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Original Message
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| "some blocks" (typo) |
| By P - 06/12/2001 3:21:19 PM; IP 64.3.243.34 |
I understand the typo comment, and yes, this does make a lot of difference.
I've found that regardless of which reference book can be produced, for use as a guideline or to referee an issue, Ford probaly had several deviations on the machine line that deviated from what is published. This is one of the things that makes owning and working with these old motors such a challenge, (and so very interesting).
Part of the info search I have done shows that marine units (for Chris Craft) were interrupted due to strikes in 1966. As a result, CC published a "supplemental engine list" for that year, and they bought Chrysler 413's, among others, to fill their needs. As a result, you can find a 1966 38' CC Commander at one dock with 427 side-oilers, another dock will have the same boat with 427 top-oilers, and another dock will have the same boat with one of several Chrysler motors. They even had one version with small block Chevy, which was a dog in a boat weighing 8 tons. My 38 Commander has the 427 top-oiler, and the 876 footpounds of torque from the pair is awesome. These marine engines were tuned to 300-HP, and develope their max torque at a very low RPM right there where you can use it. When they bark in a tin shed marina, everyone turns their head to see what the heck it was.
Biggest problem with the marine units these days is the crappy Mallory (Eaton Dearborn) distributor, with those terrible "third-world" breaker points, and the rotor that strikes the underside of the "crab" type distributor cap. I changed over to the Pertronix ignitor system, and it makes ALL the difference in the world. The engines love that system, and it's cheap and very simple, and highly recommended.
All the best, and thanx again for all the info you provide
P |
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