CHRIS CRAFT COMMANDER FORUM ® .......A photo-intensive technical reference file and ongoing newsletter regarding the original fiberglass Chris-Craft Commander series. This is an independent not-for-profit and non-commercial web site, not affiliated with the Chris Craft Commander Club ~~ or ~~ Chris-Craft Corporation. Our mission here is to "have fun and share information" about the Commander series (and those associated fiberglass boats on the Chris-Craft family tree) for your individual personal use, and by doing so help promote the good name of Chris-Craft, and help preserve, restore, and appreciate Chris-Craft boats. The main reference feature is the ever expanding MASTER INDEX File which contains what we believe to be the world's largest collection of documentation photos and technical information on the Chris-Craft Commander line of boats, (like these original brochure scans, featuring the iconic first 38 Commander styled by Fred Hudson, and many of the great Dick Avery renditions that followed) , (a huge collection of Chris-Craft 427 tuning and specification information), and a few words about how to use the forum.

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Look at the comparison between the 427 wedge head and the 431 Lincoln plank head

September 21 2007 at 6:44 PM
Anonymous  (no login)


Response to Here are even a few more pics i have stashed away!!


Top two photos are the plank-head Lincoln. Note, no combustion chamber in the head! The cylinder bore is cut off at an angle, and combustion happens within the cut off bore.









Here is the 427 wedge shaped combustion chamber. This design lets the piston come right up to the face of the valves and all combustion occurs inside this wedge shape.




The Lincoln was great on torque, overall build quality, and longevity. The Ford 427 had all that, plus the racing developments and the ability to breathe much better at higher rpm. The pushrod version of the 427 was rated at 6000 rpm redline in street form for the general public, ha ha. Imagine that today! In racing form these engines sometimes reached rpm high enough to have small bumpers cast into the tops of the pistons, to force the valves back up into position, in the event rpm got so high it created valve float. All the while, the same cross bolted bottom ends we have in our 427 boats today, withstood the stress of running at this kind of speed for a 500-Mile NASCAR race or a 24-hour run at LeMans.

For some, a motor is a motor is a motor. To others there is an appreciation of the history and mechanical attributes of a 427 Ford Big Block that make a difference.

Regards,
Paul





 
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