1967 Ford 427 Dyno Room Diagnosis - Will It Hold?
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- čas přidán 6. 12. 2020
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Never trust a "built" engine that someone else put together.
Thanks Nick.
yeah, I've gotten burned before and now I won't buy a vehicle with a rebuilt engine in it unless I know exactly who built it and have some kind of receipts. Also people need to know what they're doing when they build an FE
Unfortunately.... IMO, an FE build of this nature just doesn't make diddly for power anyway ?
Too bad it's been so problematic and expensive obviously, as again here IMO... the HP per $ spent is going to be very disappointing.
The learning curve here being.... "Never buy an Engine "pre-built" without proof of a patent product by it being DYNO'd and PROVEN before any money changes hands" !
GOOD Shops.... don't Machine/Build/Assemble an Engine..... let be let any Engine LEAVE.... until that Engine is proven on the Dyno, in the customers presence... to the customers satisfaction... NO EXCEPTIONS !
@@dirtlump A crate engine would have been a better choice.
@@garymckee8857 Sure.... just as long as that "Crate Engine" is DYNO'd and PROVEN before any Money exchanges hands !
Otherwise..... no guarantee it ain't just more headaches same as the current P.O.S. !
@@dirtlump I was referring to a factory crate but sometimes even those are POS.
I love that this man is old school, do what need to be done.
You have the wrong rocker arms you got solid cam rocker arms on a hydraulic engine
@@kirksmith8676 Block is not made for hydraulics, hence big problem. Also, you can run adjustables on hydraulic cams all day long. Allows pre-load of your choice and a slightly better ratio.
It's a hydraulic lifter block. But, my guess is the lifters (available now) were SBF ones, with a different oil band location so they leaked. And, if they had the usual .125 higher pushrod seat than an FE, the adjusters had to be backed way out, and hit the valve cover breather.
@@thegdfp6447 How do you know it's a juice block?
@@413x398 look at the plugs in the lifter valley. Those bosses are not drilled in top-oiler solid lifter blocks.
I ran a 427 medium riser Ford engine back in the mid 70's. This 427 in the video should have medium riser heads with fully machined combustion chambers, huge intake ports, a tunnel wedge intake manifold, 2 x 4's and sodium filled exhaust valves. Which break a a drop of the hat. Solid lifter cam as stated here numerous times and pop up pistons. Mine had 12.5:1 compression. Tons of power. The heads on the video engine are killing it.
Exactly.
Yep. But the Tunnel port was a different motor.
The dude should had ran the lash down to begin with until it opened the valves slightly then backed off to get his lash. At least 1 of 16 your telling me he didn’t accidentally do that and realize then these were hydraulic lifters? I’m amazed of how much money ppl get paid to fk things up lol
If I remember correctly, the early center oiled 427 FE blocks were not made for hydraulic lifters unless the builder had them altered for the oil passages. Nick didn't say if they had that machining done for the hydraulic lifters. Besides, I love the sound of a nicely adjusted set of solid lifters; they add to the 427 mystique. The 428 heads are junk compared to the 427 heads.
The 428 CJ heads were very similar to last year 427 low riser heads for cars like Cougar. You are right though, medium riser 427 heads were great compared to the low riser heads.
"It's alive." Frankenford lives thanks to Dr Nick. Your worst nightmare is about to hit the streets.
I'm so intrigued 🤔
It’s a privilege to watch Nick ‘the professor’ at work, and with George filming we get to see everything that Nick’s sees - and hears!
A nice touch is watching Nick checking things over from one side of the engine to the other ( he figured out the valve cover interference right away) and as he is doing this Nick takes his microphone right along with him and we get to hear what he hears! Excellent! You have to come to Nick's Garage for this!
Seeing a seasoned old timer run around checking everything frantically makes me feel normal! I always get that way during a cam break-in. Squeezing ass the whole time haha! Great job Nick.
Respect
Thats why I wont use flat tappet cams anymore. Rollers for everything..
I really appreciate how Nick tells it like it is, and he speaks from experience. I think he is one of the most honest builders out there. I've got a good shop where my car has been worked on, but if I lived close to Montreal, Nick would be the one! Thanks so much for putting out these videos!
