I'm having a 428 built and I'm hoping some of the knowlegeable folks here can help bring some clarity to my understaning about this engine. The engine was originally going to be used in a 66 F250. I was looking for an engine that would be great for towing and ocassionally showing off. I have some pics but, I'm not sure how to attach them. I'll email them to anyone who wants to see them.

The block casting number is C6ME
Casting date is 5J24 (9-24-65). I think this is a fairly early casting date.
There are two marks on the block that I'm confused about.

1. The X sand scratch on the back of the block
I've searched high and low for what if anything significant this may mean. The builder says the block is harder to drill than most and that the X may mean high nickel content. What does this X mean?

2. The small P on the front of the block
The builder says that the small P indicates Police Interceptor. I've read that not all PI blocks were solid lifter blocks. Does the P mean police interceptor? If so, what if any significance does that have?

3. The builder says it is a solid lifter block. The gallery plugs above the rear cam plug are drilled and plugged. This would indicate that this was not originally a solid lifter block. Also the lifter gallery connecting passages are drilled and plugged. For these reasons I think this was originally a hydraulic lifter block.

4. The heads casting marks are C6A5-6090R and 6E5. They have stainless valves. I don't think there is anything special about them? Steve Christs book "How to Rebuild Big-Block Ford Engines" does not have a pic with a combustion chamber like these.

It will be fitted with a Ford aluminum Intake C6AE-9425H and a Holly 750 single pump with vacuum secondaries.

It has a Holman Moody cam C3AZ-6250-AA with 626 lift and 298 duration (intake and exhaust)

Thanks in advance for the help.

 

I have a correction on the casting number on the heads. It is C6AE-6090R.

 

Those are good heads and the last of the lowrisers before the changeover to the newer reduced emission heads. I see you've found out the block was hyd but plugged for solids. Honestly don't sweat the P and X markings. You'll find everyone has an different story. The higher nickle content has been debunked by several people. On the 427 blocks the "P" it relates to extra phosphorous (0.18%) added to the SAE G3200 gray iron for added tensile strength. Could that be the case in your block as well??? Possibly and might help explain the difficulty unless he's used to Chebbys that cut like butta. You'd have to have some metal analysis done to find out for sure. It sounds like a nicely built engine. My books show the stock Ford AA cam as a .306 duration .500 lift. I don't think HM changed the grind that much but you can double check the specs on their site. You'll find it a little on the wooly side on the street.

 

FFR428,

Thank you for the information on the heads and the X and P markings on the block. Regarding the camshaft I'm not sure what you mean by being on the wooly side.

I looked at the HM site and the specs look correct to me as best as I can understand them. http://www.holmanmoody.com/parts1.html.

 

FFR428 - Can you tell me what the combustion chamber size is on these heads and are the chambers cast or machined? What are the positives of a low riser head?

 

If you look at the HM specs you'll see the duration is .298 but lift is spec'd at .526 not .626. Wooly to me is just something a little on the edge of a nice daily driver. Some like it and some don't. I wouldn't know a good towing cam if it hit me in the face. But in a street/strip car I'd run that cam and more. Typical chamber size is in the 74-75 cc range as stock. If they have been milled and depending on how much will determine actual chamber size. It would be best to CC them to get the true numbers. But they are very simular in shape and size to the earlier LR's and later CJ's. And most C6-R's will have the 14-16 bolt exhaust pattern which is nice for exhaust choices.

 

FFR428, Sorry about the typo on the cam lift. One of these days I'll stop using the hunt and peck method. The engine builder says the head face was trued up a little. The pistons are 9.5:1. He said with the trueing of the head the compression may be more like 9.8:1. He is a a long time FE builder. Thanks again for being a very helpful resource!

 

Well good luck with the engine. Sounds like a nice one!! I would be interested to learn about the metal analysis of the block if you ever followup on that. If he's a long time FE guy he knows the difference. Ask him about the P 427 blocks and if he thinks they are the same. There are many oddities out there that go against the norm. I have seen some very early 427 blocks with the P besides the later 427 P service blocks. And wondered about the connection if any. I'm sure talking to him is a history lesson in itself and learn all you can from him. Good luck!!

 

FFR428,

I will ask him about his experience with early 427 with "P" and the metal hardness. I'll ask him to keep some metal shavings from my block if he does anymore drilling/machining. I'm not sure how I'd get them analyzed. If I do so I'll share my findings with you. I have some pics with the P and X if you would like to see them. I think he is being straight with me. The only thing I don't underastand at this point is why he went the solid lifter route. My understanding is that the engine will gain a few HP. He has many FE parts and I saw 2 427's one in a Merc Maurauder and the other on an engine stand. He also had a 502 (I think). I think it was a stroked 427. I may be wrong about that one. Thanks again for all the information