#15 - The Story of FoMoCo's 1968 427 V-8 Engine
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- čas přidán 6. 07. 2024
- Hello, and welcome back to the “Yours in old FoMoCo iron” CZcams channel! My name is Adrian Clements, and before we begin, I want to remind you when you’re done watching this video to please check out some of my other videos numbers 1 through 14 on my channel - thank you! Today in video #15 we’re going to learn the true story of Ford Motor Company’s 1968 W-code 427 cubic inch 4-barrel 390 hp V-8 engine. Many of you have probably heard a story about somebody’s uncle’s brother’s cousin who hdd a ’68 Mustang with a factory 427 engine. Could this be true? What 1968 FoMoCo vehicles were available with a 427 engine, and how many were built? Let’s get started!
Chapters:
0:00 Introduction
0:49 1968 427-4V 390 hp V-8 Engine
3:11 “1968 Ford Car Facts” Book
7:07 “1968 Lincoln-Mercury Data Book”
10:14 “1968 Ford Car Service Specifications”
10:40 “1965-72 Ford Car Master Parts and Accessories Catalogs”
12:49 “1965-72 Lincoln-Mercury Car Master Parts and Accessories Catalog”
15:20 1968 Ford & Mustang “427” Tire Labels
15:45 1968 FoMoCo 427 V-8 Production
17:01 Literature Updates
19:02 1968 Cougar GT-E Production Numbers
20:56 1968 Mercury Cougar XR-7 GT-E Hardtop, VIN 8F93W537983
21:47 So What Happened?
24:05 Close-Out
In April of 68 my folks were at our local Mercury dealer in Spencerport NY buying a new 68 Colony Park wagon. I had the fortunate opportunity to sit in a 1968 427 GTE 7.0L Mercury Cougar. While my folks were making the deal with the salesman I was walking through the show room. There sat a new 427 GTE Cougar. Red with black vinyl roof. 3 speed auto. It also had a moon roof which was unique at the time. It was a fully optioned car. After sitting in it for several minutes I had to get out and take a look inside the boiler room. And there it was a 427 engine. It had a chrome air cleaner that had the decal on top of the air cleaner the said 427 Hi Performance Premium fuel. I was foaming at the mouth. Being 17 years old at the time and really into cars it was quite a thrill. Oh how I wanted that car. Rumor has it that a Dr. bought it for his son. Lucky him.
@invoxicated, what a great dealership memory of a rare '68 Mercury Cougar GT-E Hardtop - thank you for sharing! According to the FoMoCo "Dealer Register Book" released on Monday, August 12, 1963, the name of the Mercury dealership in Spencerport, New York was Hart Taylor Motors, Incorporated, and they were located at 386 South Union Street. The Dealer Register Book showed that Hart Taylor Motors sold Fords under dealership number "37C429" and Mercurys and Lincolns under dealership number "31C306". I checked on newspapers.com and confirmed that they were still operating at that same address in 1968.
Thanks for watching, and Happy Holidays, Barry!
Yours in old FoMoCo iron,
Adrian
@@adrianclements8916
Yes Hart Taylor Motors. My Dad worked there as a Mechanic and as service manager from 1955-1963. But he always bought new cars from Hart Taylor in 57,64,68,73 and 76. When he was a mechanic he got to test drive a lot of the hi performance cars of the day when customers brought them in for servicing. One day he came home for lunch with a new Super Charged 57 T-Bird. He took me for the ride of my life. That thing hauled the mail. I worked for another Ford dealer in 69-70. The pinnacle of hi po cars. Lots of Mach 1s Torinos Boss 302s, Cobra Jets and some Shelby's. What a great time inapt history it was. But the time I sat in that 427 Cougar was the cats ass.😎
Being 85 years old & a FORD Fan, I was well aware of this engine. Had one, & I wish I had ordered several of the Blocks with oil gallery drilled out for the Hydraulic lifters. I did order one of these blocks & built a lower compression engine for a Ford F-600 Truck. Much more powerful than the 391 truck engine.
These were VERY COOL for the day......but it is easy to stomp these engines with sbc or sbf engines in modern times. 500 hp on pump gas ain't even hard at all. Modern cylinder heads are a game changer, and the modern heads are what allows us to easily better the old "Hot Motors".
Did you use the old 391 exhaust manifolds?
I loved the picture of Tony's 1968 NOS Ford 427 fender emblems. Those have to be rare!
Thank you! Those are part of my art collection. I need to do a video on the complete collection.
@heartlandfarmer2720, agreed - I was excited to be able to include them in the video. Thanks for watching, and Happy Holidays!
Yours in old FoMoCo iron,
Adrian
@@tonyscarcare5657, excellent idea!
