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 |  Balancing a stroker -- John, 03/15/2001
Im using lemans rods with a 428 crank in a 427. What is cheaper mallory metal or a 428 flywheel? Do I need a hatchet since the crank is not an SCJ crank? What is the cheapest way out? Thanks for info guys! |
|  | RE: Balancing a stroker -- Dave Shoe, 03/15/2001
You might consider buying a steel flywheel (390/428, it doesn't matter - holes are cheap) and have the flywheel drilled as much as needed to balance the rear half of the crank. You ARE running a steel flywheel, aren't you? This will diminish the value of the flywheel a little, but it's probably cheaper than crank inserts.
You might wish to stamp the flywheel "SPECIAL BALANCE" afterward, to prevent future confusion.
Bottom line: You don't need mallory metal (tungsten?) back there unless you WANT it back there.
As for the front half balance, it's probably a wash as far as the "hatchet vs mallory" cost options go. You don't need an SCJ crank, but if you find a hatchet for your CJ crank you might be able to get by without any mallory up front.
Shoe. |
 | 427 stroker questions? -- John, 03/15/2001
I have a .060 sideoiler block that has been sonic tested and I want to install a 428 crank . I was told I could run a chevy piston for a lot cheaper. Is there a chevy piston that would work for this application as I know there a lot cheaper. If not what would you recommend keeping in mind Im on a tight budget. |
| | I run std bore TRW forged 454 Chevy pistons. -- Dave Shoe, 03/15/2001
I eyebrowed the intake and exhaust valve pockets in with an Isky tool, and reamed out the rod bushing to the .990" Chevy BB size. All works great.
The complication i your case is finding a 454 piston in .043" oversize to fit your block. The Stock 427 bore is 4.233" and Chevy needs something that references to a 4.250" oversize.
What kinda walls are in your block at .060. Any under .090? Do you have reinforced cylinders?
Curious,
Shoe. |
| | | Shoe, is min thinkness .090"? n/m -- johnkillam, 03/15/2001
eof |
| | |  | I think so, as long as the cyls are reinforced. -- Dave Shoe, 03/16/2001
If I recall what Ron Miller (FPP) mentioned, 427 blocks with the square cast cylinders can handle thicknesses as low as .090" and be fine. You probably don't wanna use the block for running a supecharger with 95% nitro or anything like that, but as a basic race warrior, .090" is apparently sufficient.
Shoe. |
| | | | | What about non-reinforced FEs? Thanks. -- johnkillam, 03/16/2001
eof |
| | | | |  | I definitely don't know. -- Dave Shoe, 03/16/2001
Just from my gut, I'd be comfy with a 390/428 block if it had .120" walls (min thrust face), and would be willing to supecharge a little if the min was closer to .140".
This is rather thick for a 427 "min", if I recall, so I don't know what is considered OK for a non-reinforced 427 min. As the 427 probably used better iron, it's probably defined a little differently than the smaller bore FE blocks.
JMO,
Shoe. |
| | | | | | Thanks Shoe. n/m -- johnkillam, 03/16/2001
eof |
| | | Any problem with piston offset? -- Walker, 03/16/2001
Noisy? |
| | | | No prob. -- Dave Shoe, 03/16/2001
I've got a little piston noise when cold, but it goes away when the engine warms up.
It's a really quiet motor, so engine noises are easy to hear.
Shoe. |
| | | RE: I run std bore TRW forged 454 Chevy pistons. -- John, 03/16/2001
It is a non ribbed 427 side oiler hydraulic service block so Im sure it has the reinforced cyclinder walls. As for the wall thickness I will find out when Im back at there shop. Do I need to get custom pistons? What would you recommend? Does this seem unusual to have a 427 punched out this big? |
| | RE: 427 stroker questions? -- kevin, 03/16/2001
I used to run a trw piston # L2205 if I remember correctly, and trim the top down. It had enough material to be run safely. I believe they had .310 above the top ring. It would matter which heads you were using, as the notches had to be widened just slightly to work with HI RISERS at the time. Also the intake clearance (valve to piston) was insufficient with the .600 lift ford cam (275 duration at .050) so I used 1.66 rockers from Crane on the intakes. They also had the wider ring package 5/64 3/32 which lives longer on dirt tracks. I think you can find some of these somewhere if you look. Otherwise its time to call JE pistons $$ |
| 390 gt -- ed cothren, 03/15/2001
what would be the cast numbers on a 390 gt block,heads,and intake?think i might have one but not sure...thank you ed |
| | RE: 390 gt -- John, 03/15/2001
Ed, Give us the casting numbers and we should be able to tell you what you got. |
| | RE: 390 gt -- ed cothren, 03/16/2001
the block number was barely readable but i think it is 8U153253,the head#C7AE-A,the intake manifold#C8AE with a S beside of it out a little farther from cast number..the exhaust manifolds are C-6OE..thank you for you'r help ed |
| 390 GT heads -- Scott, 03/15/2001
What is the correct casting # for '67 Fairlane 390 GT Heads?
