Few engines have ever gone through the wide range of oilingsystem design changes the Ford FE has. All of the critical information follows in this chapter, which also includes some hot rodders’ tricks for improved lubrication.
FE Series
Ford’s FE-series big-blocks went through the most extensive oiling system changes of any Ford engine ever made. Most evident was the 427, which underwent significant changes throughout its service life, leading to the sideoiler design of 1965.
The 332/352/360/361/390/406/410/ 428 didn’t change much except for the distinct differences between mechanical lifter and hydraulic lifter blocks. Hydraulic lifter blocks have twin oil galleries drilled the length of the block to supply the lifters. Mechanical lifter blocks have the bosses at each end of the block, but without the oil galleries.
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All FE engines have a bolt-on, castaluminum, oil-filter mount on the lefthand side of the block in front that includes the oil-pressure sender on top. Shown here is an oil-pressure sender for a gauge.
The 428 Cobra Jet oil pan with windage tray welded in. A separate block-mounted windage tray is also available.
The 427 Side Oiler, first available in 1965, is easily identified by the presence of oil gallery plugs along the left-hand side of the block (above left) with two gallery plugs on the left-hand side at the back of the block (above right). The Side Oiler concept vastly improves flow to main and rod bearing journals.
The FE oiling system is simple in scope, with a sump-positioned oil pump and pickup centered at the front of the pan. The oil pump is driven by the camshaft via a driveshaft tied into the distributor shaft.
The FE oiling system took on a distinct change in the 427. The 427 block came two ways: Top Oiler and Side Oiler. Most 427s were top oilers. Beginning in 1965, Ford’s concern over oil starvation at the main and rod bearings led engineers to the conception of a whole new 427 block casting called the Side Oiler. The Side Oiler had an additional oil gallery that ran down the left-hand side of the block, feeding bountiful amounts of oil to the main and rod bearings.
Oiling-system modifications for the FE are traditional hot-rod steps. Chamfering the crankshaft journal oil holes improves oil flow. Using a high-volume oil pump increases flow. High pressure isn’t always the answer. If you are maintaining 10 pounds of oil pressure for every 1,000 rpm, your engine should remain healthy. If you expect 7,500 rpm, then ensure your oiling system maintains 80 psi at high revs.
429/460
The 429/460 engine oiling system is similar to both the small-block and the Cleveland engine families. Oil is picked up from a front-sump oil pan via a camshaft-driven oil pump, vectored through a side-mounted oil filter (exactly like the small-block and Cleveland engines), where it travels to the main and cam bearings. Dual oil galleries feed the hydraulic lifters from the main bearings below. The oil-pressure sender pickup port is at the rear of the block, just like a Cleveland. There is also a front oil pressure sender port above the fuel pump.
Boss 429 engines use a different oil pan than 429 wedges. The Boss pan (closest and bottom position) has a windage tray to keep oil from being drawn into the crankshaft at high RPM. It is also of a higher capacity.
The 385-series big-block splashes liberal doses of drain-back oil on the timing chain and gear for quiet operation and improved reliability.
The 385-series oiling system (left and above) is nearly identical to the small-block Ford’s.
Windage trays are available from a wide variety of aftermarket companies. The main thing you want to be mindful of is clearances from rotating mass. You want a minimum of .060-inch clearance. And remember, cold clearances are a lot different from hot clearances, which get tighter.
An optional oil cooler is available for FE big-blocks. Most common is this arrangement on the 428 Super Cobra Jet. An adaptor bolts in place of the oil-filter mount, with high-pressure hoses to and from the oil cooler.
Ford Racing Performance Parts has a rear-sump oil pan for Fox body Mustang, Capri, Fairmont, Zephyr, Thunderbird, and Cougar. Just ask for M-6675-A460.
Regardless of what type of big-block Ford you are building, always opt for a high-volume oil pump. It isn’t always about pressure, but more about volume. And when you buy a new oil pump, always inspect the pump carefully for proper clearances and pressure relief valve operation. Valve-piston movement must be smooth without binding with good spring pressure.
Tony D. Branda Mustang & Shelby Parts offers Cobra T-pans and windage trays for big-block Fords. This FE-series Cobra T-pan has been blueprinted for proper installation and operation. Baffles and doors should operate smoothly in order to keep oil around the pickup in hard corners. This pan has been coated with red GE Glyptol, available from The Eastwood Company, to seal the pan, keeping oil in and debris out. Because these Cobra T-pans tend to suffer from porosity issues, it is very important to seal them from the inside to prevent leaks.
Oiling-system modifications aren’t much different than you find with other Ford V-8 powerplants. If oil starvation is a concern with the 429/460, an external oil line can be run from the front sendingunit port to the rear sending unit port for increased flow at number-4 and -5 main journals. Oil starvation isn’t the problem on 429/460 engines that it is with the Cleveland, since this problem was taken into consideration in the 385-series design to begin with. Ford designed the problem out.
Written by George Reid and Republished with Permission of CarTech Inc
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