I only wish he could be a little more concise. Eight minutes in and he's said the same thing three times. I can't justify another 35 minutes. Which is a shame, because I would like to know how things turned out.
Dude you got to be kidding unbelievable the antics in that DYNAMOMETER room a bunch of rookie mistakes going on at this place hearts believe how successful some of these shops can become when your customers don't know what they're looking at any song and dances is entertaining old Nicki boy is one helluva businessman
You could see the worrisome on Nick's face he's like man please don't plow up
Rockers hitting the covers still sounds better than the Mariah Carey Christmas music.
She's right up there with a rod knock on 3 cylinders...
HAHAHAHAHA...SHE WAS SO BEAUTIFUL WHEN SHE STARTED...ALL THESE ATTEMPTS TO SING ALL OVER THE SCALES HAS WRECKED HER GOD GIVEN TALENTED VOICE....A. IT TOO MUCH ATTEMPTING TO BE GREATER OR BETTER OR DIFFERENT THAN OTHERS...OH WELL...JUST LISTENING FOR IT...
@@kramnull8962 hj
Lmao! Omg hysterical! thanks
1:01 blocks still have 352" cast into them...
It's like a Charlie Brown special, the saddest 427 ever....
Some engines put up a fight....this is one of them.
We never got the straight story about what was wrong with the lifters... block oil holes plugged? Bearing oil holes not lined up? Lifter put together wrong? Oil plug left out or screwed in too deep? Something embarrassing?
Some fe engines were solid lifter from factory and were never drilled for hydraulic lifter oil
@@shaunjohnson9827 - Yeah, Ford was way late going to hydraulic lifters... and even had 6 volt instrument panels until 1965...
Love the videos where things don't go perfect. We all learn a lot from them. Keep it real.
That is ameture. terrible. Holy crap that was bad
My dad and I smoked a cam on a fresh 460 Ford because the rockers hit the cheap Ebay special valve covers. We never made that mistake every again.
NOT a coincidence front lifters puyshing against the cover. I would not run it / rev! it with the rocker hits. The cam is pushing .5 inch and the cover is stopping it - only a hydraulic lifter would keep from destroying the cam lobe. A solid - goodbye. The hydraulic lifter would be fucked from this.
@@joepimental6938 The interference problem was at the rear on the passenger side, but the collapsed lifter is at the very front, and the rocker wasn't hitting anything there, the inside of the cover looked fine at the front of the engine on that side. If it was mine it would come off the dyno, I'd pull the galley plugs out of the back of the block and then pull the rocker train off both sides, pull the intake and all the lifters and run a wire or blow thru the lifter bore holes to make sure they were all clear and then put in a new set of lifters and put it back together with some valve covers that clear and dyno it again. Whew..they all don't just snap together, some you have to work at, ANY brand.
Something to see Nick putting his hands on the engine to evaluate its running. Maestro!
He should've shut it down soon as he heard the noise couldve be been bad to keep running it
What we all know is when this engine is fired up in the 67 Mustang, it's going to be right. Nick, we all have our utmost confidence in you. God Bless.
I would not have him touch my Ford.
This guy Nick is a Hack. I wouldn’t have him work in anything of mine.
Never change Nick, love how you aren’t completely to 1 single brand and can do a 427 and the next day do a 426
Needs the old "Pentroof" 427 valve-covers...in chrome of course.
Yeah, where'd they come up with those square tops
@@johnvoss5317 Those are either Mr. Gasket or Cal Chrome, my best guess. I sold a lot of them from '78-'88.
Even the stock valve covers from a '65-'66 352 either painted or chromed look better than these, but I sold a lot of them.
The valve cover clearance issue is actually the very least of this engine's issues.
Yep!
Why use those boring valve covers that look like a BB Chevy on your FORD 427 FE....jeez.
Chrome pentroof FTW.
Thanks for finishing that up , I thought you were going to leave us hanging for a minute. 👍
That lifter closed solid at start-up when the rocker hit the valve cover.
Yep. Could re purpose the cheap valve covers by cutting them open along top,front and rear edges and bending them open. Did that to a pair for a SBF valve covers I pulled out of my junk pile.
