New Engine 427

[ggunter]

I’m changing out my 347 to a Windsor 427. I like the long oval shaped Cobra air cleaner. With the higher Windsor block is there a low profile intake that will work so I can keep that style air cleaner. Currently I have about 3/4” of clearance between the body and the air cleaner with a 3/4” spacer under it and it just clears the distributor.

[ggunter]

I would like to use an Edelbrock Performer manifold.

[GoDadGo]

I would like to use an Edelbrock Performer manifold.

The Torker-II is a tad taller (4.15") compared to the Standard Performer (4.12").
The Single-Plane tames lower-end torque while adding it back on the top end.
With all those cubic inches, bottom-end power won't be a problem.
It won't choke your 427 since it is an Open-Plenum design.

The part number is EDL-5801
https://www.summitracing.com/parts/edl-5081

I'm running a similar design intake on my 383 SBC and it works very well:
https://youtu.be/PCngiKoopkA

It even fits under my hood with no scoop:
https://youtu.be/9WEe6-wdNtA

Good Luck!

[KDubU]

I think the performer will be an issue with height. I had one on my 351 and had to switch out to an oval air cleaner with a drop base. I was using a 3” filter if I recall correctly or maybe 2.5”, but the oval would not work.

[Hoodlum60]

I have a Edelbrock Victor Jr. with a 2 1/2 inch oval air cleaner.158491158491

[Jeff Kleiner]

I would like to use an Edelbrock Performer manifold.

G,
You have to be more specific because "Performer" covers an entire line. I've been through this with a few customers and can tell you that this is what happens when using a Performer RPM "Air Gap" on a 351 based engine.

https://thefactoryfiveforum.com/attachment.php?attachmentid=97196&d=1541943155

Performer RPM Air Gap #7581 has a carb pad height of 5.75" and RPM range of 1,500-6,500.

The Performer RPM #7181 has a pad height of 4.8" and the same 1,500-6,500 RPM range

The Performer #2181 has a pad height of 4.120" and RPM range of idle to 5,500.

I suggest that you stick to a #2181 both for fit and driveability. My customer with a very mildly cammed 427W running the #7181 complains that the car is very unhappy below 2,000 RPM (says all of his neighbors think he's being an ********* when he drives through the neighborhood with it wound up to 2,500 in first gear but he kind of has to!).The open plenum and huge ports just don't promote enough velocity to keep fuel atomized at low speed. I know you like the look of the oval air cleaner but they are very restrictive; I usually recommend a 14" round with a drop base and an Extreme top which will let it breathe.

https://lh3.googleusercontent.com/proxy/BdVDKJR8vrp1DqVsHbRgsNZHenxBVfzzY5b2UuUGb0sHT7IC5M Kuke3PeSQJ7MAgT8KVmav4fdO0IhCnwdFhe9HeIUO7Io7qmxVJ 146Qjjk5oZ0Faw5iZdD_TSfhZWBxnjlVwdk3rbRshrTniILulC rOnBQjT7DxhPzRgY0TAEokgM8cMxpMtsNw_WsBBUcTAfs-FIqHZ0YEiYIvFnI=s500-pd-e365-rw-pc0xffffff

Save the oval for when it's parked at the car show ;)

Cheers,
Jeff

[ggunter]

Thanks Jeff I didn’t realize the front of the air cleaner would be an issue on the front of the hood. I want to try to stay with a dual plane just for the reasons you stated. I’m not racing this car so I do want better low end. It’s not like I would miss anything on top end by not using a single plane intake. At least in the seat of my pants. Thanks for your help.

[Jeff Kleiner]

...I do want better low end. It’s not like I would miss anything on top end by not using a single plane intake. At least in the seat of my pants...

Precisely!!!! :)

Jeff

[j.miller]

Gordon Levy has solid motor mounts that drop your engine about an inch I believe. Unless you are on the race track the most important thing for driving comfort is manageable lower end that doesn't try to buck you out of the car when leaving a stop light. Been in a few that I got my 8 seconds but it was like riding in the back of a truck bed at 80miles an hour.....Just can't do it and look cool at the same time...jus sayin...da Bat

[Gordon Levy]

Actually the mounts lower the engine 3/4". No one that I have seen have noticed the difference in comfort between these compared to any other mount. Everything fits better from air cleaner to sidepipes.

