Performance engines...
Ford/Mercury 427 Cammer 1965
Comments: Without a doubt the most powerful engine ever made, the Ford 427 Cammer was developed with the intention of taking on Chrysler's Hemis. Ford gave the 427 block new heads with hemispherical combustion chambers. To cap that, they fitted overhead camshafts -- one per cylinder bank -- which gave the engine its name and allowed it to rev to an unheard of 7,500 rpm. With the regular single four barrel carb, the "cammer" put out 616 bhp, but with dual four-barrels, it produced a massive 657 bhp. With this kind of power, the "cammer" 427 was totally unsuitable for street use. These engines were not sold to the general public, but about 50 examples were built, mostly for professional drag racers. Because of the low production volumes, NASCAR refused to accept the engine as a regular production option, and thus Ford couldn't use the engine to combat the Hemi's. This sealed this engine's fate and Ford discontinued it after 1965.
Ratings:
1x4bbl: 616bhp @ 7500rpm. 2x4bbl: 657 bhp @ 7500rpm, 550 lb-ft.
Installation: ?
Total Production: ?
428/429 Cobra Jet 1968-1971
On April 1, 1968, Ford unveiled perhaps its most famous line of engines, the 428 Cobra Jet. It was based on the regular 428 but included larger valve heads, the race 427's intake manifold, and an oil-pan windage tray. It had ram-air induction and breathed through a functional hood scoop. Output was listed at 335bhp but was rumoured to be around 410bhp. In fact, after Hot Rod magazine tested a 1968 Cobra Jet Mustang and achieved times of 0-60 in 5.9 seconds, and a 1/4 mile time of 13.56 seconds @ 106.64 mph, they declared it "the fastest running Pure Stock in the history of man." This was somewhat exagerated, but it helped boost the Cobra Jet's popularity with the buying public.
In 1969, the 428 Cobra Jet, was offered in three states of tune. The first was a non-Ram Air version, followed by the Ram-Air version which breathed through a shaker hood scoop. Topping the list was the new Super Cobra Jet which came with the Drag Pack option. The Super Cobra Jet used the shaker hood scoop, a modified crankshaft and stronger connecting rods. The Drag Pack also came with limited-slip 3.91:1 or 4.30:1 rear axles, an external oil cooler, and no air conditioning. All three engines were under-rated at 335bhp.
The 428 Cobra Jet engines were replaced in 1970 by new 429 Cobra Jet engines. The 429 Cobra Jet was rated at 370bhp while the Super Cobra Jet had 11.3:1 compression and was rated at 375bhp.
The 429 Cobra Jet and Super Cobra Jet engines continued in 1971 unchanged. But the decade of Ford's Total Performance officially ended and this would be the last year for the Cobra Jet engines.
Ratings:
1968-1969: 428 Cobra Jet V8 335bhp@5400rpm (est. 410bhp), 440lb-ft@3400rpm.
1970: 429 Cobra Jet V8 370bhp. 429 Super Cobra Jet V8 375bhp.
1971: 429 Cobra Jet V8 370bhp. 429 Super Cobra Jet V8 375bhp, 450lb-ft.
Installation:
1968-1971 Ford Mustang
Total Production: ?
General Motors Buick 400/455 Stage 1 1968-1973
In a nod to the performance market that was driving muscle car sales, Buick quietly introduced a rare dealer installed option in 1968 which treated the 400 cid engine with a hotter cam, 11.0:1 compression, stronger valve springs and a reworked transmission. Officially pegged at a mere 345bhp, or just a 5 bhp increase over the base 400 cid engine, experts believe that it was more like 390bhp and it dropped 1/4 mile times by 1 second or more. It was called the "Stage 1 Special Package" and was an indicator of great things to come.
Buick got more involved in the performance market by giving its high output engines greater publicity in 1969. The Stage 1 version of the 400 cid V8 boosted output to 345bhp while the even rarer Stage 2 boosted output to 360bhp.
