Thread: how to find a good used 390/428 block

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There were also a couple of years of full size Ford and Mercury, as well as Thunderbirds (and I think Lincolns) that had a 428 engine. Was pretty common as a police motor around 1966-67. Not a CJ, but a workable block.

An option is to take the 390 block (4.05 bore) and fit it with a 1U crankshaft. This yields the Merc 410, which isn't a bad setup. The one I'm building for my pickup is bored .060, for a total of 4.11 - close to the 4.13 of the 428. 1U crank was also used in the 428, so I'm at something like 422ci at this point. It ran well when taken out of the car, only prob was premature failure of a cheap timing chain (stretched - timing was erratic). Had the CJ/390GT cam and 390GT intake and exhaust, and was pretty strong.

I know DennyW makes a lot of power with his 410...

These guys are not BSing you on the cost of a good 428. My dad has been offered 3,000 for his, but he wont part with it. There are some options that are better hidden. For instance the 406 shared the same bore as a 428 but ran a 390 crank. And 410's ran 428 cranks in 390 bores. These are much easier to come by with out saying the magic words (actually numbers) 428.

First time poster, and I have a question. Lets just say that you want to build a 410 using a 390 block. I am going to assume that you would use the standard 6.486-6.490" rods, then what pistons would be needed? I don't recall having seen "410" pistons. The 390 pistons wouldn't work, would they because the pin height would be to low for the longer stroke?

I believe the 410's were a 390 with a 428 crankshaft.. FFR should be along later to clarify for both of us.....

Dave is right. The 410 was a 4.05 bore block with a 3.98 crank. Some truck engines from the 70's used 410 pistons for lower compression. They even have 410 stamped on them LOL. Short FE rods are correct. Denny has a 410 maybe he'll chime in and give ya the specs....G.

I like big blocks. But remember, they are much more difficult to work on, and more expensive to buy parts for. And the car has less balance. If mine already had a small block, and cost was a consideration...

btw, no one mentioned it yet, but you'll need the 16 bolt heads only available in intermediate and Mustang/Cougar, won't you?

Wow,

Just got back on this forum and realized two years have gone by. Life kind of just happens. I haven't done anything since my last post but am am determined to finally get going on this project this coming spring. So am going searching in junkyards. I have located a number of sites with older cars that are more out of the way. I run across them on backroads when I am travelling the state. Is there a good book that illustrates different ford/mercury models especially through the sixties and early seventies? Are the block codes the same across different models of ford? S code for 390 and so on? Is the only difference between the 428 2V and 4V the manifold and carburetion?

Cheers,

Rob

Rob try the classifieds at www.fordfe.com lots of 390/428's for sale. Plus what seems to be a nice 427 block for $1000 in northwest IN!!! It's still up for grabs but at that price not for long.

G.

Block casting numbers are pretty much the same as far as Ford's and Merc's go. They are also generic meaning the same casting number can be found on many different bore blocks. So they are not really the best way to ID a block. Granted there are some block numbers paticular to certain blocks. But for the most part very hard to tell what's what from the outside. Head, intake etc....casting numbers are pretty good and can pretty much ID from them. On the blocks you can look for the foundry logos ex: DIF, CF and MCC. Those plus the date code can timeframe the block. But internal inspection will give you the real skinny on things. Some of the 428 blocks can ne ID'd by a sandscratch "A or C" on the back. Even a few 428 PI blocks have a "S". Some earlier blocks like the 390HP, 406 and 63 427 used a "HP" identifier on them that will designate them as hipo blocks. And those HP blocks also have a paticular casting number that applies for the most part. www.428cobrajet.com is another good site to read up on the 428.

G.

Glenn,

Thanks for the help. I can't see where you mean on fordfe.com.

Rob

Guys,

So I am looking into this 427. The person selling only lives about 20 miles from me. It is only the block with nothing else. Is it not far more expensive to try to rebuild a 427 even just to find a set of heads than my original plan with a 390 and 428 crank. Certainly the 427 was never found in a 1968 Mustang. Just doing some reading tells me that early 427's had problems (top oilers) getting enough oil and that as of 1965 the oil galleries were improved. The bore would seem to indicate that this has already been re-bored once?

Rob

Rob sorry I just posted a link to the site not the classified ad. Thank you Denny!! I see you found the ad tho....worth a look for sure! At 4.250 the block is only .020 over. Some of those early blocks are thick uns and can go much more. If it's a 63 block there should be HP cast on the side,back and twice inside the block. Date code will tell you also. And crossbolt maincaps should be there!! And 63 blocks only have the 2 bolt motor mount bosses. Not a problem for the mustang either and easy to remedy. That block will also have press in freeze plugs not screw in so ask to drill bit test the block. The block at that price might have been windowed and repaired. But if done right not an issue. I had one old windowed block I ran for years. And as a 63 427 it will have a certain casting number and not generic. If you want you can PM me and I'll send you my phone number if you want to talk. I can fill you in on other details and give more info. It was the much mythed W code mustang that had the 427. Supposedly these never came to be. But you can never say never. There were some dealers who installed them. On pg 2 on that forum there is an ad posted by Dan Bell for Robie Ford. A dealer who installed 427's in mustangs. Very interesting. Seems he's not firm on the price either. Bring a dial caliper with you to measure the cyl bore. If you don't have one Home Cheapo sells them for $30. Good to have.

Early topoilers oiled just fine. They have larger oil passages than other blocks and also have a oil pressure releif valve. These are also solid lifter only blocks. You can use 390 heads on them. The 427 300hp marine version used 390 heads,intake and internals. CJ sized valves would help with a little port cleanup. You don't have to break the bank on a 427 build beleive me!! Lots of options.

G.

Denny, Glenn,

Thanks for the posts. I did some reading back in my Mustang manuals etc and you are both right on that the 427 was offered as a W code 390 hp, 10.9: 1 only in 1968. A 428 was not offered in 1968. In 1969 it went to the 428 and 429. Hhhhmmm.

Rob

The 68.5 CJ stang was the first to have a 428. These were R code cars. Bought my first one for $100 way back when. Now they sell for $100k...who knew?? LOL Many will argue the fact a mustang never got the 427. Supposedly it was dropped for the 428CJ as they were cheaper to build and warrenty. The 427's were hand built on a seperate line. Where the 428's were built on the std production assy line. Another FE myth....or was it? Maybe Myth Busters can look into the 427 mustang and clear things up for us all???

LOL

G.

Guys,

Speaking of the 427 I found the info below on the website indicated. So I guess no 427 Mustangs were ever made. Be interesting to look into this. Anyone out there own one of these Cougars?


1968 - The "W" engine was offered as an option in sales literature for Comet, Fairlane, Galaxies, Mercury, Cougar, Mustang & the Shelby Mustang GT 500. The W code 427 was the standard engine in the 1968 Mercury Cougar GT/E. In mid year, the W code was replaced in production by the 428 CJ. No other examples of this engine actually being installed have been found.

http://www.carmemories.com/cgi-bin/v...erience_id=133