Ford’s 406 cubic-inch V8 was around for barely a year, but it helped to set the stage for the automaker’s Total Performance era.
When Ford’s 406 cubic-inch V8 was introduced in January of 1962, midway through the model year, the engine was by most appearances simply a bored-out version of the company’s familiar FE-based 390 V8. (See our feature on the FE family here.) But in truth, there was far more to the story. Henry Ford II would soon renounce the AMA’s ban on auto racing and launch the Total Performance campaign at Ford, with factory-backed programs in a variety of of four-wheeled motorsports. Engineered for both NASCAR and drag racing, the 406 was one of the first steps of the journey.
Some key improvements on the 406 versus the 390:
+ Revised cylinder heads with tighter compression chambers for greater quench area and larger 1.625-in exhaust valves. The compression ratio was nominally quoted at 10.9:1 but was actually 11.5:1 when assembled to published specs.
+ Significantly beefier connecting rods and new pistons with floating pins, requiring a change in counterweights for the nodular-iron crankshaft and a larger crank damper.
+ The same camshaft and mechanical lifters used in the high-performance 390 with an advertised duration of 276 degrees, but with adjustable 1.76:1 rocker arms for greater total lift at the valve.
+ Initially, the cylinder block casting was essentially the 390 but with more cylinder wall material to accommodate the .080-inch overbore that raised the displacement to 406 cubic inches. Howerver, late in the production run the center three main bearing stations were redesigned, with an extra pair of large horizontal screws securing each cap to the outer walls of the skirted cylinder block. The term “cross-bolt mains” soon entered the hot rodding vocabulary.
The Thunderbird 406 Super High-Performance V8, as it was officially named, was offered in two versions, both identified by their gold-painted rocker covers and essentially identical except for their induction systems. With a single four-barrel Holley carburetor, the 406 was rated at 385 hp, and with three two-barrel Holleys the outpuit rose to 405 hp at 5,800 rpm—apparently an underrating as the engine could pull to 6,000 rpm or more.
The 406 could be ordered in all Ford and Mercury full-size models except station wagons. However, power steering, power brakes, air conditioning, and automatic transmission were not available, and both engines required super premium gasoline and regular valve adjustments. Salesmen were advised that the 406 hi-po was a serious piece of performnce equipment and not for ordinary civilians.
Along with its regular appearances in NASCAR and NHRA, the 406 also received some exposure on the auto show circuit in the 1962 Foird Cougar 406, a gullwinged dream car, below. (See our feature on the Cougar 406 here.) While the 406 helped to get the Ford performance program off to a sound start, it enjoyed barely a year in the limelight. In early 1963 it was moved aside to make room for a bigger and improved FE-based V8, the 427.
As a teenager, I recall seeing one on the showroom floor at Jack Roach Ford in SW Houston.
I remember when the 406 was introduced. About six months after the introduction, every automotive magazine had an article on how to cross bolt your FE motor of any size.
Second car I owned was a 63 1/2 Ford Galaxie with a 406 (385HP) and a 4 speed with 3.91 rear end. Very powerful, surprised many GTO’s, Chevelle SS’s, and Plymouth Road Runners. Completely stock, with a set of 15″ X 7″ cheater slicks, turned low 13’s at the time. It had factory cast iron headers, phew, were they heavy! Fifty-five years later, they are still under my work bench in the garage!