedestal bolts come in various lengths for each pedesÂtal type. The taller the pedestal, the longer the bolt. Don’t make the misÂtake of installing bolts that are too long for the pedestal and bolt holes.
The aftermarket offers you billet rocker shaft pedestals available from a number of sources for the FE. The stock iron and steel pedestals will withstand up to .500-inch lift and 350 pounds of spring pressure. However, if you’re planning greater than .500-inch lift and 350 pounds of spring pressure, go with billet pedestals. Budget permitÂting, you should outfit your FE with aftermarket roller rockers for reduced friction and greater durability along with billet pedestals.
FE Camshaft, Lifters, Timing Set
FE/FT camshafts were supported by five 2.124-inch bearings and oiled via the main journal galleys. NumÂber 2 and number 4 bearings must have an oiling groove in their cenÂters if you’re running a 427 Side Oiler block. You won’t need them on the rest of the FE engine family. CamÂshaft selection isn’t so much about swapping, but about selection alone. In selecting a camshaft, you should consider how the engine will be used most of the time.
The FE/FT camshaft employs a single dowel pin at the front of the cam, which is a snug fit but not an interference fit. Originally, the dowel pin was pressed into the Ford timing gear. Today’s aftermarket cam kits are just the opposite where the dowel slips into the cam and sprocket.
This is one of at least two or three timing pointers (two-bolt shown) for the FE. It is a 1968 390 High Performance engine. Earlier FE engines have a long pointer with two small screws.
FE Power offers this adjustable timing set that allows you to change cam timing at the cam gear. If you need to change valve timing, all you have to do is pull the water pump, remove the plate on the special FE Power timing cover, and adjust the timing at the cam gear. The FE Power timing cover and adjustable timing set gives you the same functionality as a belt-drive timing system without the excessive cost of a timing belt. (Photo Courtesy FE Power)
The FE Power cast-aluminum billet timing cover is unique because it has a removable front plate that allows access to the adjustable cam sprocket. This removable plate is sealed with an O-ring for easy service and timing adjustment. The FE Power timing cover also has additional bosses to allow bracket attachment for mounting additional engine accessories or perhaps a motor plate. The FE Power timing cover is a suitable replacement for the stock cover, especially if you’re an avid racer. (Photo Courtesy FE Power)
FE engines were originally fitted with flat-tappet mechanical and hydraulic lifters. At introduction, the 332 and 352 were fitted exclusively with mechanical-tappet cams. When Ford realized that competition from the rest of Detroit had hydraulic lifters standard, it quickly converted the FE engines to hydraulic lifters, even though high-performance versions, including the 352 in 1960, still received mechanical cams. (Photo Courtesy Crane Cams)
Mechanical-tappet FE engines got ball-and-cup pushrods. These are three-piece pushrods. For durability, the best choice is the thick-wall one-piece pushrod. (Photo Courtesy Crane Cams)
Although FE engines were originally factory fitted with three-piece pushrods, it’s a good life insurance policy to fit yours with one-piece .080-inch thick-wall pushrods. These are for hydraulic lifters with non-adjustable rocker arms. (Photo Courtesy Crane Cams)
FE engines fitted with hydraulic lifters can benefit from using a pushrod checker, which helps to confirm proper pushrod length during valve lash setup. A pushrod check enables you to set valvetrain geometry accurately before ordering pushrods. (Photo Courtesy Crane Cams)
Valvespring pressure should correspond directly with cam profile. When you’re shopping for a valvetrain system, opt for a matching cam profile and valvespring. Too much spring pressure can be as bad as not enough because you can wipe a cam with too much pressure. By the same token, too little spring pressure will cause valve float at high RPM.
This is a Crane dual-roller highperformance timing set for high-revving FE applications. Even if you’re building an FE stocker, a dual-roller chain reduces internal friction. (Photo Courtesy Crane Cams)
The 427 SOHC sports an incredibly complex valvetrain system. This is the Robert Pond cam and rocker arm assembly for one cylinder head. Pond components are race-ready pieces that have evolved from those that Ford produced a half-century ago.
This is the stub cam for the 427 SOHC, which is installed in the block where an OHV cam would ordinarily be fitted. Shown here is a stub cam with sprocket and one without. Robert Pond Motorsports produces and sells pretty much everything for the FE Series big-blocks. You can build an entire Robert Pond FE engine and never use a Ford part.
Here’s the Robert Pond 427 SOHC stub cam, sprocket, and timing chain installed. The stub cam fits in place of the wedge-style cam in the SOHC. The crank drives this timing package, which drives the SOHC chains. The stub cam also runs the oil pump and distributor.
The 427 SOHC’s complex timing chain system is shown in pieces from Robert Pond Motorsports. With an appropriate amount of cash in hand, you can build a 427 SOHC from scratch using Robert Pond parts. Pond’s extensive experience in FE drag racing dates back decades. These are well thought-out pieces developed through the rigors of racing.
The Robert Pond cast-aluminum timing cover for the 427 SOHC has a number of design improvements. The stamped steel cover plate is also available.
