Editing Ford FE engine (section)

====427====
[[File:1966 Ford Galaxie XL convertible 427 engine.JPG|thumb|427 FE V8 in a 1966 [[Ford Galaxie|Galaxie XL]]]]
[[File:FE tunnelport intake pushrod tubes.jpg|thumb|Tunnelport intake showing the brass tubes for the [[pushrod]]s to pass through]]

The ''427'' V8 was introduced in 1963 as a "top-oiler", changed to a side-oiler in 1965. Despite the "427" designation, its true displacement was {{cvt|425.98|cuin|cc|0}}. The stroke was the same as the 390 at {{convert|3.785|in|mm|2}}, but the bore was increased to {{convert|4.232|in|mm|2}}. The block was made of cast iron with a specially thickened deck to withstand higher compression. The cylinders were cast using cloverleaf molds— the corners were thicker all down the wall of each cylinder. Many 427s used a steel crankshaft, and all were balanced internally. Most 427s used solid valve lifters, with the exception of the 1968 block, which had oil passages drilled for hydraulic lifters. Higher flow heads were available with matching "tunnel port" intake manifolds, which routed pushrods through the intake's ports in brass tubes. As an engine designed for racing, it had many performance parts available both from the factory and the aftermarket. This engine was also used in the A/FX-cars like the famous [[Fairlane Thunderbolt]].

Two different 427 blocks were produced, the initial 1963 ''top oiler'' and starting in 1965 a ''side oiler''. The top oiler delivered oil to the cam and valvetrain first and the crank second; the side oiler sent oil to the crank first and the cam and valvetrain second. This was similar to the oiling design from the earlier [[Ford Y-block engine|Y-block]]. The engine was available with low-rise, medium-rise, or high-rise manifolds, and either single or double four-barrel carburetors on an aluminum intake.{{clarify span|text=matched to corresponding head design|reason=A reliable citation establishing that three different *head* heights were produced needs to be provided (not just different height intake manifolds).|date=June 2024}} Ford never released an official power rating.

The side-oiler-powered Ford [[Ford GT40#Mk II|GT40 MkIIs]] to a 1-2-3 finish in the 1966 [[24 Hours of Le Mans]],<ref>[https://www.hagerty.com/media/buying-and-selling/ford-v-ferrari-gt40-hero-car-mecum-auction/ Ford v Ferrari GT40 hero car headed to Mecum auction]</ref> and the winner's podium in 1967.<ref>[https://www.rcnmag.com/blog/whats-so-special-about-the-side-oiler What's So Special About the Side-Oiler?  Race Car Network Magazine], Don Larson, March 7, 2018</ref>

=====427 engine configurations and applications=====
* Low-riser intake, 4V
** 10.9:1 — {{convert|390|hp|kW}} at 5600&nbsp;rpm and {{cvt|460|lbft|N.m}} at 3200&nbsp;rpm
*** 1968 Mercury Cougar GT-E only (it was to be offered in the Ford Mustang, according to early press releases, but there are no records or verification of any factory 427 Mustangs). In the spring of 1968, the 428 Cobra Jet officially replaced the 427; however, leftover 427s were installed until late June of that year, when stocks were depleted.
** 11.6:1 — {{cvt|410|hp|PS kW|0}} at 5600&nbsp;rpm and {{cvt|476|lbft|Nm|0}} at 3400&nbsp;rpm
*** 1963–1964 Ford
*** 1963–1964 Mercury
* Low-riser intake, 2x4V
** 12:1 — {{convert|425|hp|kW}} at 6000&nbsp;rpm and {{cvt|480|lbft|Nm|0}} at 3700&nbsp;rpm
*** 1964 [[Ford Fairlane Thunderbolt]], Mercury:
* High-riser intake, 2x4V
** 13.6:1 — {{convert|+550|hp|kW}} at 7000&nbsp;rpm and {{cvt|480|lbft|Nm|0}} at 4700&nbsp;rpm<!--These uncited horsepower and torque ratings are nowhere remotely close to those given at the Fairlane article describing the R-Code engine.-->
*** 1966–1967 [[Ford Fairlane (Americas)#Fifth generation (1966–1967)|Ford Fairlane 500 "R-Code"]],<ref>{{cite web|url=http://www.automobile-catalog.com/car/1966/799085/ford_fairlane_500_hardtop_427_r-code_v-8.html|website=automobile-catalog.com|title=1966 Ford Fairlane 500 Hardtop 427 R-Code V-8|access-date=June 23, 2018}}</ref> Mercury
* Mid-riser intake, 4V
** 11.0:1 — {{convert|410|hp|kW}} at 5600&nbsp;rpm and {{cvt|476|lbft|Nm|0}} at 3400&nbsp;rpm
*** 1965–1967 Ford
*** 1965–1967 Mercury
* Mid-riser intake, two 4-barrel [[Holley Performance Products|Holley]] 780 [[Cubic foot#Cubic foot per minute|CFM]] [[carburetor]]
** 11.5:1 — {{cvt|425|hp|PS kW|0}} at 6000&nbsp;rpm and {{cvt|480|lbft|Nm|0}} at 3700&nbsp;rpm
*** 1965–1967 Ford
*** 1965–1967 Mercury
*** [[AC Cobra#Cobra 427|1965–1967 Shelby Cobra 427]].<ref>{{cite web|url=http://www.thecarsource.com/shelby/cobra/cobraspecs.shtml|website=thecarsource.com|title=Cobra Specifications|access-date=June 23, 2018}}</ref>
{{clear}}

=====427 SOHC "Cammer"=====
[[File:Ford 427 Cammer engine no. 003.jpg|thumb|A 427 Cammer once used by Ford's "X-Garage" skunkworks]]
[[File:Wiki 66 SOHC timing chain and cam.jpg|thumb|Ford's 427 cu in/7.0 L ''Cammer'' SOHC hemi-head V8 showing cam, rockers and timing chains]]