Yours in old FoMoCo iron,
Adrian
I'm SO GLAD you devoted an episode to the story of this engine! It seems that the muscle car hobby (and old car hobby in general) is slowly becoming aware of the actual facts around the use of this engine in 1968, but there is still a lot of misinformation out there. Fun fact, as confirmed by Royce Peterson, the CCOA GT-E Registrar: one white /black vinyl top '68 Cougar was built with the 427 and the AC system less the compressor/underhood parts, as Ford would not install them on the car due to lack of engineering installation guidelines. Royce was able to view the car and original paperwork to confirm these facts. The car still exists, but its owner wishes to remain anonymous. To sum up the car, it's basically a Cougar XR-7 with the 427/C-6 less the GT-E trim.
@DSP1968, thank you - I'm glad that you liked video #15! I am aware of the Cougar you're talking about, as I have Deluxe Marti Reports dated 2011 and 2023, and the car's gate release, in my FoMoCo photo archives.
Yours in old FoMoCo iron,
Adrian
There was a stock factory red over silver 427 GT-E in the Bros. Collection, although not in XR-7 trim.
Absolutely beautiful piece, and with radial tires, if I remember correctly.
Correction: Royce Peterson is the CCOA XR7-G Registrar. Jim Pinkerton, is the CCOA GT-E Registrar.
More GT-E's were built with 427's than 428's.
428's are more rare from a manufacturing standpoint, but intact 427's are probably harder to find nowadays.
@@Johnnycdrums, yes to all three!
Yours in old FoMoCo iron,
Adrian
1968 was one of the last excellent years for the domestic builders.
Love old Ford iron. I was fortunate enough that in 1976 I was helping my cousin do a full brake job on a late 60's Cougar XR7, it was similar to the one in the video, red with the black seats. I do not remember the year though and I believe the engine to have been a 428, again memory issues. I was allowed to take the car on a drive to check out our brake job. Man what a joy it was to drive her, I stood hard on the gas and got a tire chirp shifting from 2 to 3. A great memory from my teens. Personally, I always thought the Cougar was a better looking car than its cousin the Mustang. Thanks for the video, it was a memory jogger.
@sfbfriend, thank you - I'm glad that you enjoyed video #15! Thanks for watching, and Happy Holidays, Daniel.
Yours in old FoMoCo iron,
Adrian
That motor was a monster
$1300 was a steep price for an engine option in those days.Pontiac had a similar pricing option with their RA/IV engine at $1200 over the same 400inch displacement RA/III.I’m sure that these extra costs also limited their marketability.These options amounted to 1/3 of the vehicle in standard trim.
By 68 manufacturers were already striving to produce engines that would be or could be modified to meet the 1970 clean air standards. After which each offered engine must be certified.
Could it be the 427 would've difficult or impossible or not cost effective to modify to meet the upcoming EPA standards where as the 428 had more current engineering toward that ? Just a thought.
Great well researched video. I'm a older well read gear head and I never saw a 68 with a 427 so you really kept me in suspense till the end like a mystery novel.
Lastly I'd love for you to do a video on the 69-70 Boss 302. The street version , why it was produced. Why it is so unique. How it differs from a regular 302.Years back I worked on a race team scca running a Boss 302 Mustang. I have grown weary arguing with young guys whose dads brother in laws uncle ordered one new in his 73 Torino or They special built his Maverick with one. Lol Thanks Adrian. Love your accurate videos
Ha Ha you too huh? I also get fed-up with "those guys"
Thank you Adrian for setting the record straight and you have excorsized a number of myths. My opinion is that the outliers that you find are “crate cars”ordered from Ford Performance and could have been installed in a Ford facility after business hours. Oddly the ones I saw were either 410 hp or 425 solid cam engines. And t the vin was an S, not every one I saw had wide ratio 4 speeds like came on the 390. 2.74 first, as opposed to the 428CJ close ratio 2.32 low. These were in earlier 427cars too. I wonder if they had a back door Ford column, because I would think the owner would want to send the 390 back as a core? Thank you Sir!
I actually owned a Couger GT E 7.0 liter W code . I purchased it used from Bob Estes Lincoln Mercury in Inglewood CA . It was maroon with black interior . I was 19 or 20 years old . I drove it for awhile then installed hedders a 750 dbbl pumper and a slightly larger cam. It took a special cam with groves on the jernels to get oil to the rocker arms. Back then nobody knew what 7.0 liter meant and thought it was a 390 ! I surprised a lot of Chevells and Cameros . I was surprised that it did not have a limited slip differential so wheel spin was an issue . The best I can remember is that it had a 3.50 ratio . Thanks for doing this video , it brought back a lot of memories ! I am 72 years old now and have a 2003 Marauder with 31,000 original miles . Will be subscribing to your channel !…….
@thomasdaum1927, how nice to hear from someone who actually owned a 1968 Mercury Cougar GT-E Hardtop with the W-code 427-4V 390 hp V-8 engine back in the day. I'm so glad that you liked video #15!
Thanks for watching, and Happy Holidays, Thomas!
