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427 or 428 - How do I tell?
So I've owned my Elegant Motor's Cobra for several month's now and was told it was an FE 427 out of a Ford Galaxy 500. I did get in touch with the original owner who sold it back in 2001. He tells me that when he sold it, it had a 428. The previous owner (who I purchased it from) states that he replaced the block and added the Edlebrock Performer heads and also added a mild cam.
So, how do I know? I'm mostly interested because I'd like to replace the cam, intake and carbs in the near future. I'm one of those guys that likes to actually know what powers my car. Any help would be greatly appreciated. Mike |
I think I am correct, but a 427 has the 4 bolt mains with bolts coming from the outside of the block and the 428 has 2 bolt mains. The 427 side oiler block also has screw in plugs on the side of the block and the 427 top oiler has press in plugs. I know you can have the top oiler block tapped to accept screw in plugs but that is another story. B.Q.
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See here for block details.
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Why it's important to know:
If your changing heads in the future the 427 block will accept valves larger than the 428 bore will allow. If the valves are to large, they simply won't clear with the smaller bore of a 428. |
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These are a couple of pics I found from when it was first purchased. I did have the oil pan off once and do not recall the 4 bolt mains. Were all 427's outfitted with the 4 bolt setup?
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I thought 4 bolt mains were only on the side oiler. Is that not correct?
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My center oiler has them. They were on all 427s. The pix above look like a 428 or 390.
Tim |
All 427 motors had the 4 bolt mains. I have top oilers and side oilers and both are 4 bolt mains.
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From the photos it looks like you probably have a 428. I don't see any cross bolts. Remember, the majority of the Cobra 427s actually came with 428 motors anyway, from my understanding. The 428 motor puts out plenty of horse power and was cheaper to build than the 427 motor explaining why Carrol Shelby opted for that motor in most of the non-race prepped cars. If you were promised a 427, I can see where you might feel duped but the 428 will still give you more than adequate bang for the buck.
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The only sure way to know is pull a head
Rawkkrawler, Mike you may not like this but the ONLY way is to pull a head or have the motor pumped. I do believe that 427 motors came with and without side bolts for the main caps of #2,#3,#4 of an FE block. There is a test for removing a water jacket plug and see what drill bit you can stick between cylinders. Some motors have the CID of them inside one of the holes from when the foundry forged the blocks. I have seen and have a 410 with 4 bolt main caps in it. This was before a started to learn about these motors. This motor was to be a 428 with 427 main caps. It turned out to be a 390 block and 428 crankshaft. By the way I have a complete set of caps from a 427 block. Pull the head and you will have the correct bore and stroke of the motor. Rick L.
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I hear that a lot, more Cobras with 428's, I don't think that's the case, but it could be argued. Folks were pretty upset when it was discovered that 428's were being used. A number, perhaps "many", dumped the 428 and had a 427 installed. Shelby caught hell over this and replaced some at his own expense. The later production cars returned to using 427's because of the out cry. The "name" 427 Cobra actually meant something (unlike today where anything goes). Like a drag race in San Francisco is two guys dressed in drag running down the street,,, things have changed, it just aint the same anymore. :) :)
I recall the big blow up people had over finding Chevy motors in Old's and Pontiacs some years later. Back in the day, you didn't mess with stuff like that, it just wasn't done. |
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Other FE motors (other than 427s) can be custom fitted with cross bolt main caps - so that isn't a sure thing to ID the motor. The side oiler 427s have a pretty distinctive oil gallary running along the crankcase area of the block. Screwed in water jacket caps are another indicator as noted above. But, except for being able to run 24 hours flat out at LeMans, bragging rights, and turning 7000 rpms in every gear, there isn't much reason not to do just fine with a 428. At least that's my theory.
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DanEC, 428 is fine, if you like smallish valves and asthma intake.... :)
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As Rick hinted at, there were a few irrigation/industrial 427s made that had the 2 bolt mains w/press-in freeze plugs. If you do a search over of FordFE.com you'll find some pics of one. They are v-e-r-y rare though...
There's a ton of punch out 390s out there that are being marketed as "428" blocks too. Some of them have been cross-bolted too. Ernie, some people prefer a long stoke and a smaller bore:eek::D Ever heard of notching the tops of the cylinders for vlave clearance? |
I heard that the bore/stroke of a "428" was closer to 427 than a "427". Not sure if that is true either, but if the guy sold you a "428" and told you it was a "427", he was sort of telling the truth. :rolleyes:
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As always, I'm very thankful for the support here on CC!
I have been very satisfied with the performance of the motor so far. It does provides plenty of power for the occasional 1/8 mile and Auto X runs, however, when I do decide to make some changes, I'd like to be sure I know more about the foundation. I plan to swap out the Offy 2X4 intake for a single four and get rid of the 2 Edlebrocks all together. I haven't ever been satisfied with the setup. My dyno curve shows both torque and horsepower coming in too high in the RPM range in my opinion. I'd like to see a more "street" friendly curve if possible. Also, if the 428 provides more low end torque, I'd like to take advantage of it. My last chasis dyno shows 356 ft/lbs, seemed low. Again, thanks for all of the support! Mike |
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