Tech Articles

Ford Engine Bore and Stroke Guide

The folks at Kiwi Customs built a stroked Ford 460 big block for their 1966 Mustang SEMA show car. You can read the details here. (Image/Summit Racing)

The Ford engine family tree has a lot of branches.

You’ve got the venerable Windsor small block, plus the 385-series and FE-series big block branches, along with a trio of 351 engines—the 351 Windsor, Cleveland, and Modified. We’re now into the overhead-cam Modular motors, which advanced the Ford V8 into the 21st century.

So, we thought it might be helpful to assemble a handy bore and stroke chart to help you understand common displacement configurations.

Then we’ll toss in a Ford stroker chart, so you can see some popular stroker combinations as well.

Ford Engine Bore and Stroke Chart

Ford Stock Engine Bore and Stroke Guide
Displacement
(Cubic Inches or Liters)
Bore
(Inches)
Stroke
(Inches)
Ford Windsor Family
2213.5002.870
2603.8002.870
2894.0002.870
3024.0003.000
351W4.0003.500
Ford 335 Family
351C4.0003.500
351M4.0003.500
4004.0004.000
Ford FE Family
3324.0003.300
3524.0003.500
3604.0503.500
3904.0503.780
4064.1303.784
4104.0503.980
4274.2303.780
4284.1303.980
Ford 385 Family
4294.3603.590
429CJ4.3603.590
4604.3603.850
Ford Modular Family
4.6L3.5523.543
5.0L (Cammer)3.7003.543
5.0L Coyote3.6293.647
5.4L3.5524.165
5.8L3.6814.230

Common Ford Stroker Configurations

Ever hear of a 319 Ford small block? How about a 393? Here are some common stroker engines made from the common Windsor small block and the Ford 460 385 series big block.

Ford Stroker Engine Bore and Stroke Guide
Stroked Displacement
(Cubic Inches)
Original
Displacement

(Cubic Inches)
Stock Bore
(Inches)
Overbore
(Inches)
CrankStroke
(Inches)
Rod
(Inches)
Notes
*********************************************************
3143024.0000.0303023.0755.250• Offset grind crank to 3.075"
• Requires aftermarket rods
• 400 hp maximum
3193024.0000.0303023.1255.400• Offset grind crank to 3.125"
• 500 hp maximum
3313024.0000.0303023.2405.200• Offset grind crank to 3.240"
• Requires aftermarket rods similar to 1.9L 4-cylinder rods
• 400 hp maximum
3373024.0000.0303023.3005.400• Offset grind crank to 3.300"
3423024.0000.0303023.3505.400• Offset grind crank to 3.350"
3473024.0000.0303023.4005.400• Offset grind crank to 3.400"
3573024.0000.0303023.5005.400None
372351W4.0000.030351W3.6406.200• Offset grind crank to 3.640"
• 600 hp maximum
375351W4.0000.030351W3.6806.125• Offset grind crank to 3.680"
• Requires aftermarket rods
• 575 hp maximum
377351W4.0000.030351W3.7006.200• Offset grind crank to 3.700"
• 550 hp maximum
393351W3.8500.030Aftermarket3.8506.209• Offset grind crank to 3.850"
• Won’t require cylinder bore notching
• No Mallory metal required for balancing
• Uses Chrysler 340/360 rods
408351W4.0000.030351W4.0006.250None
5124604.3600.0804604.1456.535, 6.768• Offset grind crank to 4.145"
• Turn rod journals to 2.200" with Big Chrysler 6.535" rod
• Turn rod journals to 2.375" with RB Chrysler 6.768" rod
Tags: , , , ,

68 Comments

  1. Manuel Duke says:

    You left one out . 400 sister to the 351M .

  2. You missed the 332 & 406 in the FE family; the 332 is fairly forgettable, but the 406 was Ford’s early 60s entry in the 3×2 bbl wars!

