Відео

FORD all day for me

How come 426 Chrysler Hemi not included

Put the 427 Chevy in a Cobra, then see which was truly better. I know the Chevy would take more abuse. We ran them in ASA stock care racing for years. Having said that, the 427 Ford was a powerful engine that won many races and was, perhaps, the best big block Ford ever made. I also liked the Ford 428 CJ engines too, especially in the Mustangs.

Ford 427 was better and was offered in many different platforms such as low riser, medium riser, high riser, tunnel port, and SOHC version. And each one spanked Chevy's 427 on every level. Chevy abandoned it's 427 DOHC project after NASCAR banned the Ford SOHC because it was dominating the competition.

FE 427 won Lemans, was a killer engine in the Thunderbolt. Not to mention the Cobras. Won at Nascar. BBC was a good engine, but no comparison to the FE..

He should have put those engines on the dyno

I had a new 1963 Ford Galaxy 427 425 H.P. and it ran 13.27 105 mph in 1/4 mile.

I think the Ford 427 is cool as hell and nostalgic. In fact, when a Cobra Kit Car is featured WITHOUT the FE 427 I roll my eyes and sigh. A 351W stroked to 427 is NOT the same. The question of which 427 is better- or the winner? Due to massive production quantities, continued factory and aftermarket development... affordability of factory and aftermarket parts the BBC wins without a doubt. Not to mention the BBC Head design makes power! The FE is a design that started in the 1950s.The BBC head was a fresh new design that became available in 1964-65 and the rest is history. The BBC head only blossomed and grew in popularity while the FE performance version was discontinued in the early 70s leaving low perf 360 FEs for trucks. My beloved 383 and 440 Magnum Mopar utilizes a design copying the FE deep skirt block and the SBC cyl head. Great engine. Fantastic engine. But the inline valve arrangement is a disadvantage when max power is the goal and the competition is the BBC. Ford finally made their 385 series 429 with canted valves and it is a wonderful engine. BUT FORD DIDNT MAKE MANY AT ALL. Not of their full boogie performance versions. In 1971 Mopar made several prototype "Ball Stud Hemei" engines. This was the future . 400 and 440 bottom end but BBC copied cylinder heads!!!!! The reason was the Hemi head was TERRIBLY expensive with complicated intricate valve gear. A BBC style head- while not as good as the Hemi head for all out boogie was still much better than the wedge design and soooooooooooooo much more affordable to manufacture than the 426 hemi head!!! Stamped steel rocker arms mounted with a ball type threaded stud compared to ductile iron rocker gear that cost a large fortune in itself. But the end of the muscle car era killed this new mopar engine. I would love in my garage- on engine stands the dual quad 427 Ford, a Tri Power Corvette 427, a 440 Six Pack Mopar and a dual quad 426 Hemi. My life would then be complete. Wait- also I need the dual quad 409 Chevy and a dual quad 392 Desoto Hemi. And the Tri power 406 Ford.

Gimme the Chevito

Ha. Ha. Ha

As i was told years ago! It all depends on the driver. BUT one thing is for SURE the CAR INSURACE AGENCIES were also looking at those POPULAR NUMBERS SO i was explained by and engineer and Machinist that worked for Ford Motor Company the HORSEPOWER numbers were PURPOSELY lowered . and (i was told) ESPECIALLY ONCE the cubic inches touched 400cid THAT WAS IT! Insurance rates increased! So that is why we see the Dodge Hemi 392, Ford 390, chevy 396, Oldsmobile 394

Completely different head too

Goodluck finding a tunnelport head!

L88 427 Chev every day, all day.

Having been there back in the day (early 60’s) Ford always beat Shiverlay.

I have a 1968 f-100 with a 429 engine and I have a dura spark distributor and control module that came out of a 74 model 460 engine. Could you post a diagram on how to wire the dura spark ignition up so that I can use it on the 429 engine?

427 Cobra vs 427 Corvette? Not all THAT unfair. Definitely either of those vs. the sedans was not a fair compare.

Obviously the reputation of the big block Chevy engine speaks for itself, one of the greatest mass produced performance engines made. HOWEVER it's important to remember many details about the 427 side oiler Ford engine. It was a limited production special high performance engine. It won LeMans for America and lastly it can make MUCH more than 425 horsepower with the same block, crank, and rods as it came with from the factory. Well into the 800 horsepower zone, naturally aspirated and remaining at 427 cubic inches. Obviously a 427 bbc can do the same but not with any of the factory rods I have ever known to be available or factory heads and intake. But the Chevy parts are easily available and Ford high riser heads and intakes have long since been hoarded as collectors items.

