All Chevrolet inline 6, W-block (348/409), small block (262, 265, 283, 302, 305, 307, 327, 350, 400), and big block (366, 396, 402, 427, 454, 502) engines have a common bellhousing. This remained constant until the Gen III engines started in '98, and the new 4,5,6 cylinders as found in the smaller trucks/suv's.

No such animal as a big block 327 - you are probably finding the 366. In most cases, medium duty truck big blocks (Mark IV) were tall deck engines to accommodate a tall 4-ring piston. Also no small block 396, unless you are talking about a stroked 350. 396 rotating assemblies were somewhat popular with the LT1 crowd. 400's, yes, identified by external balancing... always a good find.

They are great engines though. Simple, cheap, yet effective. Even the later 194, 230, 250, 292 inline 6's can be built to produce impressive power. Lots of people have learned on the small block V8... affordable, common, well supported, and respond well to modifications.

Sorry, I should have been more exact Some of us take the 2 bolt main 366 big block engines that have thin (or as you say medium) cylinder walls to an engine builder who sleeves them to a 327. For years we dealt with cracked cylinder walls running these Tennessee hills with heavy weight. Big Block Bob in Johnson City adds custom sleeves and builds 327 big blocks. A lot of people who drive the mountains of Tennessee, North Carolina and West Virgina come here to buy his engines. They last forever and so strong.

For some reason finding the 4 bolt main 366 engines with the thick cylinder walls around here is hard maybe they are mostly used up like the 396's are in logging trucks. Bob builds one powerful 327 though. Bob found a niche market and filled it with a great product. I have one of his engines that has worn out 3 C/60 dump trucks so far it still runs like it is brand new.

I was a fan of the Ford 302.

That's OK, you ares still welcome here. We all make mistakes.

Don't feel bad I'm a 429 CJ fan, Much like a Big Block 302 Boss.

The 350 is a very good engine but it's best attribute is, you can find parts for it any where you can find car parts. The cost is lower because so many were made and so many manufacturers make the parts.

I just wish the article was legible so I could read it.

Brad

Of the motors that Ford made, I think I like the 429-460 series the best, But that is only because it so closely resembles the Big Block Chevy.

"The 350 is a very good engine but it's best attribute is, you can find parts for it any where you can find car parts. The cost is lower because so many were made and so many manufacturers make the parts."

I believe the reason your statement is true is because It made reasonable power as built, and almost any combination of parts that you could find and throw together would make additional power. In other words, any one who built one was rewarded with a good running engine. It kind of makes you want to build another one don't it?

Personally I don't care for 454s or 460s. 427 is alright for a Chevy

The 429CJs 3 4bolt mains, recessed main caps, internal balancing, and teacup sized intake valves made for a (with very little tweaking) 425 Hp that drove a 6,000 plus pound vehicle with a 410 Dana and made 15 mpg loaded or unloaded.

My partners 454 made 8 on a good day. Granted don't open the 429CJ's secondaries or the gas gage would start moving. But normal driving the primaries were all that was needed.

Of course opening the secondaries would get you from a standing start to 60mph in under 6 sec.

Brad

ps. I have 311,000 miles on a 89 350 and it still burns the same puff of oil on start up as it did new. The valve springs are getting a little weak. Might be the excuse I need to do a little playing on my first 350.

I will grant that much to you. Some of the 454s I have seen in pick ups did get to know all the gas stations on a route. I believe that the emissions systems that were mandated on vehicles were very hard on driveability. When the first of the exhaust gas recirculation valves were installed, the driveability was terrible. after a few years the manufactures learned to make them work more gradually. When emissions got tougher for the light duty truck market, again the drivers suffered. As computer controls have improved, we have gotten better gas mileage and driveability.

What year was your 429? Did you change the camshaft, or alter cam timing? both were very effective on the mid seventies Fords.

It was a 71 cobra jet in a 71 F250 I only modified the ignition system, exhaust system and timing curve. The rest was stock. I did reverse the master cylinder plunger for 80/20 breaking to equal the weight distribution of the pickup.

My emissions were better than the 70's and early 80's emission control junk because it was tuned properly(sometimes weekly).

That was a truck I should have never sold, but college and premium fuel were at odds with one another. Besides they came out with the mustang interceptor.

Brad

For all but GM 71 was the last year for high compression. I do not think Ford had retarded the cam timing that early either. You had the right year there.

I had a friend that obtained a totaled 69 T-bird in 69. He put that early 429 in a 57 ford that had previously been used for gas coup drag racing. We passed it off as a Boss 302. Dana 44 with a spooled 5.38 rear. Before he bought wide tires it would spin through first gear and barely move. When second shifted, you could not turn the wheel fast enough to keep the rear end from passing the front. One of the most uncontrollable street hot rods I remember.