  3. I think you may want to research a bit more. There is some ‘confusing’ info posted here.
    A couple examples: 351W cranks will not it in an 8.2 deck block (base for 331, 342, 347, 357 and now 363 strokers) and the 393 does not use a 4″ stroke crank from a 400M engine but an aftermarket 3.85″ stroke unit sold through Ford Racing, Scat and others.

  4. You left the 360 out of the FE group

  5. Tom Thompson says:

    you also forgot the 410 in the FE family

  6. Pingback: Ford Stroker Engine Combos

  7. Great collection of info. The offset grinds remind me of the small journal Chevy 327 (a great hot rod motor).

  8. Hey, I’ve got a bronco build and have been doing a lot of research. I’ve got a 351m and was gonna convert it into a 400. After looking at this chart, I was thinking that I could bore it 50 over and put in the 4.050 cylinders from the fence series. Is that how it works?

    • Bore specs and stroke may be similar but you have to check compression hieght, wrist pin size and rod specs before you just go gathering this part and that with intentions of bolting everything together. Combustion volume and chamber shape dictate piston dome shape also. It’s a lot more then what you are seeing here. Yes a lot of parts in the Ford line up of engines will swap and more if them will not!

    • Jesse R Ragland says:

      Jeff is right about just swapping-out the crank and pistons; however, you will also need the damper for the 400. That pesky little item can be a PITA to find.

      First off: the valve geometry of the FE head is completely different from that of the Cleveland, so the valve reliefs will be all wrong.

      You could buy FE blanks and have them machined with Cleveland crowns — but why not just buy Cleveland pistons and save yourself the headaches and cost?

      Second: 0.050 over is crazy in those blocks for a couple of reasons:

      (A) Ford blocks are VERY hard when contrasted against blocks from other US makes, and usually will not need a bore job after 400,000 miles if they have been well-kept, but “reasonably well-maintained” blocks might need 0.010 after 250-500 thousand miles, depending. If it needs a 0.030 on the first rebuild, it’s been deliberately abused for a very, very long time.

      (B) The tall-deck Cleveland block is ginormous, but it is still a thinwall casting. If you’re going past 0.030, have each bore sonic-checked.

      If you’re hoping to unshroud the valves, you need a bore around 4.155 with stock heads and you can get that down to around 4.120 if you’ve got some excellent head work.

      In the early 1970s, NHRA Pro Stock allowed (tolerated?) repositioning of the valves, tubes where the exhaust ports used to be — lots of modifications normal people would consider insane.

      You can buy “Cleveland” heads with better angles and ports these days, but if you’re not a pro racer, they’re probably not worth it if you can’t use your original rockers, manifold and headers.

      Here’s the thing: if you don’t want the valves shrouded, you’re still going to need about a 4.080 bore, which puts you into either a sleeved block or an aftermarket block — and if you’re that far in, just jump up to the 460 and start modding from there.

      Following the convention of “bore x stroke”:

      A 4.000 x 4.000 is a factory combo that makes 402.12 cubic inches (6,589.63 cc). Bump that up to 4.030 x 4.000 and you get 408.18 cubic inches (6,688.84 cc).

      I think you run the risk of splitting one or more cylinders if you go to a 4.050 bore, but if you don’t, with a 4.000 stroke, you get 412.24 cubic inches (6,755.40 cc).

      In my opinion, 4.06 cubic inches that you get from the extra 0.020 past a 4.030 bore isn’t worth the price of your block (and whatever other damage is caused if your block fails).

      For what it’s worth, https://www.tmeyerinc.com/ offers stroker kits; their biggest “off-the-shelf” kit is 4.030 x 4.350, which is 443.89 cubic inches (7,274.12 cc).

      That’s an increase of 92.04 cubic inches (1,508.19 cc) over the 351M — and it is, sort-of, a lot; however, a 460 starts out 107.99 cubic inches (1,769.62 cc) larger than the 351M.