With one-piece fuel pump eccenÂtrics, the dowel pin must be the corÂrect length to make it through the timing sprocket and be flush with the eccentric. When you have the later two-piece fuel pump eccentric, the dowel pin should be recessed just enough in the sprocket to clear the eccentric tab. This is where you must have the proper combination of parts. The cam bolt is 7/16-4. Expect to see either coarse or fine thread. You must use a Grade 8-bolt in any case.
This Tech Tip is From the Full Book, FORD BIG-BLOCK PARTS INTERCHANGE. For a comprehensive guide on this entire subject you can visit this link:
LEARN MORE ABOUT THIS BOOK HERE
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With the cam seated in the block, the forward-most point of the cam rides against the thrust plate bolted to the front of the block. Two 7/14-14 bolts secure the thrust plate to the block. From the factory, Ford used Phillips or button-head bolts to clear the timing sprocket. Not all aftermarÂket Grade-8 bolt heads will clear the sprocket, making this a trial-and-error situation. You must have at least .060 inch of clearance. Camshaft endplay should be around .005 inch. Blue Thunder is one source for camshaft thrust plates. You can even fit your FE with Torrington needle bearing thrust plates for reduced friction.
Most FE engines had flat-tappet hydraulic lifters from the factory. The earliest production 332/352 FE engines were fitted with mechanical flat-tappet lifters.
When Ford discovered that buyÂers didn’t care for periodic valve adjustment, the FE went hydraulic lifter throughout with the exception being high-performance applications. Lifter bore diameter through FE proÂduction is .874 inch. Because the FE oils its valvetrain through the block, head, pedestal, and shaft, lifters are not equipped with oil holes.
One option you have today for your FE project is mechanical or hydraulic roller lifters for reduced friction and allowance for a more aggressive cam profile without the disadvantages of a hot cam. You can top the package with roller rockers for a drastic reduction in internal friction.
427 SOHC
Where the FE engine gets beyond the norm is the SOHC verÂsion of this engine displacing 427 ci. Although the SOHC isn’t heavily addressed in this book, it is importÂant to understand the idiosyncraÂsies of Ford’s most extraordinary big-block V-8 in the valvetrain. On top are two cast-alloy camshafts with induction-hardened lobes. Journals are located close to the lobes. There are five cam journals on the driver’s side and six on the passenger’s side. Rocker arms are of nodular iron. These shaft-mounted nodular-iron rocker arms are bronze-bushed.
Early 427 Cammers were fitted with non-adjustable shaft-mounted rocker arms that were adjusted via lash caps. In time, Ford went to adjustable rocker arms; these could be adjusted in a more conventional manner. Rocker arm ratio on the SOHC is 1.3:1 due to the very nature of the beast. With the 1.3:1 ratio, a .500-inch lift cam winds up .650 inch at the valve.
Where the SOHC becomes comÂplex is the involved timing package in front with a complex series of chains and sprockets. There are two complete sets of timing gears supÂporting each bank of cylinders. At the block, there’s a stub shaft where an in-block camshaft would ordiÂnarily sit in a wedge engine. The stub shaft is driven by a convenÂtional timing chain. From the stub shaft and sprocket onward this beast becomes complex and tricky to time. The secondary chain is 6 feet long and winds around two tensioner gears and a pair of idler gears before it spins the camshafts. Two chain guides keep things on course.
Of course, the Cammer’s timing system is notorious for its challenges. However, if timed and adjusted propÂerly it is a proven, reliable system. The aftermarket has offered its share of gear drive systems to replace the Cammer’s involved timing chain sysÂtem. The 427 SOHC is easily the most involved FE engine ever conceived, and I won’t go into this engine in depth because it is so rare.
The 427 SOHC’s original facÂtory cams were iron sticks with user-friendly lobe ramps offering good stability and, as a result, lonÂgevity. The Cammer’s lobe profile offered extended seat-to-seat time and lengthy duration. The replaceÂment steel billet cams available today from Comp Cams offer a more aggressive profile with greater lift for the Cammer. Robert Pond offers a huge array of Cammer parts as well.
The MEL
The MEL rocker arm is comÂpletely interchangeable with the FE rocker arm. They are the same with a 1.73:1 rocker ratio for the non-adjustable rocker arm. If you want an adjustable MEL rocker arm with the 1.76:1 ratio, search for the B8A-6064-B rocker in the Ford box. They will fit all MEL model years from 1958 to 1968. The MEL’s rocker arm shaft does not interchange with the FE because the MEL sports a comÂpletely different cylinder head and pedestals. You may opt for roller rockers for your MEL build because this engine shares a valvetrain with the FE, which gives you all kinds of options.
The MEL rocker arm assembly is strikingly similar to the FE shaft. The only differences are shafts and pedestals. The rocker arms are identical.
The MEL’s timing cover has a mechanical fuel pump provision on top with pushrod actuation. This feature is what makes the MEL quickly identifiable.
MEL big-blocks were originally fitted with nylon-coated camshaft sprockets, which are not recommended in any form. This is an aftermarket MEL timing set, which will last for the life of any MEL engine.
MEL timing covers are identified by the Ford casting number found inside. This is a 1958–1959 vintage MEL timing cover.
