427 questions

[Royce]

I am helping a buddy out who had the cam in his 427 Cobra go flat. The block is a side oiler drilled for hydraulic lifters.. code under the oil filter is 0F30
on the back of the block is cast 66-427.  Service block?

Supposedly it was built back in the 80s  Has N head with 2.19 valves 13:1 compression .020 shim head gasket Crane cam. Cam is  SS 310 nc

Plan is to get compression down to run pump gas by going with thicker head gasket and a cam that bleeds off some low rpm cylinder pressure. He would like it to idle about like it currently does as far as lope... Anybody have specs on that old Crane solid cam

[6667fan]

Service block, yes. Next time you are around it please note if it has ribs on the side and any marks on the bulkhead. The marks might be cast in or sand scratch style.

For the “files”.

Thanks

[thatdarncat]

I am helping a buddy out who had the cam in his 427 Cobra go flat. The block is a side oiler drilled for hydraulic lifters.. code under the oil filter is 0F30
on the back of the block is cast 66-427.  Service block?

Supposedly it was built back in the 80s  Has N head with 2.19 valves 13:1 compression .020 shim head gasket Crane cam. Cam is  SS 310 nc

Plan is to get compression down to run pump gas by going with thicker head gasket and a cam that bleeds off some low rpm cylinder pressure. He would like it to idle about like it currently does as far as lope... Anybody have specs on that old Crane solid cam

From what those of us that have been following casting dates have observed the “ribs” on the exterior of the Dearborn Iron Foundry (DIF) FE/FT blocks started around early 1971 calendar year, so I wouldn’t expect the “ribs” on that block, but certainly report back to us if you get a chance of the characteristics you find. The “66-427” on the back is relatively meaningless, probably found on most 427 “cast as” side oiler blocks, but also found randomly on pretty much every other type of FE/FT block from the Dearborn Iron Foundry between about ‘66-‘74.

Personally, to me I prefer the term “after car production ended” block, since Ford was still selling new 427’s to the Marine & Industrial market still in 1970 & later.

[blykins]

Here's a '72 service block and subsequent markings:

[6667fan]

Thanks Brent for making that P beauty visible at last. I have one here cast 15 days after that one.
How was the sonic on it? Any appreciable core shift?

[Royce]

No ribs on this block and no other markings on the rear bulkhead. Standard bore L2244 pistons..

Anyone familiar with that cam?

[1964Fastback]

Cam is  SS 310 nc
:
Anybody have specs on that old Crane solid cam

Here are a couple of threads on the old forum, on the cam.  I think one reply is from you? 

https://www.fordfe.com/is-this-an-old-crane-part-344041-t40423.html
https://www.fordfe.com/crane-ss-310-cam-questions-t59475.html

Pat

[Royce]

Thanks Pat.. That was the "other"Royce who posted..  Specs look about right,  this cam has .290 lobe lift, Have not checked duration. I see several different spec numbers associated with this Crane part number.  Apparently the small scrub guys used it too..

Brent.. How much overlap/dynamic compression would it take to make this engine run on pump gas with 11:1 compression

[blykins]

Thanks Pat.. That was the "other"Royce who posted..  Specs look about right,  this cam has .290 lobe lift, Have not checked duration. I see several different spec numbers associated with this Crane part number.  Apparently the small scrub guys used it too..

Brent.. How much overlap/dynamic compression would it take to make this engine run on pump gas with 11:1 compression

If the specs on the other forum are correct, 284/284 advertised, 114/109 LSA/ICL, in theory it could work with 11:1, a light car, and an iron head. 

However, my main concern would be trying to pull 2 points of compression out with the head gaskets.  It would be like going from a .040" head gasket thickness to a .100" head gasket thickness.   Sometimes, adding head gasket thickness is as dangerous as high compression.  It kills the flame propagation and quench, so you end up with a really lethargic engine.   If he's just wanting a Dairy Queen engine, you can practically make anything work, but it won't be optimal. 

Is he willing to swap pistons?

[Gregwill16]

Another better option would be to switch to large chamber MR heads.

[Royce]

The guy does not want to change heads or pistons, and yeah it's a not optimal situation..  The engine had a Fitzgerald  .020 gasket.  Thinking of going to an .060 Cometic and a cam with tighter lobe center and more overlap.. If i calculate the DCR on a Comp 282S I get about 7.5 .. Don't really want to go much bigger on the cam but might have to..  This thing will be a compromise but it's mostly a car show cruiser anyway

[blykins]

The guy does not want to change heads or pistons, and yeah it's a not optimal situation..  The engine had a Fitzgerald  .020 gasket.  Thinking of going to an .060 Cometic and a cam with tighter lobe center and more overlap.. If i calculate the DCR on a Comp 282S I get about 7.5 .. Don't really want to go much bigger on the cam but might have to..  This thing will be a compromise but it's mostly a car show cruiser anyway

Tons of lobes available if you’re willing to go with a custom.  Can prob make the compression work while making more power and keeping low end too.

[Royce]

Cheap is the watch word here..Hence the off the shelf magnum series cam  I am sure you could squeeze out some more power with a better cam lobe, but as much as performance, he is looking for something easy on the valve train, less likely to damage cam and lifters, and use a modest spring since this will probably never see much more that 4500 rpm. This car weighs about 2500 lbs so even a soft bottom end is going to accelerate rather smartly. 5 speed trans and a 3:70 gear.

What I really need feedback on is how big a cam do I need to keep it from preignition down low in the rpm range on 91 pump gas

[475fetoploader]

Can you fly cut the pistons safely? Remove compression, leave enough material still?