|
|
|
|
Original Message
|
| Dave Shoe, Royce, got some 427 and 390 questions |
| By P - 02/08/2002 12:58:32 PM; IP 66.89.75.42 |
I have a running discussion with some of my marine FE buddies about the venerable 427, which is up there on a pedestal not too far below a couple of statues who represent a lot more significance to our world.
I of course, have been raised to "worship" the 427, as my Grandfather owned and operated a Ford dealership and sold a lot of em. On the other hand, I am interested in the practical differences between the marine 427 block (cross-bolted, center-oiler most of the time) and a generic or FT 390/391 block.
The reason being, the 390 and 391shortblocks are readily available at reasonable costs and all of the marine equipment will bolt right to them. One of my buddies says the 390 can't take the stress, and starts quoting all of the race-bred features of the 427. I'm of the opinion that the bottom end of a 390 is adequate for the marine environment where PRM's don't exceed 4,000 and rarely (due to the cost of gas these days) ever even get above 3,000 very often.
My buddy is quoting Steve Christ, which is a great source but far from complete, and not entirely accurate from what I understand. He is quoting all of the finer points of the 427 block, and I am in agreement with the finer points he's mentioned. However, I don't think many or most of those refinements are really even used in the marine environment, with a 9.5:1 compression ratio.
David Thayer had some interesting comments about a conversation with Lee Holman and the $1400 motors Ford was selling to Chris Craft. I also have heard that the decision to use the 427 was based on the $ and the number of call-backs the product would (or did) get, and I've heard the 430 MEL did as well as the 427 in the marine environemt (heard this from a previous employee at the CC plant). David Thayer, please comment as well!!
Since the 427 marine has a 390 crank, and the intakes and heads seem to either be 390 or 352 outright or in origin, what would be the practical difference in using a 390 block in the marine environment, should one want to replace a 427 with one? The question is more aimed at identifying any weakness that the 390 may have, such as a history of bearing failures, crank problems, etc. in the 4,000 RPM max world, which I'm nor really aware of. I'm contending that a marine 427 basically is" a "big 390", for all practical purposes in the marine context, and the cross bolts are a nice feature, but really not needed.
I may be wrong, and I'd apprecaite comments from you guys. The question is just wanting to learn more about the subject, and I am ready to soak it up, so please fire away. You know, we who don't know, or don't have a really qualified opinion, have to ask these kinds of questions! :-)
Thanks in advance.
P |
|
|
This thread, so far...
|
|
|
|
Post A Response
|
|
|
|
|
|