427 TUNNEL PORT - Page 6 - Ford Muscle Forums : Ford Muscle Cars Tech Forum
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post #76 of 78 (permalink) Old 06-25-2019, 10:50 PM
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Enough time has passed that there's a lot of mythology coloring the argument. The Hemi existed in the 1950's and the Hemi of the 50's was not an automatic Ford/Chevy killer. The small block Chevy of the mid 50's seems to have been more than capable of competing with the Mopars. Consider the 57 Corvette with FI turned in performance numbers that were outstanding. Even today there are 283/265 Tri Five Chevys running almost unheard of 1/4 mile times. Pure dragsters not withstanding it is worth asking why Hemis of the era not been dominating the field? The Ford Y Block was the engine that competed against the first generation of Hemis. Not surprisingly the Y more often than not got the short end of the stick. However not all Y blocks as the 1954 Lincoln Road Racers were something of a sure thing in their genre.

But the FE engine was entirely another story and in 1963 the 427 wedge ruled the NASCAR ovals. It is interesting that the Chrysler wedge was so out classed by the Ford 427FE that they needed to reintroduce the Hemi in order to stay competitive. It is equally interesting that the Cammer which arguably is the most potent American V8 ever made was banned and both the Cammer and the Hemi never had a real opportunity to compete on the big Ovals. But the Hemi did get to run and while it dominated at times the FE427 wedge was never hopelessly outclassed. The Tunnel Port almost evened the playing field and that says a lot about the engineering that went into the 427FE. I can remember seeing 427 Fairlanes at the drags and they usually were victorious. In fact the Thunderbolts pretty much beat everything GM and Mopar had to put up against them. So maybe the Hemi had a potential edge but IMHO when a Hemi pilot comes up next to big FE the Hemi is not an automatic sure thing.
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post #77 of 78 (permalink) Old 06-26-2019, 08:55 AM
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I get a chuckle from this tread there is so much miss information here.

"Obsolete is neat"

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post #78 of 78 (permalink) Old 06-26-2019, 11:45 AM
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Boy is that an understatement! The tunnel port head never came on a production car unless you call the 6 GT40 MKIVs a production car. The heads were over the counter only. C7OE 6049-K. The head is hampered by the "conventional " 427 exhaust port.
The SOHC never ran a Nascar race, it was not approved for competition when presented to Nascar leaving Ford with a few hundred of them which were set to Holman Moody to be sold off.
The tunnel port was Ford's designated replacement as it "fit" into Nascar's rules. They were allowed dual fours and a weight break over the hemi. That allowed the 427 to be competitive. By late '67 Ford set forth on building the ( then named) 429 Nascar engine and it WAS as powerful as the Chrysler hemi. ( the street version was easily out run by a 428CJ Mustang as previously mentioned). The tunnel port head wouldn't ( in the day) go beyond 1,000 hp , where the cammer and Boss were capable of 2,000+ on nitro.
Ford engineers were constantly reworking the tunnel port head to improve it. Port configurations , "air foil" pushrod tubes and a host of other mods are in my SK book listings. IF it were "the answer" it would not have been dropped after two years of use. It was great in it's day but unfortunately time marches on.
The 427 side oiler was a direct result of the SOHC engine program. When the C5AE block patterns were created , they were made so that "top oiler" or "side oiler" configurations could be machined into the casting eliminating the top oiler block patterns. Marine and industrial use 427's got the revised block with top oiler machining and marine engines got brass core plugs

Experimental Ford parts collector.
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