C7ME-A
or
C6OY-E
And what is the difference? |
| | RE: 390 GT heads -- Dave Shoe, 03/15/2001
I'm familiar with the C7AE-A, C6AE-U, and C6AE-R casting numbers on the 67 390GT motor.
One of your numbers may be correct, also. Can you tell us more about them? As they are not numbers I've heard before (I don't know all that many numbers) could you possibly be referring to finished part numbers, not casting numbers?
Shoe. |
| | | RE: 390 GT heads -- Scott, 03/21/2001
OK, I'm building an "S" code 67 fairlane 390GT convertible. The guy I bought the car from sold me the wrong year block, but with no heads. I am trying to put together a motor with all of the right numbers, but it gets confusing on the heads. I have a book "How to rebuild big block ford engines" and that gives the casting # of the fairlane 4v 390GT heads as C6OE-Y, but my parts guy at ford power parts says he's never heard of this number. (My mistake on the C7ME-A #, that's my block) I have a set of 14-hole C7AE-A heads but I can't tell if these are GT heads or standard heads. Is there any kind of parts list out there that will give all of the #'s for this motor |
| | | | RE: GTs or not? -- Mike McQuesten, 03/21/2001
It seems to me Scott that if your C7AE-A heads have the 14 exhaust manifold bolt holes, you can be pretty sure they're GT heads. There was no real performance advantages with 390 GT heads over standard '66/'67 390 heads. The only thing that made a 390 a GT was the C6OZ-6250-B cam (same cam used in the 428 CJ/SCJ), improved lifters(truck FT lifters I think), stronger valve springs, all topped off with a nice Holley 600 CFM carb. Nice base grocery getting engine. I know, I bought one new. It was a '66 Fairlane GTA. Beat a lot of 325 horse 396 Chevelles. Beat a lot of standard 442s. Beat a lot of 335 horse GTOs. Mopar 383s were no problem. But when I faced the one option up of the competitors, i.e., 360hp-396/360hp-389/ etc., all I saw was tail lights. You can imagine my pleasure when I read about the intro of the 428 CJ, 4/68. I find this discussion of the fabled C6OE heads interesting. A very knowledgable Ford friend of mine and I can't remember seeing a set of these heads. I didn't pay very close attention to the head numbers on my '66 Fairlane. Had the car ten years and sold it in '76 and never had the heads off. So you should be "numbers correct" with your '67 Fairlane GT, the C7ME-A block and those C7AE-A 14 hold heads. |
| a Ford? -- T1M, 03/15/2001
This engine is on sale at Ebay, and they claim it's a Ford. I thought the Cammer was the rarest engine. But what is this??
the text reads:
"This motor is 1150 cubic inch alum motor with dual overhead cam, four valves per cylinder, solid silver bearings,and three strongberg carbs. Last used in tractor pulling. Call Bob with Qustions Mankato Minn. 507-345-5577 Buyer to pay for and plan shipping in seven days,and selling motor as is. "
 |
| Dove power claims -- Pat in Rescue, 03/15/2001
Does anyone have any experience with the Dove single 4 barrel medium rise intake manifold?
Dove claims a 175 HP increase over an Edelbrock Performer RPM on a 428 which is a claim I would love to believe but just can't.
|
| | Actually, it makes sense. -- Dave Shoe, 03/15/2001
The Dove will make it's power 2000-3000RPM higher than the RPM, so it's quite logical the Dove intake will make lots more horsepower than the RPM.
You won't find many street motors which will be able to find those extra horsies, but in all-out competition on the strip or track, the single plane should be able to eclipse the RPM.
Shoe.
Shoe. |
| | | RE: Actually, it makes sense. -- Pat in Rescue, 03/15/2001
Shoe, here's what I've got:
427 side oiler with a 428 IUA crank
Comp Cams mechanical roller -.633 lift 288 duration.
11.5:1 compression, Ross pistons
Eagle rods
Performer RPM intake
Edelbrock heads match ported & mild clean up
850 Demon carb
It is in an ERA 427 that weighs about 2600lbs with a toploader and 3:31 gears.
Redline is 6500 - I usually don't go past 6000.
It is used to drive around the country side with friends who have similar cars. (note the "similar cars" comment - that is why I am interested in more horsepower)
The question: What intake would you recommend?
Thanks.
|
| | | | RE: Actually, it makes sense. -- Dave Shoe, 03/15/2001
I'm not a performance wiz, but I've had good luck with my Blue Thunder with CJ-sized ports in my 452.
I like it a lot, and I gather from the forum discussions that it'll outflow an RPM in larger-cube engines. The RPM is ideal for a top-performing 352-390, as the BT may be a bit large for some smaller displacement applications.