[Jim1855]

Probably not important to most but I am considering switching to a Super Victor to move the torque curve up. Should be kinda like traction control. I have plenty of power at 2-2,500 to spin tires (3.27s) with just a throttle push. The concern is how it will affect low speed drivability, this might be the negative. It will fit in the Mk4 Challenge Car with a bit of magic.... and cheating.

With the last installation of my 427w and a Vic Jr., 780 DP TKO-600 .64 and 315s cruising at 80mph @ 2,200 was great but it sure didn't like anything under 2,000.

It is a combination of all parts - cubes, heads, cam, manifold, headers & carb. If one is way outside of the complimentary range things begin to fall apart.

Learning to drive the combination is part of the challenge and fun.

Jim

[Fman]

+1 on fixed mounts which I picked up from Gordon. I’m also running Edelbrock PF4 and have plenty of air cleaner clearance. After 2200 miles have had no vibration issues with the solid mounts.

If you do go with solid mounts just make sure your oil pan will not be below the frame or you will be swapping out pans on top of everything else.

[first time builder]

Jeff nailed it !!!

Kenny

[J R Jones]

I have done engine mount development in two industries, it was not easy or cheap. The advent of computers and sensing equipment has reduced the cost and time of development. Having experienced the progression of poor to great mounts leads me to question how there could be no consequence to solid mounts? Have the OEMs heard about this? Balancing and compensators OK?
In a quiet application I expect the chassis to communicate mechanical sound to the cockpit. There may be sympathetic (RPM) frequencies that excite cantilevered parts, like rear view mirrors, levers, pedals micro switches and bulb filaments.
Un-damped twisting force into the frame increases fatigue. The incidence of loose fasteners will likely increase.
jim

[NAZ]

I have done engine mount development in two industries, it was not easy or cheap. The advent of computers and sensing equipment has reduced the cost and time of development. Having experienced the progression of poor to great mounts leads me to question how there could be no consequence to solid mounts? Have the OEMs heard about this? Balancing and compensators OK?
In a quiet application I expect the chassis to communicate mechanical sound to the cockpit. There may be sympathetic (RPM) frequencies that excite cantilevered parts, like rear view mirrors, levers, pedals micro switches and bulb filaments.
Un-damped twisting force into the frame increases fatigue. The incidence of loose fasteners will likely increase.
jim


Agree. Anyone that ever rode an older Harley knows how much vibration you get with a solidly mounted engine. Now they are either rubber mounted or have counter balancers to reduce the vibration. I've run solid mounts in cars and it's not only louder but like Jim said, tends to lead to fractured frame rails if not specifically reinforced to handle the high-cycle fatigue. I run solid mounts in my drag car because the chassis responds quicker, therefore, the car's reaction time is quicker. But man is it ever loud with all the aluminum sheet metal interior.

[J R Jones]

NAZ, Yes Harley used to isolate everything but the engine, and passengers learned to avoid anything solid mounted. Isolating mounts were developed in the late seventies for the Tour Glide then incorporated into other models. They were vital to reliability. The advantage was most obvious at road speeds. Counterbalancers were prototyped, and they canceled idle vibration, but were expensive. HD may have adopted counterbalancers in more recent engines.
My street rod was originally built (conveniently) with a solid mounted 327 SBC and my buddies pointed out that it was probably done to reinforce the wispy frame. When I re-powered it I welded in several crossmembers and a robust cradle to mount the engine on liquid filled mounts. The chassis is stiffer now and the NVH much improved.
jim

158546

[caesarmascetti]

I’m changing out my 347 to a Windsor 427. I like the long oval shaped Cobra air cleaner. With the higher Windsor block is there a low profile intake that will work so I can keep that style air cleaner. Currently I have about 3/4” of clearance between the body and the air cleaner with a 3/4” spacer under it and it just clears the distributor.

Just curious if your set on changing out to a 427? If there is time to reconsider, think about a 363 stroker, you can make 500hp rather easily mine did, so it's comparable power and you run into none of the packaging concerns, also all the ancillaries should bolt up.