  9. QuincyThomas says:

    So I’m about to purchase a 302 engine bored at .60 over, which placement would it fall under?

  10. Jerry Richmond says:

    What would a 390 bored 40 over be

    • OnAllCylinders Staff says:

      Well, an FE-series 390 has a 4.050″ bore and a 3.780″ stroke. With a 0.040″ overbore (so, now a 4.090″ bore), your new total displacement would be roughly 397 cubic inches.

  11. I have a 289 bored 30 over so I went with a Comp cam headers an all based on a mild build where do you think my horsepower will average at?

  12. Daniel Wilson says:

    Jeremy….it would be very difficult to give an accurate estimate of power levels based on the few details that you provided about your 289 build. The 289 can make amazing levels of horsepower despite its small displacement when prepared for Super Stock or Modified Production class Drag Racing but the downside is limited longevity mainly because of the extreme rpm levels involved. You did say your build is “mild” and that could mean a number of things.

    There’s a ton of information available online about the specific details of well known factory 289 performance engines that you can compare your 289 build details with. The one most well known is the “K” code hi-po 289 with 271 hp installed in a few different Ford body styles during the sixties. Another is the early Shelby Mustangs with a higher performance 289 with mild performance upgrades producing an advertised 306 horsepower. Check out the similarities between those production engines and your build specifications for a good estimate of your 289’s potential.

    Or post more specific details here about your build and I’m pretty sure someone will provide the information that you seek.

    • He’s better off with 302. You can do a 306 screamer with the right heads, cam, intake, etc will really move early Mustang.

      500 whp with mechanical roller and lots of rpm.

      • Bill Ballinger says:

        If you have a 289 block making a 302 pulls the piston skirts out of the bottom of the bores more. Look for a 302 block that has bore extensions cast in for better piston stability. 289s at .030 over are sweet little engines.

  13. Steven Ward Jr. says:

    You forgot 387 Windsors. A stock 351w block, a 3.85 crank, stock 351w rods, and stock 302 pistons. I’m planning on building one to go into my truck, right now it’s a 302.

  14. Ken van horn says:

    I’m rebuilding my 351w and I have a 400 crank in it with a 4.00″ stoke I had to get a 30 over bore to clean up the cylinders and the rods are stock at 5.956″ my question is what is the cid

    • Kelly F Boone says:

      Bore squared x stroke x .7854= CI for one cylinder.multiply that x 8 for Total CI (example) (bore squared) 4.0 x 4.0= 16 x (Stroke) 3.5= 56 / .7854= 43.9824 x 8 =
      351.8592 CI

    • Jesse R Ragland says:

      No disrespect to Kelly F Boone, but that formula always bothered me because it doesn’t use proper geometric form:
      _
      The (piston-swept volume) displacement of your engine is described by the number of cylinders, multiplied by the (piston-swept volume) displacement volume of each cylinder.
      _
      In this case, you have 8 cylinders.
      _
      The stock bore diameter of the 351W is 4.000 inches; with a “30 (thousandths of an inch) over bore,” the current bore diameter is 4.030 inches.
      _
      You’re using a 4.000-inch stroke.
      _
      The volume of a cylinder is: ( pi * r * r * h )
      _
      “pi” is approximately 3.141592654
      _
      “r * r” is usually expressed “r squared”; the value of r is half the diameter of the bore.
      _
      “h” is the height of the cylinder; here, it is another name for “stroke”
      _
      putting all of that together and remembering that multiplication is commutative (the product of 2*3*4 is the same as the product of 4*2*3, etc):
      _
      get the division out of the way: the bore diameter is 4.030 inches, which means the radius (of the bore) is 2.015 inches. Now you have the value for “r”
      _
      (r * r * h * pi) is (2.015 * 2.015 * 4.000 * 3.141592654)
      _
      That gives you roughly 51.02229 cubic inches. But wait a minute! You engine is much larger than that! Indeed it is: we only calculated for one cylinder. Multiply by the number of cylinders, and — presto — you get roughly 408.178337 cubic inches. And you’ve followed the proper procedure, so your math professor won’t get bent when it’s time to calculate compression, rod angles and so forth.

