What is the difference between the Ford 427 and Ford 428 engines? – Jalopnik

Great. Another pair of engines from the same manufacturer that are a cubic inch apart. Well, GM likes to give anti-related engines similar displacements (looking at you, Chevy 454 and Pontiac 455), so why not Ford? In any case, the 427 FE and 428 FE V8 engines are part of the same engine line and share a center distance of 4.63 inches. Don’t worry, it still gets confusing because of the actual dimensions of the 427 and 428 medium-block FE engines. Despite their small displacement, the 429 385 series big-blocks are completely different, so we’ll ignore them today.

The 428 FE has a bore of 4.132 inches and a stroke of 3.984 inches, meaning it actually displaces 427.39 cubic inches. Boy, it sure is weird that Ford, of all companies, would complete the move this way (cough, 4.9-liter Windsor 302, cough). In this case, however, Ford was just trying to differentiate it from the 427 FE. Except that wasn’t necessary, because the 427 FE isn’t a 427 either. Thanks to a 4.232-inch bore and 3.784-inch stroke, the actual volume is 425.82 cubes, which equates to a Chrysler Hemi-like 426. So basically the FE engines are 426 and 427 cubic inches, respectively.

As for the ‘FE’ designation, it probably stands for ‘Ford-Edsel’. Although it might stand for ‘Ford Engine’ depending on who you ask. However, forum users have apparently found an internal document from 1958 that refers to the “Ford and Edsel engine”, so the discussion is likely to rage on.

The early 427s had nodular cast iron cranks and were top oilers, which lubricated the camshaft and valves ahead of the crankshaft and starved the crankshaft of oil with sustained lateral G-forces (like on a race track). In 1965 the 427s received forged cranks and side oil systems that lubricated the cranks first. 427s also had different cylinder heads, such as the breathable high risers, the less extreme low risers, and the medium duty medium risers. Regardless of head choice, the 427s were extremely powerful. Shelby Cobra 427s ripped from 0-100-0 in 13.8 seconds, the 427-powered Ford GT40 Mark IIs finished 1-2-3 at the 1966 Le Mans, and the lightweight 427-powered Galaxies completed a 12-second quarter mile.

Speaking of heads, the exotic 650-plus horsepower single overhead cam (SOHC) 427s are one of your favorite eight-cylinder engines, with a 6-foot timing chain, a hemispherical combustion chamber, and more than 7,500 rpm. Ford longed for racing dominance in 1964, but NASCAR looked at the 427 “cammer” and said, “What? No.” The officials wanted “stock car” racing, not “special engine” racing, and SOHC 427s weren’t exactly going to be volume sellers. Ultimately, as with Chrysler’s 426 Hemi, NASCAR relented, but only while also imposing heavy weight penalties. Ford said, “What? No,” and sold cammers to drag racers and land speed enthusiasts.

Police Interceptor 428s made 360 ​​horsepower and 459 pound-feet, which was somehow downgraded to 355 horsepower and 420 pound-feet when Carroll Shelby installed them in 1967 Ford Mustang Shelby GT500s. Non-Shelby pedestrian Mustangs were even more hamstrung, with weaker 390 V8s being eaten alive by Chevy 396s. God bless Rhode Island Ford dealer Bob Tasca Sr., who slapped 427 low-riser heads on a 428, regrinded the camshaft and installed an aluminum dual-plane intake, giving it a much-needed breather.

Ford noticed Tasca’s work and decided the hot 428 should be factory equipment. After adding stronger main bearing caps, beefier cranks and more muscular bars (plus Tasca’s use of the 427 heads), the 428 Cobra Jet came to life. It made 335 hp, but could easily run 390 hp 440 six-cylinder Mopars and 375 hp L78 396 Chevies. The GT500s eventually ditched the lazier 428 in favor of the Cobra Jet for the GT500KR “King of the Road,” not to mention Carroll Shelby’s personal 1968 Black Hornet Mustang.

If that wasn’t extreme enough, buyers could also get the 335-horsepower Super Cobra Jet 428 (a $6.53 option!), with ram air, GT40 connecting rods, even stronger cranks, forged pistons, external balancing and an external oil cooler. Best $6½ ever spent.