i had this happen with a fe powerd torineo once, i removed the moter mount and made a bracket that limitited the travel of the moter. wen the mount was reinstaled it looked factery i wish i had pitchures of it. some use cabels or chains to limet engin twist.

a reverse rotation water pump may be a problem

last year i saw a '61 starliner with a serpentined fe, at our local hot rod show. i didn't get a chance to talk with the owner. this years show is in a couple weeks, i'm hoping to get a chance to meet him. i'll report back with details, i hope.

on the contrary/ sleeve blocks are use in many high output situations/ look at all the hi boost tubo imports/ ls1's / diesel motors/ so on/ if its done correctly it will hold

There's a project on the 332-428 FE forum whereby they are putting eight sleeves in a 390 block so they can bore it out as much as a 427. They are calling it the "poor man's 427" project.

http://www.network54.com/Forum/74182

Do a search for "Poor man's 427".

Wait'll you see the picture of the block just before the sleeves are put in. Boy does it look weird!

Without the crossbolts and the 4.23 bore, it's clearly not a 427. The 66-427 on the bell face was just the external mold and means nothing other than that was the box they used. It's the internal core that matters.

Hi Johnboy-

I just got off the phone with a guy who was selling 428 CJ blocks that came out of irrigators out west. Apparently a lot of the farmers are switching to diesel and there's a lot of 428's coming like this. I'm not an expert, but you can tell if it's a 428 by punching out the center freeze plug and looking for a "428" cast in the water jacket. Someone else may have a better way of telling you if it's a 427, but without the galleries that you mentioned, it doesn't look like it.

All the best,
Chris

a freind of mine that used to bore the fe blocks that some 427s,were bored as 390,because of a core shift in the cylinder wall,making them too weak for perfomance use,instead of scrapping them,they used them as indudtrial/agri engines,also said ford did pull some off the wall stuff to meet production

try getting the cilenders gaged, i,v bored two 391 truck blocks to 427 standerd specks and used, used 427 standerd pistons with a 2u 390 crank and rods still runing, maybe lucky?but thay make a good por mans 427.and streat blaster........

There is a C9ZZ pan that was used on CJ's only but it was not used on 68 1/2 or very early 69 cars. They are extremely hard to find due to the fact that they were Mustang Cougar Torino Ranchero Montego only in 69 and Mustang Cougar only in 70. Scotts 428 CJ site has nice pictures of an NOS one posted do you can see what it looks like. Hawkrod

Based on what I have read on this web site, a 428 CJ oil pan is the same as any other FE series pan except Ford recalibrated the dipstick for 6 quarts of oil.

Brian, there is a place in Meridian, Ms. that I got mine from. Reasonable, good quality. For the life of me I can't remember the name. I'll locate it in my paperwork and repost.
Denny

a couple years ago I got one from Cam Research in Colorado. It was a Ford replacement part with the Ford logo on it. It did not have the tri-angular cut outs. You can look at some of their stuff at http://www.camresearchcorp.com/ but I didn't see anything there about flexplates. Call them and see if they have any left.

They are just regular high-beam headlights for a standard 4-headlight system (like on any 69 Mustang). They are spliced into the factory high-beam wire and come on when the high beams are on.

Some people install lights with special lenses that look like fog (or driving) lights in this location.

Quick apology...I just realized I was off topic on the Fog Light question. You guys helped allot though and I appreciate it.
(I am running a FE if that's any consolation.)

Here's a little nugget of knowledge about the real vs. perceived difference.

Many real Shelby 427 Cobras are really 428 Cobras regardless of what the badge says on the fender.

The 427 was designed as a racing block. It is as different from a 428 in just about any way you can think of. The 427 blocks were stress relieved in manufacturing. Many used alloys not used in regular production manufacturing. Then there is the crossbolts and the custom assembly.

The 428 was designed as an economical lever to push big Thunderbirds and Galaxy wagons around. It uses standard production line casting and assembly techniques. It's just a big-inch FE. There's not even much difference between a 428 T-bird block and a 428SCJ block.

If a 427 and a 428 block cost the same, you and probably everyone else would pick the 427 block. But they don't cost the same so that's where you have to decide. If you can get a good 428 block for $600 or pay $3,000 for a 427 block, which do you choose? Depends on what you're going to do with it. If you're going to be spinning the engine regularly to 7,000 rpm, you'd better get the 427. If you don't need the more robust endurance features of the 427, then from an economical standpoint the 428 makes a lot more sense. Carrol Shelby thought so.

As for which makes more torque...depends entirely on how the engine is built. The torque peak always occurs at max VE. If both engines have the same VE curve, then they'll make the same torque, statistically speaking. Theoretically, the 428, with the longer arm should make more torque or, if you will, the 427 should make more torque due to the move favorable rod/stroke ratio. Either of these falls withing a dyno's margin of error so the difference would be inconsequential as far as being a factor in your choice.

As far as horsepower. It's a bit of a different side of the same coin as torque. The 427, with the potential for a higher redline, could make more horsepower than the 428. But, again, only if it were built that way. If you use the same parts (cam, heads, intake, exhaust) on both engines, they'll perform about the same. Theoretically, again, the 427 should make more horsepower due to a slightly lower piston speed which equates to less friction. Again, within the dyno's margin of error.

Now, obviously, if there is no similarity between the two engines (428 using C8AE-H heads, mild hydraulic cam, iron intake and log exhaust manifolds) and a dressed medium riser 427 you have nothing fairly compared. The 427 would unmercilessly kick the 428's ass.

So, in my opinion, get the 427 if you need the extra endurance and durability for those 7,000+ rpm adventures. If you don't need to spin it that tight, the 428 makes more sense.

Things like very high compression ratios, supercharging, and big shots of nitrous demand upgrades regardless of rpm ceilings so if you're contemplating those, you might end up needing the 427's strength(along with the forged, lightweight pistons, forged crank, worked rods).

the 427 is my hands down pick with it,s zero internal balance setup thay can really take the rpm,s and hold together. i,d even take the 406 over the 428 MY 2 cents..........