So far as I know there are only two Genesis blocks currently running and driving in cars. Another 100 or so were shipped in the past two weeks. Genesis has spent huge amounts of time and money to get these blocks to market. The price at $3400 is cheaper than any NOS side oiler block.

How many people in the skeptics crowd had a 427 of their own?

I think there is no way to answer your question because right now there is no one to answer it. Time will tell if they are as good as claimed. Until some are in use no one can know.

Royce

nm

there is no doubt that the genesis block is superior to an original block in many ways. and i can honestly say that the owners of the company are not trying to rip people off. this is a new product being devoleped and as dave pointed out it was much harder than anticipated. there may be problems getting a preordered engine due to the fact that they have not produced enough viable units so far. but they are definitely not ripping people off (otherwise they would be accepting thousands of orders with deposites which they will not do). hawkrod

in '67 the biggest pickup engine was the 352 so you could have anything. Maybe wait 'till you get it to find out more. Look for numbers on the block, heads, intake, carb, dizzy and maybe even an engine tag. Do a check of the stroke too so you're not getting ripped off.

It's a long drive from Australia... And I'm in need of a C6 housing as well which makes it worse.....: (

i'm interested. located in alexandria va. where are you?

I think it is worth it.....I have the same heads and intake along with the matching Edelbrock RPM cam and am satisfied with the performance and drivability. I am by no means a cam expert so I'm sure you will get plenty of advice from those more knowledgable. As far as headers.......if the convertable you are referring to is a Mustang, I would highly recommend FPA headers from www.fordpowertrain.com they fit great and with an x-pipe, 40 series Flowmasters and 2.5" pipe the rest of the way back it really screams when you get on it. Good Luck.

I'm running Edelbrock heads and Perf. RPM intake on my 428-SCJ. Edelbrock CNC's the intake to match with the medium riser port dimensions of their heads....w/just a tad of gasket matching was all that was needed.

What you have now may not be good at all if the CJ intake manifold ports extend below the bottom of the ports in your GT heads. You never want the intake ports to be larger than the head ports.

Also, Edelbrock makes (2) FE heads, one with 76 cc chambers and larger 427 valves which you don't want unless you want to lose compression and have to notch the block big time to unshroud the 2.19" intake valves. The other head uses 72 cc heads, smaller CJ sized valves and 16 bolt CJ exhaust ports. Both have medium riser intake port dimensions.

My Erson roller rockers' adjustment nut on the end rockers hit the underside of my "snake" 428 Cobra Jet covers on my 428-scj. Had to go with taller Cobra Lemans type.

i used powered by ford stamped steel ones however you have to smash the piece under the oil fill and pvc holes on the vale covers. i am running the harland sharpes on my 390.

if the desire is great enough we can make anything work.

n/m

n/m

Any FE head gasket should work fine, most are sized approximately for a .060" oversize 427 bore (4.294") which is certainly big enough for any 428 bore size you might achieve.

The PI intake actually has Medium Riser intake port. Because the same intake was used on 4V 427 Medium Riser engines in 1967 Fairlanes and Comets. It works fine with C7AE-A heads, that is the head used in many 1967 PI engines. There is a mismatch at the ports but that was true in thousands of police cars also in 1967. It does not affect performance much for street use but if it bothers you buy a Medium Riser intake gasket set and open up the head ports to match the intake.

Royce

I never run a heat crossover.

Some folk run into carburetor icing conditions at 30-50 degrees fahrenheit on humid days, due to the refrigeration effect of atomized gasoline, but I've never had to deal with this.

I drive year round in Minnesota without a heat crossover. Modern gasolines which contain some alcohol tend to be fussier with heat crossovers (vapor lock after turning off engine) and so tend to run better without them.

Make sure you disable the heat-riser valve on the passenger side exhaust manifold before you block the crossover, if your car happens to have one. THey are easily identified by a ribbon spring and rotating counterweight immediately below the passenger exhaust manifold.

JMO,
Shoe.

Hooker, Crites and Hedman make 2" primary tube headers for FE in Mustang / Cougar but they are considered race application. They are individual tube slip fit style and no power steering can be used. Also the 2" headers go way low causing ground clearance to be a big problem.

My opinion is that if you are using mufflers the 1 3/4" headers from FPA or Hooker will make just as much power. With open headers and lots of RPM the 2" headers will make a couple extra horsepower but they are not worth the hassle on a street driven car.

Royce