  15. You can put a 428 crank in the 427 and have a 447, use to race with them.

    • So to make the 454 the 427 needs 428 crank AND a bigger bore?

      • Bill Ballinger says:

        The 427 Ford is 4.233, if you bore it to 4.25 with the 428 crank it comes out to 452 inches, I dont know why people call them 454s, Ford does not reccomend more than a 4.25 bore, .017 over roughly.

  16. What aout the 427w?. Great info btw. Thanks

    • As for the old 427, There were a few variations available to a select group. The mid riser head high rise and tunnel ports. There were side oiler blocks and also the OHCam option. If you got your hands on any of those old parts, remember to check out my other reply post. A lot of parts can be fitted from one engine family to another if you just check your measurements.

  17. If I’m not mistaken wasn’t there a 413 cubic inch Fe the came in Thunderbirds and some Lincoln’s?

    • There a few odd balls from Mercury and Lincoln also. Not real sure about sizes but there was a 430 in the early 60s from Lincoln and thn there was also the old Y blocks of 272,292 and 312. I read a right up many years ago about someone reworking a 292 crank and fitting it in a 302 . One of the neat things about Fords is the use of common bore centers, such between small blocks, windsore , Clevelands and Modified. Cylinder heads will interchange in all of these , you only have to get pistons with sthe correct dome and adapt intakes. One other rhing is intake port spacing from FE to Clevelands is same, you can have a spacer/adaptor cast to fit Fe block sk valve cover and pushrods stay FE and install a Cleveland manifold on your new hybrid. A friend I had in Waco long ago used to rework 454 Chevy pistons for is in a 390 block. A lot of neat things can be done with some research and help from a good machinist and imagination. Old hotrodders knew a lot that is lost now days to young kids. Some people I built an AMC some years ago and used parts from different AMC blocks, some Ford Parts , Olds parts and a few Chevy and Chrysler items. Man that was a hard running engine. No it wasn’t a Ford and some people know that AMC did use a few Ford items like starters ignition systems and Carbs.

      • Bill Ballinger says:

        Truth, I am an old hot rodder myself. A sweet 390 combination is to bore to 4.098 and use a 3.79 stroke with 6.7 BBC 2.2 journal rods and custom pistons. A strong safe bore and a nice killer breathing animal for street hunting, lol

    • There was a 430 cubic inch engine in T-Birds and Lincolns, but it was an MEL series engine not an FE. The MEL was also made in 383,410 and 462 displacements.

  18. Johnny Herndon says:

    370 cu in. In 385 family truck engine from Lima plant.

    • I was looking for numbers for a 370 cu. in. I just picked up out of a 1984 Ford C700. First time I have ever heard of such an engine, and I am 66. Now, I just need some numbers of it being bored out and possible horsepower and torque I can look forward to (it is going, hopefully, in a 1996
      F150).

  19. I have a question???
    I’m a Calculate it myself kind of guy and I ran into a problem with the description of the Ford Modular 4.6L engine.
    The data says (every where you look it up on the WEB)the 4.6L has B 3.552 X S 3.543 PI()*3.552 *3.543*8 which calculates out to 316.288913 CI’s. which in turn calculates to a 5.18304 Liter engine. how is it called a 4.6L??

    Where did I go Wrong? What don’t I understand??
    Clyde

  20. I’m building a 427 Clevor with 4.125 bore & 4.000 stroke. Of course it’s a World block so it’s got thicker walls. Real (right part number) Boss heads, all 4 bolt mains, mains priority oil, Hilborn injectors, alky and compressed to an inch of its life (14:1?). 1000 bhp? But I only need it for 7 seconds.

