I like this company and the comments here, especially from Tom Kirkham. Those are professional observations from someone who is in a position to know. Do as he says !!!!
Since it was not mentioned regarding the aluminum heads, you need to go a 1.0 higher on the c.r. because of the thermal absorbtion characteristics of aluminum. If you donīt and still go with a very radical cam, the engine will not reach any level of efficiency in its breathing cycle. With cams in the 245-265 degree range and .650 plus lift and aluminum heads you really need a hefty c.r. The C3AE-C is a very interesting cylinder head from a historical standpoint, because it marks the final step on the evolutionary road from the 332 into the 427. I have a set of these heads, cast in May 1963, only a few weeks before the 406 was dropped in favor of a bored and cross-bolted version of the same engine. It was called Low-Riser. The heads bear a different casting number on the LR, but they are essentially the same as the 406 and the 428CJ, but I think they carry smaller combustion chambers, 68cc vs. 72 or 74 on the CJ.
Also, the center oilers all had solid lifter cams, so you need not bother with any
oil restrictors, drilling, tapping or plugging the lifter galleys, like I erroneously stated before. Sorry. Further, everyone who comments on connecting rods seems to agree that however fancy those old LeMans rods are, they are now, like me, in their forties. So, get SCATs or Eagles for the bottom end.
I thought you were on a tight budget, so therefore I suggested you scrounge around for some factory good guy stuff like cams and manifolds. The medium riser was raced with transistor ignitions after 1965 and they worked well. A lot of this equpment comes on E-bay all the time and some of it goes at fair prices.
Later.
A zero balance 3,85" factory crank is a good bet, but if you can go to a 4++ for a similar amount and use the Mopar rods and Arias or other pistons at an equivalent price, then that is the wat to go.
Mr. 427
Threaded Mode