I had to straighten out some questionable valve geometry . Was able to run the engine without flinging oil all over the inner fenders that way. When I got to work on it it was already assembled and in the car.
Customer claimed it was a "Mexican" 302 block (did not research the block). Had ported 351 heads with 289 crank and rods, roller cam and rockers .020 overbore,fully balanced. all ARP fasteners, and geared cam drive. I had talked him through the build and everything was assembled correctly , Somewhere within this Frankenstein's creation the new push rods were ordered too short and installed valve stem height was a little too tall to work right. Failed to calculate for the push rod guide plates I guess.
Fix was: Double row roller timing chain ( Because the gear drive was just a stupid noise maker and I refused to touch the engine as long as it was on there.) longer push rods to get the sweep of the rollers centered on the valve stems. Set the valves like doing an old school small block Chevy.( the cut open valve covers worked great for that.)
Turned out to be a very rev happy small block Ford.
Best part is he ran it for 20mins and revved up and down knowing it was hitting. This guy doesn't seem legit
That's what I was thinking. Then when I saw the valve cover I said that's what I know 🤠
@@Drpapo1 Ain't very bright to keep running an engine when you know something is definitely wrong with it. Shut it down, fix the problem, try again.
@@Drpapo1 I kinda tripped on that too, lol what about shavings?
I had an old Yamaha Virago 750 cc motorcycle that the starter and drive was screwed up, a bad design flaw caused them to sound like a rock crushing machine and when I pulled a side cover off the bike one time I saw it had a magnet to catch metal shavings and it was so full of shavings it looked like a porcupine! I imagined that except without a magnet to catch it all.
For those who say "sleeve it back to stock" - 427 FEs are very thin wall to start, and if you sleeve adjacent cylinders the block will split at the deck. Ask anyone who builds FEs. Generally NOT recommended to bore a 427 as they are already close to the limit, and if you must, only the minimum to clean up what must be fixed.
It is important to understand the 427 FE was a racing engine, not intended for high mileage.
Exactly. Those engines were pretty much already at max bore to be safe. I wouldn't bother trying to sleeve all 8 holes. I would be EXPENSIVE, and you'd end up with not much left for block strength. I'd bite the bullet, and find a new block.
Casting techniques at the time limited production of 427 blocks. Ford had too many rejects. So thats why they switched to the 428 block. For the doubters on how powerful these engines were just remember- the movie wasnt called Chevrolet vs Ferrari! These engines dominated drag racing in their day. I will forever have a soft spot in my heart for Ford FE engines.
That was why Ford introduced the 428 in 1966 with a smaller bore and a longer stroke to come up with about the same displacement for a much lower cost.
Why a lot of folks swapped in a 428 after scattering the stock 427… not enough meat on the bone to fix.
They also tend to run through head gaskets with sleeves. Best way to go with building one is to find blocks that were rejected for some kind of casting imperfection that is minimal enough to me machined or repaired or a new old stock block.
I am officially renaming this day of the week "Nickday"! Best day of the week!
I hope I'm not the first or one of the only viewers to give a huge thumbs up 👍🏼 to George for all of his absolutely magnificent production work on Nick's Garage. I sincerely mean that George. I'm sure that it's hard enough to shoot the content, edit, add your voice-overs, and musical score. But it's obvious that you take it a step further, and it shows. Nick's content is entertaining and informative to us gearheads as it is. Because of your extraordinary talents George, Nick's Garage is show quality content, worthy of special recognition. Bravo George! Bien joué. J'apprécie à la fois votre talent et votre engagement envers votre métier. Merci.
Really Nick? The orange Fram Filter?
Lmao
NICK IS OLD SCHOOL HE IS THE BEST KEEP UP THE GOOD WORK YOU HAVE A GREAT SHOW.
Im an FE guy and i would have walked from that block
It probably came from marine application, I've seen them in cabin crusiers.
At least it wasn't a 427 R that they butchered.
These are medium block engines and not meant to be overbored.
The owner should have went the extra with the 427 and sleeved it back to stock. Do it right the first time and be done.
My first thought too.
