Dyno's, Setting the Record Straight

[Joe Rutledge]

Guys, be nice on comparisons. The 427 ford is one of the most accomplished motors of all time, but does not need exaggeration.

The facts are mostly in the history books.

Whether I (or we) like it or not, the L-88 IN ITS DAY (and the 427 Fords day) was clearly a more powerful motor than the 427 wedge in its day. The 427 wedge compared more favorably with the "standard 427 chebby", but usually the Chevy's were more plentiful and winningful at the drag strip. The modified L-88 in Can-am just killed the modified aluminum 427 Ford in Can-am racing. There were other factors, but the Ford was just not there in the HP/torque curve area (the L-88 also killed the "Boss 494"). The tunnel port was very powerful, but even if it made the same power as a rat at lets say 7500/8000 rpm, I think you would find the rat would do better over a wider range.

To be fair to the 427 wedge, no other engine won races in such a broad racing venue (NASCAR, Drag racing, Endurance, sports, etc). Then again, I already said that.

To be fair to the rat motor, Ford and Chrysler were the only game in NASCAR town from about 1963 on, due to GM's position on racing. Although GM had a skunkworks program, it simply did not have the dollars and factory backing for NASCAR relative to the Ford & Chrysler programs.

To be fair to the hemi, although "factoring" was not officially in place by NASCAR, by the late 60's NASCAR allowed Ford to run what was essentially a non-production head (the tunnel port) with dual four barrels against a single four barrel hemi.

When Pro-Stock got started (which really provided an apples to apples direct comparison), it quickly became clear which engines made the most power. Bill Jenkins and the 427 RAT MOTOR got off to a quick start, but quickly faded. As soon as Sox & Martin got going, they and the HEMI dominated Pro Stock until the rules changed in the early 70's, essentially factoring out the big blocks. The Boss 429 was just a disaster, being all wrong for drag racing, and effectively ended the careers of long time ford racers like "Fast" Eddie Shartman. NO 427 Ford wedge engine was ever near competative in Pro-stock (although there were some attempts with a Tunnel-port). Ford's only shining light was Dyno Don and his Maverick with a 427 SOHC, which scored the ONLY national event win for Ford in that era at Englishtown in 1972 (I know, I was there). His car was always top tier competative, but usually he (shucks) lost to the likes of Sox & Martin (or broke). His car (being a compact Maverick) could also be made to run "very light" on the match racing circuit, which allowed him to post bonzo times. The SOHC had its moments in the late 60's, but just like Mickey Mantle there are so many "could've, should've, would've" comments or stories for that (neat) engine, this forum could be filled with them forever.

Being a little older now, I like them all, and usually avoid Ford vs Chevy contests (unless I am with a Chevy or Chrysler buddy and we are in a needling mood). And I clearly like my FE's. All of my collector cars (running or not) from a 58 Edsel wagon (361) to my shelby mustang have them (427 or 428) have them.

There was a pretty good point made about the Cobra being way way lighter than a 'Vette. A better comparison is how many 427 'Vettes or hemi Cuda's did I want to run when my 67 500 had a 427 hi-riser? (similar weights). The answer is... I was smart enough not to run them (or smart enough to run them when their lifters/carbs were out of adjustment). I certainly wouldn't have run them with my 428 (good as it was, it was much better at disposing of 440's and GTO's).