Yours in old FoMoCo iron,
Adrian
@@adrianclements8916 Thank you for your hard work for us !……
Worked at a muffler shop in Chicago when a fella came in looking for headers for his Cougar. We took a look at called Hedman Headers they offered a flange kit. We installed lakes pipes and fired it up. Sweet noticed the ribs on block behind starter and the side Oiler setup
Hey Adrian. Since this is a dedicated FoMoCo channel, could you do a video on the old Super Duty gas V8s for the big Ford trucks? They were 401, 477, and 534 cu. in. Big beasts!
Not high performance, per se, but built to be run at full power for long periods and haul heavy loads.
The 600 and 650 series(some 700 ) had the 352, 361, and 391 gas, truck only
@BlackPill-pu4vi, that's a great video suggestion, but a tall order as I'm more of a passenger car guy than a truck guy! Thanks for watching, and Happy Holidays!
Yours in old FoMoCo iron,
Adrian
Really good presentation, and theory on the discontinuation. Another thing is that Ford had more exotic engines in the pipeline for 1969-1970, the Boss 429 and even the Boss 302, and later in 1971, the boss 351 and 351C 4V with over 11: 1 compression. Even by 1967, though a great engine, the FE big block Ford was a bit outclassed by newer designs from GM and Chrysler.
I love your deadpan delivery. Too many things are cliche over-produced ad nauseum. At least for my taste. No contradiction, mystery, or data trail of old Fomoco Iron escapes you... 😮
I love those exhaust manifolds! Like factory headers just about. Love your channel my friend. And I’m not even a Ford guy specifically, but I’ve owned many 60’s Fords.
I have only seen one 68 W code in the metal. I was part of the local 60's - early 70's FoMoCo performance owners / enthusiasts back in the 80's. One of the owners had a 70 Boss 302, a 67 GT500 with dual quads & toploader, and a 68 W-code Cougar. I only saw the Cougar once, during the restoration work when it was just a gutted shell and parts scattered all over his shop, but I thought I saw a big spline short shaft toploader sitting near to the GTE's hydraulic cross bolt block, but I couldn't say my memory is sure. I was there bartering / swapping 428 CJ parts and was focused on that. The transmission might have just been there and not from the Cougar. I knew the GTE was rare, but at the time I didn't consider it "special" or any more desirable than a 428 Mach 1. Probably because there was some legendary hardware in that group. One heavy duty mechanic, who I worked with for a few years, used to oval track race a 427 side oiler with the "sidewinder" intake in the late 60's. He exploded it a few times and when I saw it, it had three cylinder sleeves in the block. A close friend had a 69 GT R-code Mustang convertible. There was a 70 Mach 1 428SCJ with only 6000 miles. Another guy has a 68.5 Mustang "Real CJ" (that's what his plate says) - with mostly a 427 in it. My neighbor had a Boss 351 with a nearly Bob Glidden Pro-Stock level engine that to this day is the meanest sounding street driven NA small block anything I've ever heard. About 650 HP with race fuel. For a few years, I worked as a machinist for an engine builder who 1/4 raced a hybrid of 427 and 428 CJ parts in a 69 Mach 1, along with a couple of Boss 302's and varieties of 351 C's. There was another guy, a former Ford sponsored racer, who had shelves full of ultra rare stuff, like NOS sets of 427 low, medium, high riser and tunnel port head castings still in the original boxes, and two complete SOHC engines. He was selling one of the cammers, the worse one that had been run hard in a 1/4 mile race car and needed complete re-machining and assembly - cheap - only asking $50,000 1988 dollars!
"It only takes one Ford to put a hundred Chevys back on the trailer"-Bob Glidden
Boy did he live up to those words
Please make an episode on Ford inline 6 144 170 200 and the 250 this episode is great
Can you tack on the legendary 300 big six as well?? I would love very much to know all the finer, not so well known, details of this wonderful engine.
Sincerely,
A guy who's daily driver is a 1993 F150 with the 4.9l inline six 😉
Excellent deposition testimony.
@SWright1978, thank you - I think? Thanks for watching, and Happy Holidays!
Yours in old FoMoCo iron,
Adrian
Late to party but I also owned a W code GTE cougar, was a std model, not XR-7(the one car I regret selling). I found it on a used car lot about '77, crawled through a puddle of water to verify it had the cross-bolt mains. They were there. Lot wanted the princely sum of $495, talked 'em down to $450. When writing it up salesman said, "you know if you pull that old 390 & install 351, you'll have a nice little car". I just though "man he doesn't have a clue". Up till that time I'd only seen one other and it was a R code with CJ 428. On way home it ran bad, plugs were about half fouled out, anyway wife was behind me in our 428CJ Cobra. She pulls up beside me and wants to race, at 70 or so the Cougar was stuttering so badly I let her go. End right? Noooo, she jams on the brakes and wants another go. This time we got to around 85 before the Cougar was faltering badly. OK it's over(remember this was 55 speed limit). Nope she's on the brakes again. First two runs had mostly cleaned up the plugs & I was determined to stay in it. Fender to fender at 110, she backs off. One of biggest things that changed in '68 was Torino loosing 302 as std and 289 becoming std. The 302 2bbl was still available as option. The 302 4bbl not avail in Torino/Fairlane.