My first thought also
Putting sleeves in all 8 would be a little expensive (!). There has to be a better core to use than this turd. If you are spending a lot for a "rebuilt" engine, you had better be able to take off the valve covers and pan to at least have a look inside. If the owner won't let you, pass on it. Ask for receipts too. I got burned with a stock used SB Chev. It was supposed to be a 305--it was a 350 (Good). However, the block was cracked in the lifter valley (Bad). Didn't make enough selling parts from it to cover the original cost.
I wondered why he simply didn’t do that too?
In fact....machining all 8 for sleeves would require removing so much of the block that it would effectively weaken the block even more....as the replacement sleeves are just press-fit....and do not return the bock to it's former strength..." sleeving it back to stock' is impossible as in stock form there are no sleeves....that being said...some strength can be added after a 40 over machining by partially filling the block with HARD BLOK WATER JACKET FILLER is a specially formulated, cement-based product with refined, size-graded iron particles combined at an optimum ratio to provide maximum strength, vibration dampening, and heat dissipation required in high performance race engines. Its coefficient of thermal expansion is identical to cast iron engine blocks.....just saying
This guy Nick seems like an engine master, just in touch with the whole thing.
Best engine restorer on earth right here yall. Getting harder and harder to find a builder with Nicks experience and craftsmanship. Hope to let him look at my engine someday
That engine will need a very reliable cool system.
My brother has a few sets of factory cast iron headers for that engine. He has 2 or 3 complete 427 dual 4’s engines. One in a 63 1/2 Galaxy 500 XL. Bad ass engine and gobs of torque
Seeing nick at work takes me back to the brainstorming my dad and his buddies would do over old chevelles. Love seeing him test and tune🥇💥
With each video Nick puts out I'm learning more and more. Thank you.
We thought of going 8 sleeves, machine work and 8 new pistons. Way over budget. My client wanted a true blue 427 Ford Block. After all, days later my client and I had put it to the pace and also ran it it a few times at 210 degrees F and had no issues.
Great job nick
Definitely a rare block didn’t see em much back in the early 80’s maybe in a Galaxy 67’ with a 427 badge different badge that 427 dual quad
Excellent educational video as usual from Nick and George.
✌🏼🤘🏻✊🏽💯
You still ROCK
@@Hanzyscure BIG TIME
Get rid of those chinese valve covers
@@judythomas2939 ; My good friend told me Comp Cams are also from China.
Lets not bring nationalities into Nicks Garage.... after all he's got flags from everywhere hanging around.
Plus, the notion that everything from China is poor quality is simply silly.
Recently, I had to replace the water pump on my LS1... My mechanic purchased a USA made item that turned out to be out of round, unbalanced and did not come with a thermostat... the only other one available due to Covid shipping issues was a cheap Chinese brand, which came with a better finish, perfectly round and balanced, and had the thermostat included.
In this case, Chinese made was better than USA made.... and you don't have to tell me how surprised I was, as I said initially to him that I would prefer the USA made item even though it was twice the price.
A little history... When I was a kid, everything from Japan was called "Jap Crap"... I'm not sure anyone would now call items made in Japan that as we all know, Japanese products are generally high quality.
Don't get me started gm stuff IS china stuff...all junk
@@FalconXE302
Have you ever tried Dollarama's can opener?
@@FalconXE302 Miniature toys, windups, stereo components from Japan are treasured. All my HiFi is Japan made.
Always trust Dr.Nick, the man is a walking talking engine encyclopedia. He's probably forgotten more about engines than I've learned in my lifetime.
I quit turning wrenches after 16 years behind a string of stories like this. Not to mention $600/week tool bill.
Nick, thanks for having this filmed. Very interesting watching a master at work!
He's bound and determined to keep that thing running for 20 minutes isn't he
Hello Nick can’t wait to see this like always love your program very knowledgeable and I’m learning quite a bit as I watch how you deal with these issues thank you Nick well I’ll sit back and watch!
bought a pair of does same covers for my fe. what a pain they are. no baffles in mine. carfull when adding oil. cuz oil winds up in da cylinder good job dr nick,,
Rule of thumb NEVER trust the word of a seller, IMO ,but Dr Nick is in the emergency Room👍
Well, that had me on the edge of my seat right until the end! Fabulous to see an old Ford on the dyno for a change and delighted to see it was all good in the end. I'd love to see that engine installed in your customer's Mustang!
