Hot Rods Anybody hop up a Ford 352 FE motor?

I've got 3 of these engines laying around, was thinking about using one in my '34 sedan build.
Would add a hot cam, aluminum intake, headers, maybe even aluminum heads.
In a light car, it should go like stink.
What say you HAMB?

And yes, I know the 390-406-427 engines are more desirable.......but 352's are what I got!

 

There sure was a million of these engines around, back in the day!

 

I don't see why not since any engine can be hopped up using the basic tricks, but those that really know the FE engines should be able to lead you in the right direction.

 

'Back in the day' when I was a semi-broke kid, I built a lo-buck '59 352 PI motor. Used .500" lift solid cam, new Crower springs and aluminum retainers, 428 PI aluminum intake scrounged out of a boneyard, Holley carb, used 427 dual point distributor. That motor ran hard, I surprised many a 350 Camaro owner (and it was in a heavy '58 Ford wagon) and even a few 400 Firebirds. Would twist high enough to explode generators and enough torque to break 28 spline 9" axles, both on a regular basis. Get the compression up to at least 9.5 to 1 and look for a set of 'better' heads. Keep in mind that there weren't that many different FE head castings in terms of port/runner size, many times it was just valve sizes or combustion chamber size. The really early motors ('58-62) can usually take a pretty big overbore, so building a big-inch version isn't that hard. I recall seeing a magazine tech where they bored one out to the 428 bore size (.130 over!) and dropped in a 428 crank... although they did recommend sonic checking... LOL.

The locals were sure I had at least a 390...

 

Simple answer YES. But be sure to find any aluminum intake to replace the HEAVY stock one your back will thank you.

 

The '58 352 Thunderbird Interceptor Special cranked out 300 hp from the factory.

It's hard to keep exhaust manifold from warping and leaking, so if you shoehorn it into something tight, make sure you can service those gaskets.

 

low buck - aluminum intake, aftermarket headers, electronic ignition, etc. -yes, can use rotating mass from 390, etc but, then might as well move up to a 390, etc.

 

In 1960 the 352/360 hp was Ford's hottest factory engine option. ...but was far from exhausting the limits of its potential.
Nothing wrong with the 352 if that's what you have, just that 390s and up make more power using the same parts. Big ol' dumb cubic inches and massive torque tend to equate better drivability and durability. And with all the other manufactures going with the cubic inch route, Ford had to meet and match what other were fielding.

 

The exhaust manifolds are very restrictive. The 65 and newer 352,s have dished pistons and lower compression ratio. I still have a 59 police interceptor 300 HP 352 engine. It has adjustable rocker arm,s and solid lifters. I found when installing a FE in a 55 or56 ford. It was better to use a 65 and newer oil pan. The drain plug was on the side. The rear mounted plug on the early pan got close to the crossmember. Put a stick and gears behind a 352 and it will surprise you.

 

Go to the FE forum and read about builds. A guy with a 64 Ford Custom ran one in super stock and turned the heck out of it. I have built a few healthy 352's using normal hop-up procedures.

 

Great find hell of a story

 

We have a 360 in a short bed truck. I plan on putting it on a diet. Roller valve train and 4 barrel. Oh and 5 speed

 

Thanks for the replies.....all my buddies think I'm nuts to use one, but I'm liking the idea.
I am aware of the exhaust manifold issue, I'm hoping to build some headers for it.
What are my transmission options? Would love a 4 or 5 speed, but could do an auto too. The only trans I have for these is a truck 4 speed and a cast iron auto Cruisomatic or similar...
Will a C4 bolt up?

 

Had one in my '64 Galaxie. Rebuilt it at 200,000 miles. Cleaned up easily by going .030 over. When I took it to the machine shop the machinist ask what I wanted I told him I'd like to get another 100,000 miles out of it. He said "must be a 352".

Anyway mine was very mild. Edelbrock Performer intake, matching cam & their 600 cfm carb. Jacobs ignition box on the O.E. points distributor. O.E. exhaust manifolds with 2 1/2" pipes to the bumper and turbo mufflers. Had a great mid range punch through the cast iron slush box. Wasn't fast, but it was faster than a friend's '64 Galaxie with a worn 390 (eating oil/needed rings). Go for it!
-Dave

 

I have a complete 332 (58 Ford) engine. Disassembled(everything standard sizes) great rebuilder,clean,tanked,honed. $150 takes it home; must be picked up southeast Texas. Flatheadjohn47 College Station,Tx. 979-595-7324. This is a short stroke(3.27) 4 in bore.

 

A downside to the FE, not a lot of easy trans choices. The early cast-iron automatics will hook up, but the only bolt-on 'modern' auto trans is the C6. Anything else requires an adaptor (which are available). More options for a manual trans if you have the FE stick bellhousing. The '65-up version is preferred as that has the late wide pattern.

 

I built the 352 in my avatar for my '62 Mercury Monterey Wagon. You can read all about it in the build thread.

http://www.jalopyjournal.com/forum/threads/1962-mercury-monterey-custom-wagon.959751/

Long and short of it is simple off the shelf components, and a motor that dynoed out at 325 Hp, and 375 ft-lbs of torque for under $4k. It happily pulls that big damn wagon down the road at 75 mph all day long and still knocks down 15 to 18 mpg. It won't win many drag races, but you don't need to go fast to look good!!!

 

much boils down to the old saying "how fast do you want to go? how much money have ya got?"

 

The 352 often gets over looked, but it has a ton of potential on its own, or as a foundation to make a big cube stroker.

Here is some great info from The FE Forum on Bill Heinson's 352 powered '64 Super Stock car.

http://www.network54.com/Forum/74182/thread/1244492706/Super+Stock+352

 

Those seemed to be great engines in the 60's Fords, though the FE's got a reputation as boat anchors ( unjustified ) in the 60's. Even then it was belly button cheaper, easier Chevies.
How much horsepower do you need really?
When I was young I thought there never was enough, but I'm smarter than that now!
Realistically unless you are going to race or live in the middle of nowhere you can't go fast anyway.
My OT driver makes 325 or so, plenty for practical, fun driving.
Just don't need anymore! A 352 makes about that much, go for it, don't over build it!

 

They had a 360 hp solid lifer version in 1960

 

Is the motor H code?


Sent from my iPhone using The H.A.M.B. mobile app

 

What's H code mean?

As I said, I have 3 of these...one is a '65 C5AE_A, 2nd is from a '62 galaxy 4 door, 3rd is an early motor but origins unknown. All are hydraulic lifter blocks.
Any one of these better than the others?

 

I say...sure. My old roommate's '36 5w ran mid 13's all day long with a Cruis-o-matic, headers and on big street tires.
It's always nice to see someone use an FE in a hot rod - not enough of them these days. If you're going the total rebuild I would do the 390 crank upgrade though, last time I checked it didn't cost any more than the 352 crank kits. Old Wolf is right, they have just about the worst exhaust manifolds ever put on a car. Headers really wake up older FEs. I'm guessing even block huggers are way better than those old rectangular cross-section logs. Be sure you get minimum 5/16" flanges 'cause that wide-spread vertical bolt pattern is a leak waiting to happen.

 

352 will work fine.There is plenty of speed equipment around for FEs,most of it is just expensive! If you decide to go with it I have an Edelbrock "streetmaster" 4 bbl aluminum intake for an FE.50 bucks plus shipping.

 

Pm sent

 

This combo will make 400 hp in today's Stock Eliminator (Not Super Stock)...400 lift cam, stock intake, etc..
One car almost ready to go together, as we speak.

 

That 360 is a low compression engine. The pistons are down in the bore and are dished. You better address the low compression issue first.