Ford stuck its neck way out there with the 427-ci SOHC big-block. It rolled the dice on being able to run this engine in NASCAR competition and lost. Despite a lot of engineering time spent developing this engine, the best Ford could do was make these engines available to the racing industry and enthusiasts via the aftermarket and Ford dealer parts departments. (Photo Courtesy Barry Rabotnick)

      Ford’s 427 Cammer was easily the most technologically advanced engine of its time but in no way user friendly. It had a 7-foot-long timing chain and was very challenging to service and tune. It still is today. Racers developed gear-drive timing systems to eliminate the complexities of a chain system.

      The 427 Cammer’s output was astounding for its day: 616 hp at 7,000 rpm and 515 ft-lbs of torque at 3,800 rpm. Although it is less impressive by today’s standards, more than 600 hp in 1965 was incredible. When NASCAR put an end to Ford’s pursuit of the big track, Ford looked for a place to go with all the parts it had produced to create the Cammer. Ford investigated other motorsports venues, including drag racing, to peddle the Cammer and its many parts. Racers lined up to buy 427 SOHC parts, which filtered into the performance parts pipeline.

      Ford’s problem was the Cammer’s genetic code. It was a steady high-RPM racing engine designed for the big NASCAR tracks, not the dragstrip. Although it made more than 600 hp as Ford intended, the Cammer was capable of 2,500 hp. The downside to 2,500 hp was durability. The Cammer could make 2,500 hp with a blower on top; however, it could only do it a couple of times before racers ran over their crankshafts. The Cammer’s weakness wasn’t its heads, but instead a mile-long timing chain and a block that was never designed for the kind of power professional drag racers were seeking. The Cammer could hold a 7,000-rpm rev all day long. It was the abrupt nature of drag racing that made these engines vulnerable.

      Ford Part Numbers 1999-On

      Although this book deals primarily with the vintage Ford part numbering system, late model 385 Series big-block parts as well as vintage Ford V-8 parts show up in the new 1999-on Ford part numbering system. The new system works differently than the old one and takes some getting used to. The only real difference is the first four characters in the part number. The rest of it remains much the same. Instead of seeing part numbers such as C8AE-9510-A, you will see XL3E-9510-A. Here’s how 1999-on Ford part numbers work.

       Typical Ford Part/Casting Number

       First Position (Model Year)

      V = 1997

      W = 1998

      X = 1999

      Y = 2000

       1 through 9 = 2001–2009

      A = 2010

      B = 2011

      C = 2012

      D = 2013

      E = 2014

      F = 2015

      The alphabet continues accordingly after 2015 with “G” for 2016 and so on. Again, Ford does not use the letter “I” or “L” because they are too easily confused with the number “1.”

       Second and Third Positions

      For example, “R3” indicates Mustang. “L4” is Maverick. “R2” is Falcon, and so on.

       Fourth Position

      Engineering Department responsible for the part.

       Basic Part Number

      Same as prior to 1999. A cleaner numbering system, however, with driver-side and passenger-side specifics. Easier to follow and understand.

       Suffix

      Same as prior to 1999. Again, easier to follow and understand. ■

      Had Ford been willing to develop the 427 SOHC further it could have enjoyed an extraordinary windfall of success in drag racing much as Chrysler did with the Hemi. However, it was not to be. Cammer blocks, heads, and similar components wound up flowing into the new and used parts markets; production ended with what Ford had on the shelf. On the rare occasion SOHC parts show up, the sale prices are reflected by rarity. Bill Coon Cammers produces 427 SOHC parts including heads and blocks, which makes this engine now available on a mass scale.

385 Series

      When the MEL big-block became long in the tooth Ford reviewed its shortcomings and looked at building a lightweight big-block replacement at the Lima, Ohio, engine plant. The new 385 Series big-block in 429- and 460-ci displacements would be skirtless and resemble the small-block Ford architecturally. It would just be larger with a similar oiling system and main web structure.

      The 385 Series engine is a fiercely rugged and reliable big-block sporting less weight, but it is long on torque. Even though the 385 was an intended luxury car powerplant, Ford went far with this engine as did drag racers. Drag racers took this mild-mannered big-block and made it psychotic where it could rev to 7,000 rpm without consequence.

      The 460 with a 4.360-inch bore and 3.850-inch stroke was first on the scene for the 1968 Lincoln Continental followed by the lower displacement 429 with the same 4.360-inch bore and less stroke at 3.590 inches. Because these engines have the same bore size it makes more sense to build a 460 than it does a 429. There are also more 460 cores out there than there are 429s. Both employ the same block.