Editing Ford FE engine (section)

=====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.