thank you
I think the reason the 427 was discontinued after the strike ended when they realized that they would lose money on selling 427 powered ford fairlanes/torinos/mustangs and mercury montegos because the 427 is a very overbored engine for the block. Where as if they misalign the bores of a 390/428 slightly it's no big deal and the engine will run fine, if they misaligned the 427's block just a hair while boring it out, the block is ruined because the bores are so large. It's why the 427 was pretty much a racing engine before that cost almost half as much as the car it was put in. Having it as a mass production hydraulic cam race engine meant they would have a lot more ruined blocks that cost them money, and they couldn't just tell the customer who ordered say a W Code Mustang GT that they can't build the car, the engine block was ruined while they were building it. The way they designed it the engine could not be cost effective at all. They probably had it available early in the year as a sort of luxury engine to say "Hey, we got the most powerful engine of all that you don't need to adjust the valves on" fully intending to absorb the cost of the messed up engine blocks in return for the prestige.
Goodday Adrian,
Another great video & the information is priceless. You have raised so many questions where to begin but let me give it a go.
I beleive the 390 hp / 427 was to compete against the
Chevrolet L36 390 hp / 427
Oldsmobile W34 390 hp / 455
I believe the public expectations was that manufacturers needed to offer a tamed down version of there legendary 7 litre engine for full size cars.
Chevrolet Impala with a 427
Oldsmobile 88 & 98 with 455
And the hp expectations was just under 400hp.
Ford nailed it with the 427 but cut its life short & it should of been replaced by a 390hp of the 428.
Why only 335 hp in a 428 Cobra Jet yet 360hp in a Police Interceptor 428.
I believe Ford stuffed it up to a degree.
I know the 335hp rating was so Mustang's had Class E drag racing to itself but doesn't do much for Fords Image.
Just my Opinion
Loving your videos keep them coming
Cheers
Louis Kats your number 1 Fan in Melbourne, Australia 🇦🇺 🇺🇸 👍
I don’t recall seeing a single one of these come across the block at Mecum! One would think they’d be highly desirable collector cars.
I think all the reasons you gave for Ford ending the W code are correct but I believe more than anything the better performing and significantly cheaper to manufacture 428 Cobra Jet made the W code pointless..
Cross bolting adds a great deal of cost and the W code wasn't as strong as it should have been...
@2packs4sure, I agree 100%. The 427 was to costly to manufacture when compared with the 428 CJ, so that was the end of the 427. If you haven't done so already, please a) check out my other videos #1 through #15, and b) subscribe so that you can be alerted as each new video is released - there are LOTS more coming! Thank you!
Yours in old FoMoCo iron,
Adrian
@@adrianclements8916 I've been subscribed for years and I watch every video..
Right. Also the larger bore of the 427 really stretched the architecture of the FE block. So the castings had to be perfect. Otherwise the cylinder walls were too thin and the block had to be scrapped. So my guess is that part of the reason it was stillborn in most of the cars was simple engine unavailability of good 427 blocks. The 428 was much, much cheaper to build. Also the entire. FE engine family was scheduled to be phased out and replaced with the 385 family (429 and 460) so it made sense to sunset the 427 program.
Oh yeah,, I forgot about the on the ragged edge bore size.. @@daviddurham4659
I would like to put a Ford 427 side oiler in my 1996 Mustang GT. I wonder how much hp would be possible with billet internals, ported heads with titanium valves, a high lift and duration camshaft, 9.5 to 1 compression ratio, and 15 to 30 pounds of twin twin screw supercharger boost with depending upon street or strip use? I believe 900 to 1500 hp should be possible with the cool factor of an old school engine block and heads. However for detonation and engine wear I would use the two four barrel ported stock 427 side oiler intake manifold with a modern dual Holley throttle body fuel injection system. For the old school cool factor, I would use an old school mag distributor system. An engine like this demands long tube headers with electronic cutouts.
It still seems weird to me they only offered automatics on the 427, but 428 4 spd. no problem.
That being said, I'd still take the W code auto over the 428 CJ with 4 spd.
428 came out in 66', it's crazy they built so few 428 GT-E's.
Nice info, great channel.
Had a 1967 mustang 390 Ford top loader RUG which had a large first second and third gear, that means that you do not have to change a rear end diff gearing,, the large transmission gearing allows you to accelerate quickly,,, this transmission was actually used in early pro stock racing also used in Chevy's at the drag strip. And then lenco offered the widely used pro stock transmission....
Excellent documentary, Thank You! I am curious if you ever heard there was a problem casting the 427 block? Something to do with "core shift". Probably nothing but thought I'd mention it as it has been in my head for a lot of years...Many Thanks again 🙂
@Rick1959, you are most welcome - I'm so glad that you enjoyed video #15! Ford began regular manufacturing of the 427 center oiler cylinder block in early calendar year 1963 to get ready for the February 1963 public introduction. Manufacturing of the 427 side oiler began in early 1965, I believe. So, Ford had years of producing this engine block before the 1968 model year came along, so core shift shouldn't have been an issue by then.