I can say, I have owned both a 427 Cheby and a 427 FE. The Cheby was in a one ton Cheby van, the FE lived in a 64 Fairlane. The FE was magnificent with a 2:80 rear end. Its behavior on the interstate was freakin delightful, low RPM cruising at 75-80 MPH. The van was a 3:08 rear end with similar traits. No complaints on either. I thoroughly enjoyed the balance of Torque and Horsie Powah! Back then, the torque was measured in Ft/Lbs. According to my factory service manuals and Motor Manuals. Pound Feet my ass... There was far too many split hairs when comparing specs... Nitpicking is nitpicking. The comparison does conveniently leave out gearing information both in transmissions and differentials, not to mention torque converter specs. All of these are game changers... Ford had 2V and 4V heads on many applications.

I'm a Ford guy, and I really like the FE motors, but the 427 Chevy was "better" if not necessarily faster from the factory, but there is a reason Ford went to the 385 series

This is NOT a shootout !!!!!

i think the chevy was more easy to modifie and more hi performance part available but youre right they are both good engine

I believe if chevy had 2 carburetors it would of had more horse power...😎

This is where I have to roll my eyes at magazine tests. I had a '66 Caprice 396-325, Turbo 400, 2.73 open rear, first time out on 8.25 x 14 Hercules whitewalls, it ran 15.34. With Thrush mufflers and G70 Polyglas, it ran 14.96 at an NHRA track. I won a lot of street races with "Mom's car".

If you really have to get to work in the morning, get the chevy.

FUN!!!!!!!!!!!

I cant believe you got chevy orange on that intake......wtf???

I'm calling the Chevy the clear winner, that engine style was nearly out of production for Ford and the big block chevy was just getting started about 40 years to go I know the 8.1 was available in 2000 not Shure when they stopped, the 8.1 being upgraded, basically a big block LS engine. (And that is something I wish would be built.) A Big block LS/LT engine would be awesome. Maybe a 5.1" bore spacing. Possibly going to overhead cam 4valve /cylinder With two 2.0" intake valves, and two 1.65" exhaust, with room to grow about .080" each, a 4.625" bore, with room to go 4.750"+.060" without issues, the heads being similar to the LT or rec port LS, only with raised ports .750"- .875" on the exhaust, and 1.125" intake with a injector in the floor of the port spraying fuel into the valve from the shot turn through a shallow .125" hole the passing air causing a venturi effect. Pulling any fuel from the area. This being supplemental fuels anyway, the direct injectors just below the intake injectors, both fed by engine driven pumps, the direct injectors getting the ultrahigh pressure pump, and fed by a tank mounted high volume low pressure pump, the main injection using a engine driven 80-100 psi pump fed by the same lift pump. Capable of using 88 octane 15% ethanol, to E85, or E100, or methanol fuel with variable cam timing possibly variable lift using a VTEC system, or a split lobe cam capable of changing lift and duration, from 200°@.050" to260° @.050" and lift from .450"-.565" with dohc the overlap can be set. Using the cam phasers, the system using its own stand alone control system, programmed separately from the ECM. Programmed to get the cam desired for the engine, then tuned for every 100-500 rpm from idle to rev limit. Capable of programming a rough idle sounding like a methanol dragster at 600-750 rpm, then by 1000 smooth and having all the torque possible a 12.5:1 compression 4.500" stroke can make at 1000 rpm, being non EGR it can use the cam programming to pull in less air making the expansion greater than the compression, the point of the EGR. With an aluminum 6bolt block with roller cam bearings on a shaft operating the injector pumps. In case of fuel starving restarts, the injector pumps have a electric bypass valve to use the lift pump to push 95% of the air from the system. The only remaining air would be in the pump to injector lines, the low pressure port injection can bleed the air easily. Enough to start the engine . Possibly turning over for 5-10 seconds. A 4.5" stroke x 4.625-4.75 really a 4.875" bore possibly is a monster, especially with 12:1 compression. 672 CID should be plenty. Then the stroker crank, stretching out to 4.875" for 728cid and can still be bored around .080"getting 751 CID, the that bore can be . 060" over for 770 CID and the block clearance and longer rods to get 4.95" stroke crank,, the most without sleeving the block being 782 cid. With the heads and the compression alone it should be capable of 2 HP /CID, with variable programmable cam system, 2.25 HP/CID, 1700 HP with a 5.1" bore spacing the crank has plenty of room to put metal where it's needed to be strong , and 1.25" deck thickness, and a solid block, with a pair of turbos on E85, it should easily produce 3400 hp at 20-24 psi. The steel crank with large narrow bearings running 10w30 oil at 60 -110 psi with a the bearings on the loose side. The valley shaft, being driven by a timing chain. That drives two additional chains, that run both intake cams and exhaust cams, with the tensioner capable of setting overlap and cam timing . This engine will never be. But cool to dream about . And be awesome if it were built. It would possibly be the most efficient mountain motor built. With the proper transmission it could possibly do 65-70 mph at 750 rpm and get around 45-50 MPG, then down shift hit the throttle and spin the tires at 80 mph(getting about 2-3 gallons per mile) this would be awesome.