The Ford [[Overhead camshaft#Single overhead camshaft|single overhead cam (SOHC)]] 427 V8 engine, familiarly known as the "Cammer",<ref name="Scale">''Scale Auto'', 6/06, p.15 sidebar.</ref> was released in 1964 in an effort to maintain [[NASCAR]] dominance by seeking to counter the enormously large block [[Chrysler Hemi engine|Chrysler 426 Hemi "elephant" engine]]. The Ford 427 block was closer dimensionally to the smaller 392 cu. in. first generation Chrysler [[Chrysler Hemi engine#First Generation Chrysler Hemi: FirePower|FirePower Hemi]]; the Ford FE's bore spacing was {{cvt|4.63|in|mm|1}} compared to the Chrysler 392's {{cvt|4.5625|in|mm|1}}. The Ford FE's deck height of {{cvt|10.17|in|mm|1}} was lower than that of the Chrysler 392 at {{cvt|10.87|in|mm|1}}. For comparison, the 426 Hemi has a deck height of {{cvt|10.72|in|mm|1}} and bore spacing of {{cvt|4.8|in|mm|1}}; both Chrysler Hemis have decks more than {{cvt|0.5|in|mm|1}} taller than the FE.

The engine was based on the high performance 427 side-oiler block, providing race-proven durability. The block and associated parts were largely unchanged, but an idler shaft replaced the [[camshaft]] in the block, which necessitated plugging the remaining camshaft [[Bearing (mechanical)|bearing]] oiling holes.

The cast-iron heads were designed with [[hemi engine|hemispherical]] [[combustion chamber]]s and a single [[overhead camshaft]] over each head, operating shaft-mounted roller [[rocker arm]]s. The [[Poppet valve|valvetrain]] consisted of valves larger than those on Ford [[Ford small block engine|wedge head]] engines, made out of [[stainless steel]] and with [[sodium]]-filled [[exhaust valve]]s to prevent the valve heads from burning, and dual [[valve spring]]s. This design allowed for high [[volumetric efficiency]] at high engine speed.

The [[Wikt:Idler|idler shaft]] in the block in place of the camshaft was driven by the [[timing chain]] and drove the [[distributor]] and [[oil pump (internal combustion engine)|oil pump]] in conventional fashion.  An additional sprocket on this shaft drove a second "serpentine" timing chain, {{cvt|6|ft|m|1}} long, which drove both overhead camshafts. The length of this chain made precision timing of the camshafts an issue at high RPM.

The engine also had a dual-[[contact breaker|point]] distributor with a transistorized ignition amplifier system, running 12 [[ampere|amp]]s of current through a high-output [[ignition coil]].

The engines were essentially hand-built for racing, with combustion chambers fully machined to reduce variability. Nevertheless, Ford recommended [[Engine tuning#Blueprinting|blueprinting]] before use in racing applications. With a single four-barrel carburetor they weighed {{cvt|680|lb|kg|0}}<ref>''Clarke'', p. 42 et seq.</ref> and were rated at {{convert|616|hp|kW}} at 7,000&nbsp;rpm and {{cvt|515|lbft}} of torque at 3,800&nbsp;rpm, with dual four-barrel carburetors {{convert|657|hp|kW}} at 7,500&nbsp;rpm and {{cvt|575|lbft}} of torque at 4,200&nbsp;rpm. Ford sold them via the parts counter, the single four-barrel model as part C6AE-6007-363S, the dual carburetor model as part C6AE-6007-359J for $2350.00 (as of October, 1968).

Ford's hopes to counter Chrysler were, however, cut short. Although enough 427 SOHCs were sold to have the design [[Homologation (motorsport)|homologated]], Chrysler protests succeeded in getting NASCAR to effectively legislate the engine out of competition. This was due to the motor not being available in a factory production motor vehicle.<ref name="autoweek.com">{{cite web |url=http://autoweek.com/article/car-life/don-snake-prudhomme-brings-back-shelby-super-snake |title=Go in depth with Don 'The Snake' Prudhomme's rebuilt Shelby Super Snake |website=autoweek.com|date=June 2016 }}</ref> It was not the only engine ever banned from NASCAR; the 1963 Chevrolet 427 ‘mystery motor’, the 1965 426 ‘Race Hemi’ and the Chrysler A-925 DOHC Hemi were also banned during the 1960s for the same reason.<ref name="autoweek.com"/> This scuttled the awaited 1965 SOHC versus Hemi competition at the [[Daytona 500]] season opener.

Nevertheless, the SOHC 427 found its niche in [[non-stock drag racing]], powering many [[Funny Car#History|altered-wheelbase]] A/FX Mustangs,<ref name="Scale" /> and becoming the basis for a handful of supercharged [[Top Fuel]] dragsters, including those of [[Conrad Kalitta|Connie Kalitta]], [[Pete Robinson (drag racing)|Pete Robinson]], and [[Lou Baney]] (driven by [[Don Prudhomme|Don "the Snake" Prudhomme]]). In 1967 Connie Kalitta's SOHC-powered "Bounty Hunter" [[Front engine dragster|slingshot dragster]] won Top Fuel honors at AHRA, NHRA and NASCAR winter meets, becoming the only "triple crown" winner in drag racing history.<ref>Steve Magnante|Inside the Swamp Rat's Nest|Street Rodder Premium Magazine|page 52|Volume 2 Number 2 Winter, 2011</ref>  It was also used in numerous nitro funny cars including those of [[Jack Chrisman]], [[Don Nicholson|"Dyno" Don Nicholson]], Eddie Schartman, Kenz & Leslie, and in numerous injected gasoline drag racing vehicles.