If you haven't done so already, please a) check out my other videos #1 through #15, and b) subscribe so that you can be alerted as each new video is released - there are LOTS more coming! Thank you, Rick.
Yours in old FoMoCo iron,
Adrian
I have read over the years that core shift was an issue with the larger bore FE blocks. The 427 with it's 4.23 bore was supposedly more susceptible to this problem that the smaller bore 428. The 427 block was quite a bit more expensive to manufacture than 428 as well. Thanks Great Video! I love thus Stuff.
Could you Imagine a W-code 427 Mercury Montego police 'Super' Cruiser! Look out GTO's. Ha! 😊
The higher nickel content of the hp 427 block shifted around sometimes when severely overheated, which was common back then. The lower nickel cast iron 428 blocks did not core shift as bad as the hp 427 high nickel blocks. Not all 427 blocks core shifted so the racer would look for "seasons blocks" (used block) with the notion that all engines were overheated at some time, so finding that seasoned block without core shift should help guarantee that rebuilding that block will not core shift in the future if severely overheated when racing.
I think the high cost of scrap produced by the old molds associated with the thin walled FE technology is what really killed it off.
Plus the problems associated with a certain vendors inability to supply the cast iron round tube headers for the 427 (R) + (Q) code engines.
The (W) code 427/390 hp GT-E Cougar was the last hurrah for that wonderfull engine.
Come to find out, their were more 427 GT-E's manufactured than 428 GT-E's.
Imagine a Cougar with only two engine choices, pick one, Yes!
I am reasonably certain the 390 hp rating was more or less accurate for 1968. The 1966-1967 427 engines were most likely underrated at 410 and 425 hp. The solid-tappet mills certainly didn't act like 'only' 400-ish horsepower. My guess was the W-code '66-67 mill was worth at least 450-475, and the R-code likely close to 500. I'll admit I've never driven a '68 427, but the hydraulic tappets would certainly limit RPMs a bit, making the 390-hp rating somewhat believable.
In the end, the 428 was the less expensive option - both on the customer and production/warranty side of things. And when Tasca screwed together their prototype 428CJ.... Yeah, the 427 wasn't really viable anymore. Certainly not in the A-bodies, as the emphasis had shifted toward luxury/quiet in those models, and the 'performance' focus had shifted to the B- and F-bodies.
Your pointing out cost and sound brought back a memory with me. When I was 11 mom ordered her '67 Ford with the 427. We were in the process of moving state to state, and she'd ordered it in the state we were moving to, on a trip there I wasn't a part of at the local dealer. When I found out she hadn't ordered the sweet sounding 428CJ I asked why-those words Cobra Jet sounded special to an 11 year old compared to just 427, and bigger. She said the dealer tried to get her to order that 428 instead due to cost and noise, but she pointed out buying a new car every 2 years her payments were the same whether it was a $5K car or a $3K car. Then she down shifted the ''65 390 and said "noise ain't no problem" nearly floating the valves. Mom had no problem laying posi-trac rubber across intersections for her young son.
I've always heard that the 427R code engines usually dyno'd at closer to 455 HP.
During design, part numbers , last digit indicated if left and right were different. A C9AB 5427846/7. Would be a 69 ford, 4 door sedan, quarter panel, 6 is left, 7 is right. I was a summer inter in the door land quarter panel design and detail group. I logged all the design changes. The part number might be off. Part number change for service and after market. That was 1968.
Another Ford Intermediate change mid-year 1968 was the Torino GT went from standard buckets and console to standard bench seat , likely another cost savings move.
Gotta Love the sixties and early seventies Fords...and to think you can get this kind of HP and Torque out of the latest generation of the 214 cubic inch (3.5L) Ecoboost V6.
@gareynelms6342, the engine technology nowadays is incredible. Thanks for watching, and Happy Holidays, Garey!
Yours in old FoMoCo iron,
Adrian
It has always been my conjecture that the UAW strike had a lot to do with the cancellation of this program. Thanks for the vindication. I also have a theory as to why it appeared only in the Cougar GTE. The strike left them with only 357 engines produced, not enough to effectively offer it in multiple car lines . However, since the Cougar GTE was well publicized as having this engine, they elected to offer it to use up the limited engine supply. What I understand of these engines is that they didn't perform all that great anyway.
The short stroke high revving nature of it made the hydraulic lifters start to float just as it was reaching it's power band. Re the deletion of features. I actually had been aware of this for many years. One of my friends parents had an early '68 Galaxie 500, and I swear it had 302 fender emblems (same rectangle style as the 390-428 ones). Tony Lawler told me that no such emblem is listed in is parts books. Was it my imagination? I could have sworn.