Bring on the SOHC 427! Uh-oh, end of arguement!!

When you advertise a engine shootout how about a real dyno test.Most gearheads know the slight differences,or can look them up.A waste of time.Nothing solved.

This is a NO-Brainer the Ford is going to crash the shove it or leave it. (Up date) After watching the video Gees, 2 thumbs down on this !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! Put the dam things on a dyno and show us the Ford is better lol This was a lot of wasted time.

You know there's going to be complaints about the engines, specifically the cylinder heads. An optional dealer parts department order option could get somebody a set of 427 tunnel port heads, which flowed equal to a Chrysler hemi. Not a SOHC, but the tunnel port would have been the equal of the Chevy big port heads.

There's an aspect of the exhaust that needs to be considered, thermodynamics. The Ford exhaust port and cast iron manifolds, while heavy, were great at keeping the exhaust gas temperature up, aiding in speed of exit, which assists with scavenging. Thin tube headers actually bleed heat out of the exhaust stream.

Ford 427 Tunnel Port

Ford Cobra with the Right Driver for the WIN. 427 FORD Best Engine👍

My old '63. Rambler would beat both in 1/4 mile. A fun sleeper.

Mopar

There is always the argument for which one had more potential with what basic mods were available at the time, such as the Chevy benefiting massively from long tube headers but the Ford's gains were inconsequential due to the already good manifold and poor port.

I t depended on when you made the Comparison, In 1964 The 427 High Riser would kick the 427 Chevy's Butt. If you look at the engines today. the chevy has seen Constant Development Ford was discontinued in 1968 for a Better more modern Design. But when the 427 was dropped by Ford it was King of the hill as a 427 Tunnel port it Won Le-man and dominated NASCAR.

FORD all the way.😊

I would go with the most relevant documentation. I watched the video but that doesn't really tell me any history about that particular car. I see a Mustang but the videos don't prove anything. All we got here is a video of a Boss Mustang

ford is wider and eats 2x gas gotta be rich to gas 2 four barrles

port restrictions hinder shipping = to much THIN-KING moore port flow, easier efficient shipping distribution = Hell-the-er Body Tit sucklien action

The fan boys can cry about who’s best all day, but the real winner is the person who can extract the best out of these engines

Eventually Ford gave up and let cheverlete have the push rods. just take it, you can have it, f*** it we'll build something else. Ford went to overhead cam

You could settle this by doing this whole video again, but also put a 426 hemi in there. There's a reason why it's the only engine design in Top Fuel.

So, we know that the Ford won the 24 Hours of Lemans. We also know that when Chevy built the NASCAR racing, they moved the distributor to the front of the engine because it makes timing more accurate/ The camshaft twists and it changes the timing. But if you compare the Chevy to the 429 from Ford, it's a much better engine.

The flow of the Chevy had two port lengths, short and long. Unequal flow to every other cylinder. Fords runners were all equal. Canted valves do breath better, but on which port, the short or long. Loner port runners produce more torque.shorter runners made power in a higher rom range. I’ll take the ford.and there were tunnel port heads available for the ford. Who needs canted valves? And he also forgot to include Mopars 426 Max Wedge. The Hemi mops the floor with everything but the Ford SOHC engine.

The Ford gets it for a few reasons: #1, looks. It just looks like a race engine. Not just the dual quads but the valve covers look cool, the exhausts look amazing. #2. The Ford is lighter. #3. The Ford 427 would outrev Chevy at the time. I also like the Ford because of all the options. 390 with 42CJ heads being one of my favorite. I also like the distributor up front. Just easier to time, change points, etc. The Chevy looks like a truck engine. The distributor in the back is one of those 'who thought this would be good idea?' things. The only advantage I see with the Chevy is that it easily outlived the Ford. FE parts are hard to come by and the development in the aftermarket is weak. The Chevy? I think you can buy cams at the 7/11. Which is probably why it lasts till today. :-) BTW, put them on a dyno. I'll bet the Ford out-torques the Chevy but I'll bet the Chevy out HPs the Ford.... until you rev it out to 7K. And there I think the Ford would pull ahead just because it keeps going.

Mopar!