I think the combo would be AWESOME Wayne ! :beer I really hope that you can get something put together .... Genesis or otherwise. I know how hard it is to find a good 427 block (ask that dolt, Stefina). :grin:
:laugh: :laugh: :laugh: :laugh: :laugh: And I still recall when GM came out with the 1950 Chev BelAir, it was a called a hardtop convertible. Think Ford also used that terminology on the 51 Victoria also. If the "young uns" can't handle the hardtop vs sedan thing, imagine their frustration with having something called a hardtop convertible. :laugh: :laugh: :laugh: Food for thought: Was a 3 window coupe a hardtop or a post car? Definitely not a sedan...???? uzzled: How about a Model A Victoria? uzzled:
I think that the last I heard, it was not PS legal. But I would ask Dan to be sure. Maybe things have changed ?? o No:
Not legal because of the reason you listed earlier. The stock 427 block should only go .030", .040" if the sonic check is good and .050" if you hard block. An original block could never go to the .070" allowed by P/S but as you said the Genesis can. Mine is .020" over or specifically a 4.25", so I have a remaining overbore.
Huh? Not legal because of what it could be machined? Puhlease........need something better than that. Wouldn't P & G kinda control that? That sounds more like a F.A.S.T. answer than a Pure Stock answer. Is it cast iron? Better start outlawing the repro exhaust manifolds on certain cars, too. They have better flow characteristics and can be opened up more than the originals, too. Where's the logic? o No: All Olds E blocks (65-67 442) were really 425 blocks with smaller 4.0 inch bores (425's were 4.125). The water jacket was the same. You can bore them .125 without blinking, and go as high as .250 if you have a good no core shift block verified by sonic testing. I could pass P & G easily since my 68 came with a 400 (G block 3.875 bore, 4.25 stroke....can you say dump truck engine?) But it has a different block code on it. Heads are same.
I gotta agree with you Dave, that really needs to be re-thought. Everyone bitches about the lack of Fords, then to deny this block.......... :rant: Hell, compromise and allow the block up to a .040 over cid instead of to a .070 cid............ It's a new and fairly expensive block, what kind of guy is going to bore it .070 to begin with ?? :eek2: Brian, you can put your hand down, now.......
I don't think it needs to be re thought One of the limitations of the 427 is the overbore. If a block is allowed for Ford how long will it be before we hear "well if they can have a block, why can't I have ________ (fill in the blank). And all the BS and bickering that goes along with it. The rules are production non aftermarket blocks....leave it alone. As far as a Ford not running because "I was denied this block" :ball: Well that argument just does not hold water...because you can find an original block for the same or less money than that aftermarket one.
Well, Brian, as a guy who would immediately benifit from this rule change, because your block does not hold water I gotta commend your stand on the issue. It's a shame the whiners have to influence what should be a no brainer decision.
My feeling is,if the reproduction parts does not give a advantage over the factory original part,then why not let it in?In the 427 block case,the block can be bored bigger,but I'm sure nobody would take advantge of that,now would they?
... heres where I depart modestly from my often-voiced conservative views on Pure Stock. WARNING: Skip this post if you abhor a sermon. Clearly, the Rules of P/S are now well established, and have endured change if for no other reason because of their simplicity. While not perfect, there is little room for liberal interpretation of the standards set by the manufacturers. But this alone is not the complete picture. P/S does permit certain deviations (some of which have performance benefits while others may not). These deviations too are now accepted as part of the standard that defines the class for purposes of the drag events. I also believe we would all agree that with any variation comes uncertainty, together with added opportunity for disputes to arise as to legitimacy. I for one do not want to see this event (that I dearly love) morph into a closet S/A event (... not that there's anything wrong with that). The potential for this has already reared its ugly head in the form of parking-lot discussions surrounding this years Certification Program. I wont disparage anyone with specific references, but suffice it to say scrutiny didnt seem to love company. Where was I...? Oh, yeah... Deviations from OEM are already permitted in many areas. The reproduction and restoration industry is the prime reason why we had 131 cars at this years event; not a lot of survivors are running 12's. Many cars have new repro panels, repro interiors, repro tires, repro engine internals, repro you name it we got it, etc. Heck, you can even now order a complete new Camaro unibody! Most of these items dont improve performance, but can still help make you look damn good running a mid 14. Some are for safety; others ensure that engine wont disintegrate on a missed shift. The point here is that these aftermarket items are already allowed. Now, back to the blocks. Lucky for CopoPete, GM recently unearthed some spare vintage Coke cans; they melted them down and cast a couple more tin blocks for sale over the counter. Too bad for the faux Mos, cause Chrysler didnt get it quite right with the Hemi. Now the Ford camp has a kick at the issue with a new FE anchor, and gosh they missed-it-by-that-much. Why? Pontiacs will soon have access to brand new Ram Air IV heads (the aluminum intakes and cast iron exhaust manifolds are already on the market). And why not? We all want to see more Pure Stockers in future, particularly the less common ones. I for one accept the argument that if the block has all the casting marks in the right place, I really dont care whether it was made in Detroit or Mexico. It seems to me that many of the parts were already running under the hood are manufactured elsewhere on the big blue marble (quality issues aside). So long as homage is paid to the engineering specifications of the OEM unit, there seems to me to be no inherent advantage gained by the use of these parts. All the other P/S Rules still apply. My vote (I believe I am a member in good-standing, although perhaps not for long after this) would be to have the matter reconsidered in the context of some of the observations above. Whatever Dan and Bob decide (heck, its there party) is fine by me. But it would do us all well as devout participants to hear from them directly on this issue. Do we have a P/S newsletter yet? Damn, thats a fine idea... but where would we find someone who has time enough and the passion to write a lot...?
I vote to not allow convertables.... That all sounds great in theory. The thing is a P&G, while a great tool, is not infallable. If the block is an original, 427 as an example, you are sure it is not bored excessively. If it leaks like mine, you know it's not hard blocked. :laugh: As far as an advantage goes? Well we all know the importence of cylinder rigidity and how round it stays. Would a thicker block have a more rigid bore? I think we know the answer to that. A good question to ask is, why in a P/S event do you need an aftermarket block? It makes an already hard job teching and policing the event even harder. it makes folks wonder..."why am I putting up with all this grief?"
Maybe because some guys have more ceramic seal in their blocks than other guys have [edited for content] oh nevermind......
I just talked to Bob Boden himself,the car is legal.1967 Fairlane 427-425hp,lift off hood.not sure on the availability of the C6,and still checking on the trunk mounted battery option.Forgot to ask about the aftermarket block issue,but he's calling me back again today.I'll ask then.