To clarify a rumor often discussed in 429/460 circles, the 385 Series big-block was never factory fitted with hydraulic roller lifters, not even when small-blocks were roller-tappet equipped in the 1980s and 1990s. Ford saw an end coming for 385 production during the 1990s, which is why it never invested in the engineering and tooling necessary to cast a 460-roller block.
On top, the 460 head is almost the same as early 429/460 heads with bolt-fulcrum stamped steel rocker arms. The basic 429/460 head casting and valvetrain didn’t change much during this engine’s production life.
Harland-Sharp is a good source for FE/MEL rocker arms. Its bronze-bushed rocker system feaÂtures Oilite bushings that fit on stock diameter shafts. If you go with adjustable 1.76:1 rocker arms on your MEL, don’t forget to order ball/cup pushrods for use with the adjuster. You will have to check pushÂrod length with a pushrod checker to get pushrod length in the neighborÂhood. Non-adjustable rocker arms are 1.73:1.
385 Series 429/460
From the time the 385 Series engines displacing 429/460 ci were introduced in 1968 until producÂtion ended in the 1990s, the valve-train didn’t change much. The stanÂdard and Cobra Jet engines had non-adjustable bolt-fulcrum stamped steel rocker arms (C8SZ-6564-A) that were employed for the majorÂity of this engine’s production life. A revised bolt-fulcrum packÂage (D0OZ-6A527-A) came later for the 429/460 engines. The 429 Super Cobra Jet sporting mechanÂical lifters had a fully adjustable valvetrain with screw-in rocker arm studs (C9ZZ-6A527-A) and stronger stamped steel rocker arms (C9ZZ-6564-A).
Camshaft selection with the 385 mill isn’t any different than shopÂping for any other high-performance engine. All 429/460 engines were fitted with a hydraulic flat-tappet camshaft; the exception was the 429 Super Cobra Jet equipped with a flat-tappet mechanical cam. The 429/460 was never factory fitted with a roller cam even when Ford was installing them in 5.0-liter High OutÂput engines. The aftermarket offers a wealth of hydraulic and mechanical roller cams for the 429/460.
This is the 429 Super Cobra Jet with its aggressive mechanical cam calls for screw-in rocker arm studs and guides for durability. You can convert a standard 429/460 head to screw-in studs and guide plates by milling the bosses, then drilling and tapping the bolt holes.
The 429/460 timing package shown here has a dual-roller timing set for durability and reduced friction. Note the two-piece fuel pump eccentric for reduced friction. The endless debate over one-piece versus two-piece asks which eccentric is more durable. Both offer durability, but the two-piece eccentric yields less friction.
Down under are the dual-roller chain and sprocket. Regardless of the type of timing package you choose, always check clearance with the timing cover here at the crank.
One of the 385 Series timing pointers and crank spacer bear similarity to that found on the FE engines. They are not interchangeable. This is a 1970–1971 429 Super Cobra Jet.
The 429 Super Cobra Jet’s mechanical tappets call for screw-in studs and guide plates. This is true for any aggressive roller- or flat-tappet cam you have in mind for your 385 engine. Screw-in studs offer durability. Stock rocker arms are stamped steel. Here, I’m using a Crane roller rocker and performing valve lash adjustment.
Although the 385 Series big-blocks were never factory equipped with roller tappets doesn’t mean you have to live without them. All aftermarket cam grinders offer roller mechanical and hydraulic lifters, which reduce internal friction and free up power. (Photo Courtesy Crane Cams)
The 429 Cobra Jet engines were factory fitted with the C9AZ-6250-A hydraulic flat-tappet cam. The Super Cobra Jets got an aggressive mechanÂical cam, D0AZ-6250-A. Look for the “BJB” on a new old stock (NOS) Super Cobra Jet cam and an “8J” on a hydraulic.
Camshaft selection for your 429/460 build project boils down to what you want the engine to do. You want a matched camshaft kit with cam, lifters, and valvesprings. This gets all components on the same page. Cam profile and valvespring pressure must match. Although roller cams are more expensive, you gain more effiÂciency and power when you use them.
Boss 429
The Boss 429 engine is a standÂalone big-block among 385 Series engines. These hemi-head engines were fitted with an exotic valvetrain, with intake valves actuated by short, shaft-mounted adjustable rocker arms (C9AZ-6564-C). Exhaust valves got the action via longer shaft-mounted adjustable rocker arms (C9AZ-6564-D). Pushrods for the Boss Nine are also disÂtinctive due to the nature of the limÂited production cylinder heads. Intake pushrods are shorter (C9AZ-6565-A at 8.760 inches). Exhaust pushrods are longer (C9AZ-6565-B at 10.880 inches).
Boss 429 rocker arms are nearly impossible to install backward. Intakes (bottom arrows) offer a 1.53:1 ratio; exhausts (top arrows) have a 1.73:1 ratio and are much longer. Both are shaft mounted. The aftermarket has a good selection, including Jon Kaase Racing Engines. (Photograph Courtesy Dan Burrill)
Written by George Reid and republished with permission of CarTech Inc
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