Interesting comment about the fender badge. I to in my younger days early 80's was looking through a local junk yard for some parts for my 68 wagon. I spotted another wagon with 429 badge in the same style as the 390 type on my 68 wagon. To this day I still wonder was I just seeing things that weren't there?
If it was a '68 it should have read 428. The faunt style made it easy to misread.@@madisonbusman7688
R 628 ...............had a friend special order a calipso orange montego with a 427 in 68 and just as you said the strike messed up the order , he tried waiting it out ............but had to get it with a 390 GT engine .
Engines were produced on a as needed basis, there wasn't 357 W code 427 setting in a corner. If the cars were selling, they'd have built 1000 or more.
In middish '70s I saw a '68 GT Torino with 427 badges. I asked if it had the 427, nope same story, found emblems at junk yard.
What about the drag Pack Fairlane & Galixe 64-68?
Friend had a 68 cougar xr7 gte with the 427 - we slipped some headers on it and took many drag bets - all with the single action rear and c6 tranny
@kitwalker520, I bet you did! If you haven't done so already, please a) check out my other videos #1 through #15, and b) subscribe so that you can be alerted as each new video is released - there are LOTS more coming! Thank you, Kit.
Yours in old FoMoCo iron,
Adrian
Does anyone know what the Mecum Cougar GTE sold for?
Very informative
The only thing zi would add is tahat Ford 4427 cross bolted main side oiler came in 3 conversions generically. High riser medium rider and low riser.
The cross bolted 427 block also accepted the cammer snd tunnel port heads. No Ford production car ever came off the production line with either of these hesds to the best of my knowledge..
No Ford product ever sas mass produced with the high riser heads eith e r excep t ing for around 112 zthunderbolts which all used these heads alongvwith the 2x4. B b l intake unique to these heads.
24:08 .
The Cougar besides the differences described in the 410 hp 427 and the 390 hp cars used low riser heads and a low riser intakr manifold.
Previous 427 zw Code csrs used the medium riser heads and int a ke.
The l o w riser top end was less duited to operation above 5500 f ue to t h e hydra8lic cam and auto trans. The W code 410 hp engine withthe solid lifters used a smaller valve size int as ke and head to ensble full power to come in at over 6000 rpm. Becsuse of the hotter cam it was notas zi recsll ever offered with an auto transmission.
All of the 427 high hp engines were not psrticularly streetable. They liked an octane of more than 103 consumed fuel and tendef to foul plugs. They ttypivally had limited or no warranties. They were also in the time period they werexavailable oin the lighter zford csrs very fast.
One reason thst zford backedcaway from offering thec437 po tiser was perhaps the different exhsust msnifolds required to fit the vsried engine bsy dimensions. Becsuse of the zford front suspension on its poney and intermediate csrs fitting SNY Fe motor in A y of them was tight.
Hence the super efvicient echsusts required st the least shock tower mods. And servicing the plugs was
...difficult.
I owned a 68 Shelby GT 800 with a 427 that was dealer installed the original buyer of it ordered a 427 and they got discontinued and it arrived with a 428 CJ, he refused it saying if it dont have a 427 give my deposit back, the Dealer couldnt get a new complete 427 So they ordered a genuine NASCAR 427 short block, put the 428 heads intake, valve covers, and was badged as a 428 but the three bolts above the oil pan rail gave it away. Wish I had kept that car,.
@dennislaws5187, wow - I bet you do wish you had kept that car! If you haven't done so already, please a) check out my other videos #1 through #15, and b) subscribe so that you can be alerted as each new video is released - there are LOTS more coming! Thank you, Dennis.
Yours in old FoMoCo iron,
Adrian
WOW !! a forgotton Memory,, jolted back into my head !!
Back when I was 16, in Eugene, Oregon, I met a Man, who showed me his 1968 GT500KR,
that he bought new- and Demanded a 427 installed. I was in awe, it was barely driven,mint. red w/ white stripes...
In 68 I saw a lot of 390`s, 428`s and 429`s in Fords but never a 427.The adds might have been wrong or the Ford literature might have been premature and they changed their minds.
👍
I had a 67 ford truck stamp on the back 427 no number on the front of motor
My thought is that Ford decided to replace the 427 with the new 428CJ and simply stopped building 427s as the 428CJ was basically equivalent (the 335 HP rating was a sop to the insurance companies and a bad joke, it made somewhere in the area of 400. People should stop using that 335 number). If the 428CJ is basically equivalent to the 427 and vanilla 428s are already being built thus making the 428CJ easier and cheaper to produce, why build more 427s? The remaining ones left over went to the Cougars.
@bill5982, I agree - the R-code 428 Cobra Jet Ram Air engine that was introduced to the buying public on April 1, 1968 rendered the W-code 427-4V engine unwanted due to excessive manufacturing costs. I still find it very unusual that ZERO 427-4V Fords, Fairlanes, Mustangs, and Montegos were built between the start of 1968 model year production in late August 1967 and the decision to make that engine unavailable in these car lines on December 12, 1967.