Most honest builder I've seen.
This is why I like crate engines..a lot less head scratchin
Honestly might be more money but it's worth it.
Not all crate engines are quality products!
Thx for the great videos, your videos are not "sugar" coated, you show us the real world, with all your experience and knowledge things can still be a challenge, your determination to try to make it work despite budgetary restraints is encouraging
I remember rebuilding one or two in my early years and they had solid lifters that’s why they have adjustable rockers .
Thats right. A true 427 ford does not even have the oil passages drilled out for hydraulic lifters. From all of the 427 FE blocks I have seen. If I recall, he said it was not a cross bolt block.
You reminded me of a conductor of a symphony orchestra, the way you moved around constantly checking vibrations and noises, well trained ears for anything out of the ordinary, during the crucial break in period, thanks for the good video.
Nick, I hate to say it but somebody seen this guy coming!!!
I was just thinking the same, owing to the other 'work' that was done expect a few surprises !
..and going.
That happened to me as well i got aponti 455 rebuilt .real dog
P.T. Barnum of Ford used engines.
Thank the Lord for the Big Block Ford.
Just what a 67 Mustang needs.
@@PatrickScottlxw Pat Ford made 427's as well
@@Scalihoo only 427 ik of is a stroker 351w maybe the people I was around called the 427 a 428/429 no knowing hard to say
@@PatrickScottlxw Ford made a 427 a center oiler & side oiler & the Shelby Cobra original from Carol Shelby were 427 big block Ford's . I worked for a guy who had a 53 ft semi trailer that was filled back to front with old rare engines he & the rest of our workers rebuilt them to new & one was a Ford 427 side oiler as well as a 392 Chrysler Hemi & a 50s Hudson Hornet twin HH power 6 engine as well as bunch of others stored in the trailer all rebuilt & detailed like they came off the show room. He had so many engines for a while he didn't have the room to store them all & had to use the trailer for a while until the new shop was built . He specializes in transmission rebuilding & makes flywheels & adapter plates to fit modern GM 700/R4s behind old engines for guys who want to upgrade to a modern more efficient trans that get better fuel economy & are more reliable because some of the older automatic or fluid drive transmissions are hard to even get rebuild kits for them or they just aren't very reliable . The shop is called Bendtsens transmission rebuilding in or was in Ham lake Minnesota . He has his own machine shop to use to make the parts to do these swaps & he used to have us also make flywheels & floor shifters as well that were custom made in house for different applications .
@@PatrickScottlxw just because you don’t know of one doesn’t mean they don’t exist. Do a little research on the legendary ford engine that spanked Ferrari’s best V-12’s at Le Mans.
After further viewing, Nick answered my question! You are a true magician Nick!
At age 15 I moved into my Uncles home in Coldwater canyon in the 90210 post office they call it, my Uncle was an actor and he ha d a car in his garage that I thought was a home made monster Austin Healy with a Rat motor, but no to my amazement it was a Ford! He took me for a ride and scared the daylights out of me, that car was brutal and terrifying! all aluminum it was a real 1967 AC Cobra 427, My Uncles best buddy another actor Reid Smith had one and their buddy Jim Levitz of Levitz furniture, he had an SC.
Nick I'm surprised you ran it that long with the noise even tho you thought it was the valve cover. Especially with internal baffles, they can snap off, there only spot welded. Could have caused more problems if small metal pieces got into the motor. Just my opinion, I would have shut it down.
The size of that gouge on the underside of the valve covers looked scary. Metal banging away on metal, that sure didn't sound healthy.
There was just to much wrong with the motor from the start, then a noise at breaking in the cam. The cam itself could have wiped out along with rockers and down the line. This history on this motor alone would have got everything new after finding used bearings and unbalanced lower end. I'm not even happy with min linear thicknesses in the cylinders, you know he will plant his foot down once that motor gets installed, that cylinder will crack.
So nick, do you like Fords lol
@@dwtees read what I wrote about metal getting in the valve train or pan. Your going to tell all viewers that it's not possible for that to happen? Tells me your a back yard duct tape guy. You could only dream what I built. I usually don't smack on people like you just did, but you deserve it.
