The high-riser's ports are taller than either the low or medium-riser ports. Brabus is almost entirely mercedes. I recently took the following ad to my local parts man and ordered three of each and said I was paying cash. The engines weigh 680 lbs. They should all be wrapped up with their cars and shipped to the country of their vehicles origin.
According to the Nascar rules neither engine should have been allowed to race. Even the pickups are much better and more reliable. To add fuel to the fire, 427 Mustangs were being featured in the motoring media. In 1966 he experimented with running a C6 automatic, which was the combo used in the Funny Car ranks, but the shifts caused handling problems and he abandoned it soon enough. He did my block and has been doing them for years.
But what is it that makes the 427 side-oiler more exciting than other Ford V8s? A dual-point distributor with a transistorized ignition amplifier system fired the fuel and air mixture from the specially developed and tuned 4V Holley carbs and dual-plane intake manifold. . The demand was so high they cost more used than brand new. The aluminum blocks are fully machined. The engine that won in 67 was put on a dyno after it raced and made more power than when it started the race. In turn, Shelby ended up replacing some 428s with the correct 427 if a customer complained. The big end on the custom Carrillo connecting rods is standard for this application.
Even today, a powerful mystique surrounds the engine. Modified to accept a 427 high-riser engine, it featured a teardrop-shaped bubble hood to clear the induction system and drivetrain components from the larger Galaxie model. Word of such Shelby 427 installations sparked much speculation that this famed V-8 was destined to appear in the Mustang's engine bay as a factory option sometime in 1968. A custom fit spacer was used between the cap and the block face. Since an accessory driveshaft is used in place of the normal camshaft, only bearing locations 1 and 2 are used. But it was the Ford company itself which developed the most potent products and platforms for the drag-racer. In addition, suppliers produced performance parts and accessories.
Ford pulled its sponsorship money out after the 1966 season to concentrate its engineering and financial interests for the upcoming Cobra Jet Mustang onslaught for 1968. He really liked cars, old ones, trucks. The exhaust valves were 1. He got on his corporate parts locator. Two chain guides are present to control the chain position.
In 1966, the 427 cubic inch dominated the race, with a one-two-three result. Within 5 years products were dominating the speedways. The new car also had wide fenders and a larger radiator opening. I remember being at one of the Chrysler Performance clinics. Due to the geometries involved, the rocker ratio is only about 1. The amplifier directs 12 amperes to a special coil to provide hot sparks at all engine speeds.
With a cam in each cylinder head, there is no need for a conventional cam in the block. Now the second chain was just flat out long at six feet. The two camshafts were connected by a 6-foot-long timing chain. There was a new boss in town, the Boss 429, based on the 460ci production block. Because of the anticipated loading, these dragster pistons have broader skirt contact with less ovality, hence they are well suited for a turbo application.
Horsepower measurements at a street rpm level remained the same. Suffice it to say, if the secondary chain breaks, there is some other problem that caused it. Anything less is considered retrograde. The aluminum engine block can accept a maximum bore size of 4. The crankshaft and vibration damper are shared with the production 427. Marti himself says that Ford data is not infallible, and has oddities that cannot be explained. The design improvements of the Coon head really show up here, especially on the exhaust port flow.
A pair of 1850 carbs feed the fuel to the Dove intake. In stock, single-carbureted guise, the engine pumped out 616 hp at 7,000 rpm and 515 lb-ft torque at 3,800 rpm, according to Ford factory specs. As it progressed, the project was passed on to Special Vehicles, where Brannan hitched up with Chuck Foulger, Ford Drag Team manager, to make it work. If he let the Dodges and Plymouths win too many races it would cost him money. In his case, a tall tunnel ram with twin Holley's or an 8-71 supercharger just seemed too commonplace. Ford promoted the cammers to the drag racing set with success as well as Lemans. Later rockers featured interference fit adjuster screws for more conventional lash adjustment.
At that point Ford said no thanks and dedicated the Cammer to drag racing. This weight saving was significant to boaters and racers. The chambers are fully machined to closely control their volume. I know that he was aware of some of the issues like the timing chain as he had shared stories of his days racing. Steel cranks were also used because they were a little stronger than their cast counterparts. Bill France and his worst fears of his beloved Chebby being no sort of competition for either other manufacturer.