1970 saw the greatest Buick engine of all time. GM finally lifted its corporate ban of engines larger than 400 cubic inches in an intermediate body and Buick responded by stuffing a brand new 455 cubic inch engine into its restyled GS. The 455 boosted more displacement, bigger valves, and a hotter cam than the 400 and was also mated to standard cold air induction through functional hood scoops. The 455's was rated at 350bhp and a stump pulling 510lb-ft of torque. This was the highest torque rating of any production engine besides Cadillac's 472 and 500 cid V-8s, and no engine achieved it at a lower rpm (2800rpm). If that wasn't enough, a Stage 1 package brought a hotter cam, bigger valves, and a revised carburetor. Buick said this amounted to 360bhp but most testers believed that it was more than 400bhp. This would be the most powerful engine Buick ever built.
1971 was the official beginning of the end of the muscle car era. Pressured by increasing government regulations and increasing insurance premiums and gasoline prices, GM decreed that all its engines must run on low-lead gasoline, leading to a drop in compression ratios and a corresponding drop in power ratings. The 455 Stage 1 lost 15bhp to 345bhp.
The power drop continued in 1972 as government regulations now required engines to be rated with all accessories in place, a "net" rating. Although the actual engine output hadn't changed from 1971, the power ratings dropped considerably. The 455 Stage 1 dropped to 270bhp.
The 455 Stage 1 continued for one more year and with 270 bhp (net), was one of the most powerful engines available in 1973. The 455 Stage 1 engine had camshaft, carburation, and air cleaner changes and came standard with a Posi-Traction limited slip rear end. However, this would be its last year as the performance market officially collapsed.
Ratings:
1968-1969: 400 Stage 1 V8 345bhp@5800rpm, 440lb-ft@3200rpm.
1970: 455 Stage 1 V8 360bhp@4600rpm, 510lb-ft@2800rpm.
1971: 455 Stage 1 V8 345bhp@5000rpm, 460lb-ft@3000rpm.
1972: 455 Stage 1 V8 270 bhp@4400rpm, 390 lb-ft@3000rpm (net).
1973: 455 Stage 1 V8 270 bhp@4400rpm, 390 lb-ft@3000rpm (net).
Installation:
1968-1973 Buick GS
Total Production: ?
Chevrolet 409 1961-1963
In 1961, Chevrolet introduced its 409 cubic inch V8, the engine that would launch the Big Three auto manufacturers into the horsepower race that would last well into the 1970s. The 409 was actually a response to Ford's new 390 cid engine, which was outperforming Chevy's on the dragstrip. Although it put out "only" 360 bhp compared to Ford's top 375 bhp, those extra 19 cid gave it respect on the street and immortalized in song ("She's really fine, my 409"). Unfortunately, the 409 already came with 11.25 compression and a four barrel carburetor, and due to its wedge shaped combustion chambers was not very easy for the average owner to improve performance further.
In 1962, The 409 was improved by adding new cylinder heads and a revised camshaft. With the standard 4 bbl carb, the 409 produced 380 bhp. But the real news was the improved top of the line 409 which added a pair of Carter AFB four barrel carbs and a lightweight valve train, and produced an astonishing 409 bhp, or a magical 1 bhp per cid. The 409 legend grew.
In 1963, For the serious enthusiasts, Chevrolet offered the 409 with solid lifters and a single four bbl carb good for 400 bhp and a solid lifter 409 with two four barrel carbs good for a whooping 425 bhp. But the 409 would eventually be phased out in the middle of the 1965 model year to make way for the versatile 396 engine.
Ratings:
1961: 360 bhp @ 5800 rpm, 409 lb-ft @ 3600 rpm.
1962: (1x4bbl): 380 bhp. (2x4 bbl): 409 bhp.
1963: 340 bhp, 430 lb-ft @ 3200 rpm. 400 bhp. (2x4 bbl): 425 bhp.
Installation:
1961 Chevrolet Impala SS.
1962-1965 Chevrolet Impala, Bel Air.
Total Production: ?