@@dwtees when you have a rocker rubbing up on a baffle, it will shave it down. Why you keep saying about metal making its way into the oil Pan? You have valve springs in that motor? You have keepers on the retainers? What would happen if a piece of metal lodged into the spring? Your on your way to drop a valve. You mention a socket you left or somehow ended up in your motor, a socket has weight to it. I doubt it would be sucked up against the oil screen, only small pieces make it through. It's not going to float like shavings or pieces small enough to float. I'm not sure of your age, but I built 440's 426's besides over a ton of chevy small block and big block motors my entire life, been building since 1972. For you to start your wise ass comments in my post was uncalled for. I emphasized it was only my opinion at the end of the post, and you have to pop in and say " I don't know about motors " I'm still racing and build my motors. I also built many for drag boats. I'm not here to give you my resume, but I'm sure If you look hard enough you might apologize. You will find us in a few Hot Rod Mags. If it wasn't for my partner to pass, I would still be building for others. I had my own shop, but everyone has to retire one day, but I still race. Quit criticizing everyone's comments and just give opinions instead Mr Garlits.
Back in the day when I was helping a mechanic, he had valve covers
cut out so he could see that the lifters were oiling and could adjust valve lash while running
I do that too
Many did that on SBC engines & they used to sell lash caps that would direct the oil back towards the valve so it wouldn't splash oil all over when setting rockers while running with the valve cover off.
Amazing amount of work, great job! Makes you appreciate seeing cars run at the track of at car shows what goes into the process.
I have been watching you from the begining of your show and I am still hooked,Keep up the Good Work
After removing the intake, you will see two plugs in the middle back of the lifter valley. This is where the center main oil gallery is drilled down to connect to those lifter galleries. Those galleries can be blocked off. The hole down to the gallery measures 11/32" (the same size as a small block valve stem) The easiest way to block those galleries, is to cut off a section of valve stem 1-1/8" long, and insert it down in each of the two holes. It won't fit super tight, but it will be plenty well enough. Some oil will still get by, but it will work pretty good. This is a highly recommended modification for FE's with solid cams. Of course it cannot be done when using hydraulic lifters.
As for oil to the rockers, it can be restricted too. This is VERY common practice. Most people just take a #90 Holley carburetor jet and place it under the rocker stand where the oil comes up. For racing, etc... some people go smaller, but the #90 jet works well without being too small. This is a good mod, even for hydraulic cammed engines.
Are you referring to the 427 or the garden variety top oiler? I've only seen one top oiler cross bolted 427 block, a 1964 marine engine, and it didn't have lifter galleries drilled at all. Absolutely no way it would work with hydraulic cams without extensive machining modifications to the block.
@@scottb8175 they were all top oilers before 65.
Nick - the 63-67 427 Ford block doesn't have lifter oil galleries at all - the engine block is only designed for use with solid lifters. The lifter bores only get oil from the return oil draining from the heads (rocker shafts) back down through the lifter valley, and splash from the cam. You can't use hydraulic lifters in any 427 block except the 68. The Top Oiler 427 also must use grooved cam bearings to send oil to the top crank bearings, or the crank journals won't get oil either, and the holes in the special cam bearing that sends oil up to the rocker pedestal also needs to be installed in the correct position and carefully aligned or the oil to the rockers will be restricted too.
Exactly!
Nick has a phobia of fords
It is great to be able to watch a great mechanic like nick work and learn some things at the same time he is full of tips and tricks to make life simpler
It's always interesting how you approach and solve problems.
Nick, I know a guy in Ripley Tn. that has 50+ years of experience with those engines and he also has several FE engines,and many Ford vehicles from that era if you need further help or parts he'd be the one to contact.
I pulled a 427 FE out of an old Crisscraft boat back in 1985. It sat in my garage for 30 years before I sold it for really good $$.
Nice active camera work. Thank You. I love watching other mechanics working and solving problems.
Thanks!
im glad you did this video. I love rare engines and you're not a mechanic you're an artist!
The quality of alot of hydraulic flat tappet lifter's now are really bad. I know roller is more money but for me, that is all I will use, and have not had any failures.
And since the motor oil doesn't have zinc and phosphorus anymore you don't have to worry about wiping cam lobes and they make more power. I don't know why Nick is so wedded to flat tappet cams.