If you haven't done so already, please a) check out my other videos #1 through #14, and b) subscribe so that you can be alerted as each new video is released - there are LOTS more coming! Thank you, Bill.
Yours in old FoMoCo iron,
Adrian
I guess I was mistaken.
I thought the 427/410 (single 4 bl.) was designated (Q) code.
Didn't know there were two distictly different (W) code 427's.
What is the block # on a 64-65 427 block? One of mine is a SOHC engine?
Could someone answer why Ford only offered the 427 with a automatic transmission and not a 4-speed transmission? My brother was all set to buy a Cougar GT-E with the 427 until he found out it only came with the Cruise O Matic transmission. He bought a Cougar 390 GT XR7 with a 4-speed instead.
I REALLY like FEs...except for the split head/intake manifold thingy with the valve covers ...that was NOT one of Ford's Better ideas...cork gaskets work the best, btw. Fel-Pro 1632
So why did the hemi pass emissions fast 429 pass emissions?
The 427 was never put into the Mustang, I had a friend Order the 390 hp 427 when the car was received it cane with a 437 super cobra Jet! He was totally pissed off. Ford Contacted him and informed him that do to cost teh 427 was never sold in a mustang, It was replaced by teh Cobra jet or Super cobra jet. The 427 was sold in Cougars but not the Mustang.
The 427 was listed on the option list but was never sold in a car.
So, for 1968, one could order a 427, a 428 or a 429!
@nilla003, correct - though these three engines were not all available in one FoMoCo 1968 vehicle line. If you haven't done so already, please a) check out my other videos #1 through #15, and b) subscribe so that you can be alerted as each new video is released - there are LOTS more coming! Thank you!
Yours in old FoMoCo iron,
Adrian
The 427 was detuned for 1968.
Bucket seats and console in full size XLs and a 6 cylinder became standard in these models as well, wonder how many people actually ordered let's say a 68 Torino with the W code 427 an was contacted at a later date saying your car won't be built between September and November 1967.
@ericheld4382, you are correct - those downgrades in the 1968 Ford XL were part of the post-strike changes in FoMoCo's product lineup. Your question about canceled orders is a good one.
Yours in old FoMoCo iron,
Adrian
@@adrianclements8916 my 67 XL 7 Litre sports package convertible was originally ordered twice equipped as it is excpet as a R code 427 425hp engine, since I bought it from the original owner he told me his wife went ape shit over how much it was gonna cost and still didn't have power steering like the R code 65 Galaxie 500 XL it was replacing.
@@ericheld4382, I remember you telling me that when we entered your car in the 1967 Ford Full-Size Registry!
Yours in old FoMoCo iron,
Adrian
@@adrianclements8916 that was 19 years ago this month! Bought 11/4/2004
I'm gonna get it running again and drive it as it is since it seem that rusty barn find is the thing, but I've got everything needed to do a frame off restoration other then a place to take two cars apart, it'll be restored to the Marti report excpet I've added a parking brake warning light and a 3.50 limited slip diff, in lieu of the Am/Stereosonic I'm going to add a Am/Fm radio and the rare stereo multiplex unit and maybe SelectAire since I have extensive rust in the cowl and the firewall needs removed to repair.
I never understood ford's need for a 427, 428, and 429 or the real differences in the three. I'm a chevy guy and well versed in the chevy, pontiac buick and Olds offerings during the same time frame
The 427 and 428 were FE series engines. The 429 was a 385 series engine and was completely different. 429 and 460 were 385 series engines
@@michaelbower2117 thanks man
@chuckwhitson654, in addition to the good information provided by @michaelbower2117 below, I will only add that the 428 was a small bore / long stroke engine initially designed to power regular passenger cars, while the 427 was a large bore / short stroke engine that produced gobs of high-rev horsepower.
Thanks for watching, and Happy Holidays, Chuck.
Yours in old FoMoCo iron,
Adrian
I don't know if this is accurate because there are so many stories, but back in the day my local Ford dealer told me that these W code 427 engines were available only in cars that were produced before January 1 of 1968 because of stricter emissions standards that took effect for 1968. Has anyone else heard that?
All of Fords performance engines with Holley carb used a smog pump. Other than the block & bore/stroke, there was very little difference in the '68 427 & the 428CJ.
@heartlandfarmer2720, this is not true. I have photos of and/or Marti Reports for a total of fourteen 1968 Cougar GT-E Hardtops with the W-code 427-4V 390 hp V-8 engine, and the EARLIEST one of those 14 was scheduled to be built on Thursday, January 25, 1968.
Yours in old FoMoCo iron,
Adrian
About 6.55 minutes in you say that image being a 410hp but it's not, as evidenced by the vacuum advance distributor.
@tomp1612, thank you for seeing this and commenting! You are correct - I missed the detail of the vacuum advance on the distributor which definitely means the engine photo is NOT the 1967 W-code 427-4V 410 hp V-8 engine. Does the engine have the Fairlane 427 manifolds because they were used on early 1968 Mercury Cougar GT-Es, or is it simply an early mock-up engine made before the actual 1968 W-code exhaust manifolds had been designed?