    My problem is pistons. It looks like customs. Any suggestions?

    • Jesse R Ragland says:

      I’ve had good luck with TRW blanks. Order them with the grooves where you want, lop-off the excess crown and then put the shape on the top that you need. Don’t forget to blend/smooth/polish.
      _
      Maybe get them coated before you do final prep & install.
      _
      You can’t spend too much time getting your ring gaps right. Make sure the rings and block have been at the same temperature the whole time you’re gapping, even if it takes you a day per cylinder. It shouldn’t take that long, but — you know — “Murphy.”

  21. Any information on the 300 six 4.9l looking to build a off the wall combination..

    • I think that a supercharger would make sense on the venerable 300. Had a Canadian? 300 in My English Ford truck assembled in Australia.A Holley 350 and extractor exhaust helped it along

  22. Looking for a replacement for my engine in a 2013 3.7l mustang. I’m looking for something different and something that would make this car different from any other builds. I’m just looking for a supplier to help.

  23. Can a 302 crank and rods be put in a 260 to make a stroker. Can the 260 handle an overbore to 4.00″?

    • You can put 260 pistons on the 302 crank and rods, makes a 272 I believe. It has to be balanced. Also gives about 11 to 1 compression. You cannot bore to 4.00.

  24. Michelle Beardsley says:

    Help! Engine D9TE-AB with Heads D3VE-A2 and manifold D8TE- DA. I have a DSO built 1983 F250 HD 4×4, SLT Lariat I am having a real tough time researching the engine and trying to figure out what the specs are. It was definitely built for hauling and fuel economy. FIRST, the engine is listed as a 7.5E-E/API. I understand that “E” is after the 7.5 is for economy? Next, it is classified as a 460ciM. So, M is a tax classification do to its weight and displacement and must be registered with the National Highway of Safety Administration, which it is. I pulled that info and it states that the displacement is 7538.049440 with engine PWR (KW as 164.O540 and brake of 220hp-225hp.)
    NEXT, the engine is marked as “L” in my VIN with a casting of D9TE-AB and heads D3VE-A2. Stamped at the top of the engine next to the firing order is 11. Stamped at the bottom front right corner is 116-17 with an M about 1.5 inches above it. I think this is a Long block and long stroked, dumbed down for torgue and not high RPMs. Cannot figure out specs or timing specs. Don’t really understand what the hell I have! Please help and explain in layman’s terms for me as I bought it as a farm truck for hauling, not racing. I need to have the oil pan gasket done and the head gasket, and make sure it is tuned/timed and purring like a kitten. What the heck do I got and how can I make it better?

  25. recently ran across some Jessel pistons that are 4.185 dia. and my first thought was “no way” to put these in a 351C. but then I dont know all the tricks.
    What do the experts say?

  26. Eric kreeger says:

    I have a 302 Ford I’ve bord it .60 over it has a 3.50 stroke what would the CBI be thanks

  27. Dennis Griffin says:

    You forgot the 614 BBF, 4.5 SCAT stroker crank ground for the 240 rod journal to a 4.6 stroke (crower 6.9″rods), .240 overbore of a Dove or Dive block, aftermarket pistons with a 1.09 comp hgt and a 20cc dish will give you 12/1 compression, it will need 1400 cm for carbs and makes 980 hp at 7200 rpm. Still steerable and certainly cruisable. Cost 10K

  28. We have the 5.4 version of the 4.6 in Australia.260/290kw (400hp) Used until recently.

  29. Jerry White says:

    I am assembling components to build a 331 inch ford small block. I have the block, crank, and pistons but the 5.200 rods aren’t to be found? Is there another engine or mfg’r with rods that would substitute? Any help would be greatly appreciated. J. White

  30. The original poster forgot to include the 370 cubic inch, 385 series. Can’t blame the OP, though, since I have only just in the past week, heard of such an engine.

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