Judging by all of the stuff Nick had to do just to get get it to the dyno. Money seems to not be a big i$$ue.
It's also stressful breaking them in, look how he's running around. It's a risky thing. I had a 390 FE built recently and broke it in when I installed it, or attempted too, had issues with my fuel system and only got to run it for like 8-10 minutes the first shot and it was lean. Then next try found out apparently the stock old radiator I had wasn't adequate. No ticking/knocking yet but the cam could be gone in 50 miles. You never know, seems fine right now.
WHAT "Roller" Cams are you running ? Do you mean "Hydraulic" Roller Cams ?
Which in this Engine's case if there is a pre-existing condition within this engine that won't allow these "Hydraulic" Lifters to pump up that are at the FRONT of the engine on both banks ? as Nick described ?..... what makes you believe the "Hydraulic" Roller Lifters will pump up against the even greater V/Spring pressure and V/Spring rates used in Hydraulic Rollers ?
While I agree and we have seen an absolute explosion in garbage Hydraulic Flat tappet Lifters in almost everyone Boxes(coming from CHINA being reboxed)..... in this case some diagnostics are warranted first in order to validate that it is in fact a "Lifter" problem and NOT in this Block, especially given it's questionable history.
@@dirtlump Most people refer to hydraulic roller cams as simply roller cams. Also there are roller cam kits for FEs like with most engines. I'm not sure how Nick fixed this as it didn't really explain but FEs as far as I know except for very rare blocks were designed for hydraulic lifters.
Is that a 'orange can of death' cheapo fram oil filter? I have heard for 35yr+ not to use them.
Well they was decent filters up until around twenty years ago when they changed hands and started making there filter material out of cheap ass paper
I am a retired mechanic who was raised by an auto mechanic who wouldn't use any Fram filters.
@@johnpapa8681 I wouldn't put one on a lawnmower 🤣🤣🤣🤣
they can blow apart on an FE
agreed silly lay out in side use an stp first lol but really a wix or toyota ford are ok a few more balwin etc
Its a good thing you caught the balancing nightmare. If you didn't fix it ,you would have been blamed when it pounded and spun the bearings !!!......You did it again, Nick. You have turned a boat anchor into a viable engine. More importantly, you saved a rare 427 Ford engine. Well done, Sir !
The Ford 427 has different oil galley plugs for solid lifters and hydraulic lifters. The post-1967 (1968 and later) replacement 427 blocks originally came with one additional plug for lifter change.
yeah but they all pumped up except a few lifters that's defective lifters in my opinion
Now that sounds logical
It's his $$ but I can't see replicating an expensive de-tuned engine. Could spend much less to create the same power numbers with a 390. 427 needs that solid-lifter cam for the short stroke/ big bore it has. It's the big block version of the 289.
@@josephtravers777
Never looked at it like that but it's true from a mechanical standpoint
@Cam montreuil engines how do you know ...
With your negative comment about a VERY GREAT MAN
Do you have trillions of people beating your door down wanting you to work on their vehicles???
I don't think so cause you are like the 3 people that agreed with you
Me?.... Nick carries weight and is far SUPERIOR than you'll ever be and you will never excel in life with that kind of attitude towards such a fantastic person
Watching the majic man do his thing the engine whisperer the muscle car man of the century if he can't make it run nobody can nicks the real deal were so lucky to have him right here in Canada
The view of all those classic cars in your shop is amazing
love your show nick. so honest and real.
its a wonder the push rods that were hitting valve cover didn't bend or break the lifters great show thanks Nick keep safe
I would imagine those two lifters were stressed when the rocker impacted the valve cover. Lots of stress on the lifter being pushed from the Cam and unable to move the Rocker Arm and Rod. Replacing them would be best IMHO.
Another great Monday morning video, thx to Nick and his Crew >> on our racing engines we always started with .020 over , if possible
Watch your show all the time I’m a big Mopar fan and I’m glad you work on the Mopar‘s
Big blue ford 427 side oiler on a dyno… rare treat! Thx Nick!
It's a bit unusual to see Nick show such trepidation on an initial start on the dyno. But even with the build (not his) being questionable with .040" over bore, excessive piston clearance, and heads ported to the max, Nick once again figured it out!