Thanks for watching, and Happy Holidays, Tom!
Yours in old FoMoCo iron,
Adrian
@@adrianclements8916 I would say it is the 68 Fairlane/Montego 427.
My dads farmer buddy had one in the barn. Original 68 427 1x4 cougar. That man hanged himself in that barn. He had no children. Don’t know what happened to it. It was flawless
So was it also an FE ?
@crippleguy415, yes - the 1968 W-code 427-4V 390 hp V-8 was an FE engine. Thanks for watching, and Happy Holidays!
Yours in old FoMoCo iron,
Adrian
For the algorithms
AC ...............did they have low riser heads or medium risers ??????
Low Riser heads with provisions for the Thermactor ports.
@dannycalley7777, as @johnjohnson7633, stated below, the 1968 Mercury Cougar GT-E Hardtop W-code 427-4V 390 hp V-8 engine used low riser heads that were almost identical to the 1968-70 428 Cobra Jet heads. Thanks for watching, and Happy Holidays, Danny!
Yours in old FoMoCo iron,
Adrian
i would give my left leg for a 68 Cougar GTE "427"......
@tonychavez2083, you and me both! If you haven't done so already, please a) check out my other videos #1 through #15, and b) subscribe so that you can be alerted as each new video is released - there are LOTS more coming! Thank you, Tony.
Yours in old FoMoCo iron,
Adrian
Got a rust free 67 cougar here in California with a 428 I put in , in 1980, still own the car
Should have made all the paperwork visible instead of out of focus. Why show it if we cannot read it. Go figure
So the conclusion is that the 427 W motor was available in the 68 Mustang. Did they ever build one?
@timmccreery6597, that is NOT the conclusion from this video. The 1968 W-code 427-4V 390 hp V-8 engine was ONLY installed in some of the 1968 Mercury Cougar GT-E Hardtops produced - no Mustangs. Thanks for watching, and Happy Holidays, Jim!
Yours in old FoMoCo iron,
Adrian
The cougar cost more than the mustang. The cougar was marketed to mature group, not the youth.
An old man with money could buy a cougar, which is more comfortable and smoother and quiet ride than a mustang and probably have a faster car to beat the young punks of the day.
Not everyone was a hippie back then.
Well, this video just kept repeating the same blow the facts over and over and over again but we really didn’t get an answer just speculation. Why didn’t Ford offer it more OK the strike blame the union, but I was hoping you would have more insight. Why the hell this real engine wasn’t pushed to the public morethat was very discouraging
@stevo196two9, I'm sorry that you didn't like video #15. I was not blaming the union, but the facts show that many production cost-cutting measures were put in place after the strike to try and recoup some of the lost profits. Cost may have been the biggest factor against the 1968 427-4V engine being installed in any 1968 Ford, Fairlane, Mustang, or Montego vehicles.
Yours in old FoMoCo iron,
Adrian
I can't believe I'm saying this but .... There is tmi here. I don't care what the part numbers of the emblems are or the fomoco page numbers section numbers and all that. There is A LOT of repetition here. Yu could have said the gate had different emblems and there rest did not. In 10 seconds not 10 ?minutes. I did like the pictures but I just can't make it through this. I had a 71 mustang Mach 1 that I was told when reading the vin had a 427 428 or429, 4 speed 9 in rear with 4:11. I just wanted to see what it would have looked like and what it was as opposed to the poopy Grenada 302 c6. It still had the rear end. But IT FELL OFF THE CAR AND PASSED ME WHEN I HIT THE TREE. The car was the most beautiful unreliable and uncomfortable car I've had. I ONLY LIKED LOOKING AT IT.
427, 406 was over rated. i know in racing they destroked the engines some with the 352 crank so the engines did not pop at high rpms. i got a old pikes peak engine in my living room what was done that way. just saying.
yeah right ford never won any races with the 427. NOT.
I believe a 427 block with 361 (forged crank in industrial engines and 2-ton trucks) were used in NASCAR short tracks so they could run less weight. That's why some Fords had 396ci on the hood. Chrysler's could be seen with 404ci on the hood, same reason.
Could also be the 1968 Federal Clean Air Act. Maybe the 427 engine couldn't meet the emissions standards
@Airwolf1971, perhaps, but they did build 357 Cougar GT-Es and Cougar XR-7 GT-Es during the 1968 model year. If you haven't done so already, please a) check out my other videos #1 through #14, and b) subscribe so that you can be alerted as each new video is released - there are LOTS more coming! Thank you!
Yours in old FoMoCo iron,
Adrian
My understanding is Ford could not make the W code 427 meat emissions standards in a manual transmission form. remember a Manual transmission engine was carbureted differently them the same engine size with an automatic transmission.
I had always heard the 427 hyd.cam was a paper engine option to make it legal for Super stock where any cam was allowed
How much is that motor worth?