I'm one of the guys that still has the 427 engines in my 1968 Chris Craft. They may be the detuned version of the engine but they sure push my 43' boat along. I have been following this thread and it seems all that most of you are interested in is the 427 blocks. What are you doing with the rest of the pieces? The reason most of these engines are getting yanked out of boats is the lack of spare parts, mine included. I had one of the mechanical fuel pumps go bad recently and could not find another one. Where can I find the marine fuel pumps from these engines? I don't care about condition, they can be rebuilt. I want to find any of the marine components from these engines just to have spares for mine, heads, risers, exhaust manifolds, distributors, intake manifolds, carbs, and all the plumbing that goes around the engine. Thanks.

 

Why not go with an electric fuel pump? Much easier... if the fuel pump is the same as the standard FE fuel pump, can't it be modified for the marine application? (basically, the breather hole is plugged so it can't leak fuel into the bilge).

My brother-in-law owns a marine wholesale distributor, selling hard engine and maintenance parts for marine engines. If you have any specific needs, I can check on availability...

 

Just checked, no go - nothing really available anymore.

Go electric with the fuel pump...

 

Does the dizzy on a marine 427 spin backward too?

 

They ever put Cammers in Chris Crafts???

 

Two things that I noticed in this thread that y'all need to know: The reverse rotaion motors cannot be converted to std rotaion just by swapping cams. The crankshaft is reverse rotation only, unless the knurling on the rear main seal surface is machined off and changed to the std rotaion configuration or a one piece seal is used. Secondly someone posted that the marine engines used 5/8 bolts in the rods, not true, 5/8 bolts are far too large for any FE rod. The Lowriser/428CJ rod used a 13/32 bolt not 3/8 or 5/8.I would also check the casting #'s on the heads before scrapping them, Ford had a habit of using whatever castings/parts were at hand and the marine 427's probably were no different in this regard, by tossing the heads, you could possibly be tossing valuable parts away.

 

Hi guys,
I saw the 427 marine thread and since I have a few of them for marine use I thought I'd stop by and say hello.

I'm running a 38-foot fiberglass cruiser on the Cumberland River and the big dogs push the boat with ease, and they sound awesome.

When Ford went to the sideoiler, soon thereafter they did, indeed cast all 427 blocks as sideoilers, but very few sideoilers ended up in boats. Most of the sideoiler castings were machined as topoilers just like the 390, 352, 406, which is a good system.

If I can assist anyone with info on these motors, please let me know, and if you're interested in seeing photos of some, please visit my Chris Craft site where I've posted a lot of 427 stuff. http://www.network54.com/Forum/424840

Also, if any of you guys have a reverse rotation cam holding the door of the shop open, lemme know as I'll buy it from you as a spare.

lemme know,

regards, ..P

 

I guess you can't get Crane or someone to machine one out of an FE blank?

 

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The crank has nothing to do with reverse rotation. The cam, and the starter are the big difference in reverse rotation. The rest of the parts don't really care what direction the rotate. And why would knurling on the seal area care which direction the crank rotated?

 

It's been talked about a lot, as a warning to guys using marine 427's, that the slinger on the back end of the crank has to be modified or it will push oil right out the seal.

Whether or not that's true, I have no idea

art k.

 

Before I believed that I would have to see different part numbers for the two cranks. If Ford was trying to save money on these engines, why would they build a different crank?

 

By the way, I meant "reverse rotation marine 427's" ...

 

The urban legend is that without the oil slinger grooves going the right way, it will push oil out the old style wick or two-piece rubber seal.

Look here:

http://*************.com/FEcrankshaf...ng-numbers.htm

C5JE-A for regular rotation, C5JE-B for reverse, '65 427,
C6JE-B for regular rotation, C6JE-D for reverse, '64 427

Even a C6JE-J for a reverse rotation 390.

 

Still makes no sense money wise and everyone says this was a money deal.