After watching videos from Nicks Garage and other competent engine builders, and seeing what is necessary to do a proper rebuild, it has made me extremely wary of any old car or engine listed as being “rebuilt”. This 427 story is a case in point. Great video.
I'd like to stay up and watch your videos all night Nick but I got to go to bed thanks again for for the videos tell George I said hi
I Love it really you are the Godfather of Engines for me.
Another Monday morning with Nick's Garage. A great way to start the week. Bill from Linglestown Pennsylvania
Right on! Thanks for watching.
35:49 Idling 427 rattles like a sewing machine, Nick grimaces and shakes his head.
Thanks Nick, Great job on the 427.For the Ford fans check out the cross-bolted main bearing caps around the 38 minute mark. Quick way to spot the real deal. A lot of these motors also found their way into speedboats back in the day too ! Great camera work also. Thank you.
Also Nick the cylinders are numbered 1234 down the passenger side and the 5678 are on the drivers side. Those rockers sound like they are not getting oil. The block is a solid lifter block the 427 was built for racing. That clacking is the lifters running dry and losing lash. Any 427 will make 425 hp. I hear the cam knocking it is only splash oiling! I really believe that this a solid lifter block or a 428 that someone who has tried to make a 427 of. I have sleeved worn out 427 blocks down to 4.185. And offset ground a 391 dump truck crank to 3.935 and had 433 ci and it made 625 hp and 576 lbs ft of tq. And drove it to school in high school in my 67 Mustang fastback.
Here is one other note I thought only 1968 blocks were drilled for hydraulic lifter oil passages, I may be wrong but check it out.
All side oiler blocks can use hydraulic lifters as they have the correctly drilled lifter gallery's.
Nick next time your "Friend" wants to go buy and engine or parts .......
Please go with him !!! Lol : D
I think Nick found the engine for him. He owns the problem. Ford has there own idiosyncrasies. He should have consulted a Ford expert on the build.
Love the show Nick. Thanks for all you do.
" The 427 starts up without scattering itself over Nicks Dyno room " the narrator can be right funny , an I have never seen Bore walls that thin..
I have, and they won't just "blow up on the dyno". They just don't last long before the cylinder isn't round anymore, power is down, and the ring seal is gone.
we saw some 60's Ford powered buses with unlabelled 428 alum valve covers on them from the factory
baloney.
Mr. Nick i love your channel thank you
It appears that you have solved another mystery.Nick can work miracles..🤔🆒👍💪😎💯😊😎☯️
Been waiting for this one you saved it nick great job
Those first minutes on an expensive build sure is rewarding but also incredibly nerve wracking!
It is. I just went through a dyno session of my $30k engine. I wasnt too worried though, because if it didn't survive, I wouldnt have signed off on it. I didn't build this one, the shop did. It was pretty awesome to be standing 10 feet away from it while it was screaming out over 1000 horsepower. I took it home right off the dyno that day. It was still warm in the back of the truck.
Got a "Ticky Tick Tick" Mr.Nick! But Your the Man I'd want on the Job! 100%!!! Excellent Stuff my Friend! B Safe!
I think the problem Nick was having with the lifters not pumping up was because he was working on a 1967 Ford 427. From 1963-1967, Ford 427s were all solid lifter cams and had no provisions for a hydraulic cam. In 1968, Ford offered a 427 with an oiling system that supported hydraulic lifters. If Nick's 427 was a side oiler, solid lifter only. The center oiler supported hydraulics.
Nick doesn't know Ford's like he does a Mopar.
Those generic aftermarket Made in China valve covers have *GOT* to go! They take away from the original look of the 427 FE big block.
Those valve covers are for regular rockers not adjustable rockers like those for the 427 and 428SCJ’s
The SCJ's did not have adjustables.
@@413x398 Mine did but it must of had a solid lifter cam in it when I bought it.
I like the fact that you can tell you have an SCJ by the counterweight behind the harmonic balancer and opening it up and seeing the Lemans rods with the cap screws.
@@richardwilliam3757 Crank is a 1UA, also.
I had no dought. Best FORD engine ever.
Thanks again for another trip to Nick's place
Good Job, Nick!
Honest channel..thanks