Purely opinion,
Shoe. |
| headers and manifolds -- cd, 03/14/2001
I have a 64 t-bird 390 going into a 69 mustang.Will it make much of a difference if I just go with some manifolds instead of headers? |
| question on crankshaft -- mike, 03/14/2001
Ok here we go.I bought a 69 mach1 r-code and in tearing the motor down to my surprise i found a 390 servise crank in it stamped 3U. My question is why would you put this crank in it. The block,connecting rods,and heads are 428cj parts no doubt about it.What would this do to the motor besides lose some stroke.And what would the compression be now.I cannot ask the person who owed it because he passed away and i bought it from his family. Should i just buy a 428cj crank and put that in.Thanks for any help you can offer.
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| | RE: question on crankshaft -- mike, 03/14/2001
Block#C7ME-A.Connecting rods#C7AE-B.HEAD#C80E 6090-N |
| | | RE: question on crankshaft -- Dave Shoe, 03/14/2001
The C7ME-A could be anything from a 360 to a 428.
What character is embossed on the back of the block?
Curious,
Shoe. |
| | | | RE: question on crankshaft -- 410cougar, 03/14/2001
if this is in fact really a 428 block or even 390 crank, lowing the compression would be a good idea if you were going to use any power adders like a blower or (do i dare say this) nitrous. just an idea. |
| | | | | RE: question on crankshaft -- mike, 03/15/2001
Ok first the crank the # 3U,found the # 6 or 9,the # 10, the letter S,and also BAL # 86.For the block cannot read the numbers on the bosses no big surprise.Front right of motor mirror image of 352 with what looks like a # 11 above it.Outside of #2 cylinder is a # 7 or letter L. Between # 5 and 7 cylinder under intake is a # 7 or L.The only thing on back of motor is a 352 with a # 8 or B under it.I belive the block to be 30 over because the pistons have 030 on them and what i belive to be a part # L2291.I belive the motor was balanced seeing how the connecting rods are numberes 1 though 8. And there is extra ribbing on ths saddles. One more question what would the bore size be for a 390 30 over and a 428 30 over.Thanks for any input hopefully i can figure this out. |
| | | | | | RE: question on crankshaft -- James, 03/15/2001
Don't know about the block markings, but the L2291 are TRW 390 pistons. A 0.030 over 390 is 4.08, a 0.030 428 is 4.16. I believe that the factory numbers the rods. So, all the internals are 390, I would say that this is not the original engine. |
| C6AE-R head thermactor question. -- pete, 03/14/2001
Did some of the C6AE-Rs come with air holes?
Thanks! |
| | California only. -- Dave Shoe, 03/14/2001
In 1966-67, the only years of the C6AE-R, California FE cars with warmer camshafts all got Thermactor. No other states would have gotten this expensive pollution equipment.
By 1968, tighter Federal pollution laws dictated Thermactor's introduction to all 50 states in FE motors with wilder cams (390GT and 427, for instance).
JMO,
Shoe.
|
| Ford FE Camshaft -- Bo Fabre, 03/14/2001
I have a fe camshaft that came with a cj shortblock i purchased and i have no idea what it is. It has fomoco stamped on rear of cam with a small yellow paint dot. It has heavy orange paint around the center cam journal and is stamped near the rear journal with the letters VBX or possibly a upside down A instead of a V. Can anyone help identify this cam? Thanks Bo |
| | RE: Ford FE Camshaft -- John R. Barnes, 03/14/2001
Could be an upside down A then BA which is a 63 mechanical .500 lift .306 duration for a 427. |
| | | RE: Ford FE Camshaft -- kevin, 03/15/2001
sounds like a cobra jet cam |
| | | RE: Ford FE Camshaft -- John R. Barnes, 03/15/2001
A CJ cam has light blue on either side of the number 3 journal if it is a Ford cam. |
| | | | RE: Ford FE Camshaft -- Bo Fabre, 03/15/2001
The last letter is clearly an X, the V or A is a little fuzzy, the reconditioned heads that came with it has dual inner and outer springs that checked out at about 125# on the seat. Block did not have lifters, so I don't know if it is a solid or hyd. cam. Engine had been in storage since 1978. It was a Q code cj out of a 69 Torino. No oiling grooves on journals, so i don't think it was intended for 427 blocks. |
| | | | | RE: Ford FE Camshaft -- BOB HOPKINS, 03/15/2001
My 306 deree factory 427" cam has the same markings so I would agree that is what it is ,did it have solid or hydrulic lifters?? |
| | | | | | 427 fe cam -- Bo Fabre, 03/15/2001
Bob, Didn't have lifters with short block, but if it was 427 cam it should have oil grooves on journals 3&5 right? |
| | | | | | | RE: 427 fe cam -- John R. Barnes, 03/15/2001
If it is the 427 cam, C3AZ 6250 AA the Ford book says 63-67. That would mean grooves for side oiler. Earlier cams may not have the grooves. I found this infomation in an original Ford I.D. Interchange manual .Upside down A then X between last lobe and last rear journal is 67 Hyd for a 390 2V, good luck. |
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