Genesis built the first full-powered engine about a month ago for their own testing. It was based on stock 427 MR heads, twin-carb MR intake, and 428 cast crank bolted to their block. They thrashed it up and down a mile long runway since.

I haven't been in touch with them for about two weeks. I've called, but they're understandibly preoccupied with the business end of things, so I'm gonna give 'em time before bugging them with more questions.

There is plenty water passage, though I don't have the experience to know whether the thick cylinder walls will conduct heat well. I'm inclined to believe they'll work swell. Time will tell.

You might try calling them, though I suspect they will be shorter on time for the next two weeks than they have been the past two weeks. Be patient if their phones don't answer, they're shipping a lot of iron right now.

In less than a month, it's likely there will be a shelf-stock supply of Genesis iron blocks available for all. In two months they might have free time to answer phones and chat with non-paying folk like me. I'll report what I learn when this happens.

I did tour their foundry, machine shop, and pattern house about two months ago. It's a neat operation, and Ron and Tim are true enthusiasts. The core shift in the "generation 2" block looks excellent, from what I've seen. The sonic numbers I've posted are quite remarkable, too.

Give it a month. I believe your question about cooling will be answered en mass.

Shoe.

Has anyone heard if Genesis has started to sell 427 blocks yet?

n/m

the answer i gave you last time you asked? here is the answer with pictures. the tripower is in the middle and the bottom left and this is right from the ford parts book. as for the power brakes, you can tee off of the same hole that the brass fitting goes into under the rear carb. hawkrod

http://fomoco.com/ford-forum-fe/reply.asp?ID=14182&Reply=14180

Only parts from a FE will fit a FE. The big block 429-460 engine is a totally different animal. Forget the aluminum water pump route. Go down to your local parts house and buy the cast iron one and enjoy driving your heavy car. If you want to save weight, you need to invest in an aluminum intake manifold. That might take it from 4200 down to 4150 in weight. While '63 Galaxies are great cars, they will definitely put a strain on a set of scales. Featherweights they are not.

First let me say welcome to the world of FE's and Galaxies. Now for the reality of FE 352 thru 428 engines.

Only parts from a FE will fit a FE. The big block 429-460 engine is a totally different animal. Forget trying the aluminum water pump route. Go down to your local parts house and buy the cast iron one and enjoy driving your heavy car. If you want to save weight, you need to invest in an aluminum intake manifold. That might take it from 4200 lbs down to 4150 in weight. While '63 Galaxies are great cars, they will definitely put a strain on a set of scales. Featherweights they are not.

I think you misunderstood Niko's question... yes the water pump is the same for the 390, 427 and 428 engines. You can buy those water pumps all day long including an Edelbrock aluminum pump.

n/m

give it some time some take longer than others.try going down a long hill under compression to load the rings its worked for me. good luck

thank you..........!

regulation happens by constantly turning the alternator on and off. So basically, it charges, then it doesn't charge, then it charges, then it doesn't and so on. What you have done is a test used to see if alternator output is correct, so as to rule out the alternator as a problem in the charging system. You ypassed the regulator. The original regulators have two relays in them. By creating enough voltage to activate one relay, you break the circuit to the alternator. Then when that circuit breaks and no voltage is created at the alternator, it then, by way of the relay, turns the hot circuit to the alternator back on.

Not knowing what pistons your using makes it hard to answer. Alson need to know your intensions for the motor. Assuming its street/strip use and new pistons and the crank and rods were never balanced outside factory I know I would balance it again. Certainly wont hurt!
Mark Ernst

67 XR7 GT 390 6 pac best ET 12:02

I am using a set of EDCE's with machined chambers on my 390. Since they have taller intake ports that match my dual quad lowriser intake I decided to mill them because they had larger chambers than my GT heads which would have lowered my compression. So They were cut down to 68 cc's . Combined with larger valves and my .040 overbore 0 deck and L2290 pistons the comporession works out to aprox 11:1. I still have the ariginal heads fresh just in case. My engine is still in my running engine stand and being tested. no other specs yet but i think it must be a boost in hp torque etc...

Mark

if you are able to use them with your body style and exhaust. They offer a 15 ft lb increase in torque over std cast chamber heads of the era (but some of that was a half point difference in the compression ratio too on the egines that came with them). The intake port is gonna require you use a manifold that has the lip that extends down farther than a Medium riser, (same as any other Low-Riser design), but they can have the floors filled with port epoxy if not. The head gasket design is the older "D" style to fit perfectly (old beaded steel #1154 Fitzgerald, sold by various companies, (and used by Ford) but you can use others, just be aware that the sharp corners can leak with a fire ring that is not large enough. When I mill them .015, they are usually about 69-69.5 cc's with C-J valves installed. The real gain can be two fold depending on application. With a flat valve, you can get a radiused seat ring from careful porting similar to the Hi-Riser for great mid lift flow for torque, plus a hi seat that helps negate any need for spring shims to make up for sunk seats. If you choose that route, and dont want to spring for machined seats, (pun intended) you can use the VSI #503 (I think) "lipped" shim (which fits perfectly on any Ford head that has not had the inner lip machined away for steel seats). The only concern then, is the guide to retainer clearance must be carefully checked to assure there is enough clearance for the lift of the cam used. With a tuliped 2.19 MR intake, you can port it for higher rpm's, but need to notch the top of the block for the most gains. This head has more meat at the outer edge of the intake seat, allowing for the large valve with more seat angle options than all the other std heads before running into spark plug notch cosiderations. With the tuliped MR intake, (107 grams) and the 1.65 tuliped SCJ race lightweight exhaust (79 grams) and no milling, they are about 75 cc's total. Be sure and resurface the exhaust at an angle to keep as much area around the dowel as possible to help keep from getting it too thin there, as these are the only FE head without the support rib on the top of the ear, and they can warp more than the others consequently (plus they are 45 years old). They offer a less detonation prone chamber being smooth too, and have less flame front propagation issues with a dome such as the TRW pop ups for the 390 (1/4") or the lower 428 versions (1/8"). My favorite non 427 head, and capable of impressive power gains with serious porting. Ihope this thred can be pulled up on the search, as I have typed it a couple times before, (whew).

http://fomoco.com/index.asp?Dept=4&Tool=0

The block is impossible to identify by casting number in either case. Does the 427 have crossbolted mains? Is there a mark on the back of either block that looks welded on in the form of a crude letter?

The heads on the 427 are 428 CJ units, considered a low riser design. They would be a good match for the C5AE Low Riser intake. The exhaust manifolds should be C0AE 9430 on one side and 9431 on the other, these came from a 1960 application. Maybe Mike McQueston would know the application. It would be for some form of 352 CI engine.

Sounds like a hodge podge of parts, that doesn't mean it's not a good deal. The real question is what's inside the motors and was the machine work competent?

Royce Peterson

Your basic 1968.5 428CJ:
http://fomoco.com/index.asp?Dept=4&Tool=0&Eng=29

All kinds of 427 info:
http://fomoco.com/index.asp?Dept=4&Tool=0&Eng=22