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Discussion Starter · #1 ·
Currrent FE 352 in 65 Gal convertible; have some good, new parts that will transition, but looking to rebuild (using a reputable SC FE builder). Wanting to overbore by 0.050 to 4.050 using better 390 pistons and stronger rods, and increase stroke to 4.125" to bring to 425.+ c.i.d for a 427.

Has anyone had experience with this build? Will mate to Edelbrock RPM Performer alum intake, with mated 650 cfm Thunder Series 4v carb, Hedman long-tube headers and 2.25" dual exhaust. Looking at 72cc Edelbrock alum heads (60069) and a Lunati Voodoo 10330701K Hydraulic Flat, Advertised Duration 256/262, Lift .524/.540. I am all about torque, not hp (reason for 2.25" exhaust and 650cfm carb). Rear is 3.55; may change to 3.89 IF I put GV overdrive in. Car will live in 1000-4000 rpm barn to pull Blue Ridge Pkwy hills. Live on top of mtn, so steep pulls at relatively low rpms call for torque range on low end.

Experience - please speak to me.
 

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Currrent FE 352 in 65 Gal convertible; have some good, new parts that will transition, but looking to rebuild (using a reputable SC FE builder). Wanting to overbore by 0.050 to 4.050 using better 390 pistons and stronger rods, and increase stroke to 4.125" to bring to 425.+ c.i.d for a 427.

Has anyone had experience with this build? Will mate to Edelbrock RPM Performer alum intake, with mated 650 cfm Thunder Series 4v carb, Hedman long-tube headers and 2.25" dual exhaust. Looking at 72cc Edelbrock alum heads (60069) and a Lunati Voodoo 10330701K Hydraulic Flat, Advertised Duration 256/262, Lift .524/.540. I am all about torque, not hp (reason for 2.25" exhaust and 650cfm carb). Rear is 3.55; may change to 3.89 IF I put GV overdrive in. Car will live in 1000-4000 rpm barn to pull Blue Ridge Pkwy hills. Live on top of mtn, so steep pulls at relatively low rpms call for torque range on low end.

Experience - please speak to me.
Hello Barry in Jax,

You may wish to have the 352 block sonic checked for wall thickness. Everything that I've read about the plain Jane FE is that Ford removed considerable iron from the block and core shift is a problem in heavy over bores resulting in weak/thin walls on cylinders. Ford guaranteed 30 over on all their blocks but it seems anything over that isn't guaranteed. I would purchase as many FE books as you can and read up on what's problematic with the plain Jane FE's. Obviously FE blocks like 406's, 428's and 427's are different castings with extra strength engineered in.

Just food for thought.

Good luck with your build.

Cheers
 

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Discussion Starter · #3 ·
A very good idea ... the builder has agreed to have the block checked before moving forward (an FE specialist). He will take whatever package I choose, have the block checked, cut & honed, and assemble the new parts to running condition for approx $1200 (includes machining). He has built a number of stroked Windsors, one of which I saw at Carburetor Bob's shop. Light build producing approx 500 hp and upwards 450 lb/ft of torque on pump gas with good manners running a/c and pwr brakes/steering. He is interested in my approach with stroke over bore. I am comfortable with .050 over as it is 390 spec and same block (unless you ordered R code or some other power variant). Just the same, core shift means a sonic is highly suggested. Orig miles 78k
 

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I don't have an answer to the question how far can a stock 65 352 can be bored out.

What I do know is the block is different in some manner because the final part number is different. For all NON-special applications)
1965-66 352 bare block is C8AZ 6010 F
1961-71 390 bare block is C8AZ 6010 C (Except police applications)

With that stated, just because the part number is not the same does not mean a specific thing is different. Mostly because Ford assigned different part numbers for some of the smallest changes.
And know that the earlier 352 had an even different part number
1960-64 352 bare block is C3AZ 6010 AB (The block has to be modified for any applications with an alternator as it is drilled for a generator.)
AND

Ford had part numbers for oversized pistons. 3, 20, 30 40 & 60 over.
Only for 65/66 352 with 4BBL carb

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Discussion Starter · #5 ·
From what I can tell, the letters at end of block parts number refer to motor mounts on the same block as they refer to chassis applications - the engine block was designed to fit a number of body styles and the frame locations for the motor mounts were reflected in the end letter. Can anyone shed some light on this?
 

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The numbers on the block are casting or engineering numbers. Not part numbers. (In addition, there will be a date code and a plant code)
The suffix of either do signify a change. However, that change could be a new hole was drilled into the block to accept something or some more significant change.
There is little to nothing from Ford to define what the change is other than there is a new number.
Engineering number can change and the part number did not change. The part number is an insight to any significant changes.

The FE engine family was one of the most fluid designs Ford ever had. The engine was in constant change over a two-decade period.

The suggestions above to have the walls sonic checked is spot on. Sleeving an engine after it was rebuilt and run on the street is no fun. With much higher importance if the 352 you have was originally a 2v manifold.

The one thing I find interesting is you are looking for more power/torque and you are starting with a 352 when there has to be hundreds if not thousands of higher compression donor 390 blocks/engines. Those will have been designed and built with more hp and torque from the start. (You could find a 406/410/428 and I get money is a factor. The 390 is far more common) Bore and stroke are not the only factors to improve. Plus, the block has to have enough meat to handle the change. Not all FE blocks are the same.

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Currrent FE 352 in 65 Gal convertible; have some good, new parts that will transition, but looking to rebuild (using a reputable SC FE builder). Wanting to overbore by 0.050 to 4.050 using better 390 pistons and stronger rods, and increase stroke to 4.125" to bring to 425.+ c.i.d for a 427.

Has anyone had experience with this build? Will mate to Edelbrock RPM Performer alum intake, with mated 650 cfm Thunder Series 4v carb, Hedman long-tube headers and 2.25" dual exhaust. Looking at 72cc Edelbrock alum heads (60069) and a Lunati Voodoo 10330701K Hydraulic Flat, Advertised Duration 256/262, Lift .524/.540. I am all about torque, not hp (reason for 2.25" exhaust and 650cfm carb). Rear is 3.55; may change to 3.89 IF I put GV overdrive in. Car will live in 1000-4000 rpm barn to pull Blue Ridge Pkwy hills. Live on top of mtn, so steep pulls at relatively low rpms call for torque range on low end.

Experience - please speak to me.
I'm a small block Ford guy but my brother was a big block guy having 427 medium riser and tunnel port motors but I do remember him talking about not being able to use 427 heads on the 406/428 because of the valves getting too close to the cylinder walls. If I'm not mistaken they have the top of the bores on the exhaust side notched but could be wrong. Granted the 427 had bigger valves than the Edelbrock heads you mention, but the 427 had a .100 larger bore (4.23") than the 406/428 (4.13") and almost a quarter inch bigger bore than your 352. The 352 stock is only 4" bore with the 390 being only .050" larger so I would make sure that those 2.09" intake/1.66" exhaust valves clear those cylinder bores before using that block/head combo.

Steve
 
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