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Years ago I read an article regarding several 'specially' built Ford engines (as in the casting quality of the blocks, etc.).
These engines required several tooling bit replacements during the machining process during the builds. This special process made them so strong duty wise they were considered indestructible and when pushed to the limits, even throwing a rod at high rpm's didn't harm the block in any way. I think the tests were done on the Bonneville Salt Flats.
Have you ever heard/read anything of this? I kinda think it was in one of those Peterson Big Books in the 60's/70's.
Most of the major auto manufacturers use that same material for their specialty engines.
no such thing.. Urban legend.. Throw a rod on a $300,000 top fuel motor and the block comes apart..
Quote:
Originally Posted by wrench409
Hey PDD,
Years ago I read an article regarding several 'specially' built Ford engines (as in the casting quality of the blocks, etc.).
These engines required several tooling bit replacements during the machining process during the builds. This special process made them so strong duty wise they were considered indestructible and when pushed to the limits, even throwing a rod at high rpm's didn't harm the block in any way. I think the tests were done on the Bonneville Salt Flats.
Have you ever heard/read anything of this? I kinda think it was in one of those Peterson Big Books in the 60's/70's.
ok guys the 390 was mostly a passenger motor but it had performance versions too going up to over 400 horsepower from the factory also in 1967 the 390 was the undisputed owner of the NHRA's national e.t. record think about that a little bit.
ok guys yes the ford 390 was mostly a passenger motor but it also had performance versions going up to over 400 horsepower from the factory and in 1967 held the NHRA's national e.t. record so keep that in mind.
ok guys the 390 was mostly a passenger motor but it had performance versions too going up to over 400 horsepower from the factory also in 1967 the 390 was the undisputed owner of the NHRA's national e.t. record think about that a little bit.
Quote:
Originally Posted by mopar4life
ok guys yes the ford 390 was mostly a passenger motor but it also had performance versions going up to over 400 horsepower from the factory and in 1967 held the NHRA's national e.t. record so keep that in mind.
You resurrected a four-year-old thread with no activity in almost a year so you could post this? Twice?
The 396 had performance versions (up to 375 hp)where the 390 was basically a passenger engine (with hp ratings up to 300). So there is really no comparison
The 390 in 1966 found in the GT fairlane has an advertised HP of 335 but ford admits they underrated them on purpose. However a good running 396 with the shorter stroke could still walk away from the ford for the first 3/4 of a mile or so depending on the rear end set up. I had a 428 also rated at 335 from ford in a 66 galaxie and it could get the jump on many but not all 396 chevelles For street racin the 327 was always quicker than the 390s from what I recall..
I'm surprised to see this thread has been resurrected, I was actually thinking about which was the better engine between the Chevy 396 or the Ford 390 just the other day.
was the 396 ever popular in the full size Chevy's? I know the 390's seemed to be very popular in the full size Ford's.
Please elaborate. This is just something I heard from buddies back in the 70's.
Of course the 396 came in several versions, so maybe some of them are fragile and some not.
I have never heard anything about 427 Chevy motors blowing up unless the driver did something stupid. The 454 seems to not have the rev potential of the 427, although of course it makes a bit more torque.
I bought a 425 HP 427 '66 Impala (not Caprice, not even SS) new in October '65. I had ordered the 425 HP 395 which was what had been available in full size Chevys in the '65 models (not only Corvette) but was pleasantly surprised to get a 427 on delivery.
The common problem in those days was with the pushrods which had balls welded on the ends of them that broke off, causing the rocker to unlock the valve keepers and drop the valve. They fixed it with improved pushrods in later runs. BTW the 425 HP versions of the 396 and 427 were identical except for displacement. I believe the 375 HP 396 was identical to the 425 HP 396 except for what they called them!
Last edited by Seeker5in1; 02-20-2013 at 11:44 PM..
I bought a 425 HP 427 '66 Impala (not Caprice, not even SS) new in October '65. I had ordered the 425 HP 395 which was what had been available in full size Chevys in the '65 models (not only Corvette) but was pleasantly surprised to get a 427 on delivery.
The common problem in those days was with the pushrods which had balls welded on the ends of them that broke off, causing the rocker to unlock the valve keepers and drop the valve. They fixed it with improved pushrods in later runs. BTW the 425 HP versions of the 396 and 427 were identical except for displacement. I believe the 375 HP 396 was identical to the 425 HP 396 except for what they called them!
Yea the L-78 65 Impalas were ultra rare..
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