Help me ID this block and heads PICS UP

[Jthomas]

So I was told that the heads are second design L88s. But I can't really find much info or anything really. Here is ever # I could find on the head  

Alum. Heads
Cylinder side.   1     0 7 8 9 10     P

6613

4.27.7.3

Top side casting #.  3946074


Iron Block 4bolt main

Casting number 3999289 P

Other markings. F18 73
GM T12

PASS
HI-PERF



It was a 427. The heads are ported/polished/flowed
I don't really know what any of it is worth, or what kind of power I could make with the heads. Tell me anything lol

[xjs3667]

its a  72-78 454 block  probably out of a pick up.  these are good blocks also called the 289 blocks, even though they are listed as 2 bolt mains, the cap work is done after the casting, so yes there are 4 bolt main variations of the block.

Heads are 69-71 396, 402, and 454   open chambers 118cc    

imo you should be able to make 400-450hp pretty easy

also im leanin more towars you got a 454 not 427, but really only way to tell is to crank cast number or measure it out.

Google baby google   its our best friend

http://www.nastyz28.com/bbcmenu.php/

[Jthomas]

It's a 427. It was orderd with a matching GM forged crank.

What model block is it? Ie: vortec

[J.C.]

I sold a 289 block to topfist on here. It was a 454

[xjs3667]

It's a 427. It was orderd with a matching GM forged crank.

What model block is it? Ie: vortec

its not a vortec block, they didn't even know what that was in the 70's.... it is a cast iron 454 block with 4 bolt mains, prolly has a shorter stroke crank to make it a 427 if it is a 427.

it is also possible that whoever you ordered it from took a 289, 454 2bolt main  block and machined it for 4 bolt, matched it with a shorter crank, and heads, thus your 427.

but it is not a true 427 block.

[Jthomas]

It's a 427. It was orderd with a matching GM forged crank.

What model block is it? Ie: vortec

its not a vortec block, they didn't even know what that was in the 70's.... it is a cast iron 454 block with 4 bolt mains, prolly has a shorter stroke crank to make it a 427 if it is a 427.

it is also possible that whoever you ordered it from took a 289, 454 2bolt main  block and machined it for 4 bolt, matched it with a shorter crank, and heads, thus your 427.

but it is not a true 427 block.

Lol I know it's not vortec

I meant like what model. In example vortec serries. LS serries ect. Its a mark 4 *BLANK* serries.

[xjs3667]

yea yea I got ya now  been a long day.....   its a ZLX...a  L88-ZL1 Hybrid   made from 70-76 or 77 I think?     compression ratio-12.5:1  and around 440hp factory.    Its a awesome engine, and worth every penny you put in into it....  say If ya ever wanna give it away.. my doors always open    theres agood story behind these engines if ya got ears for it

[Jthomas]

yea yea I got ya now   been a long day.....   its a L88-ZL1 Hybrid   made from 70-76 or 77 I think?     compression ratio-12.5:1  and around 440hp factory.    Its a awesome engine, and worth every penny you put in into it....  say If ya ever wanna give it away.. my doors always open 

Yea it had 12.5:1 TRW pistons, pink dimple rods, and that GM forged crank.

[xjs3667]

427...

L36 427 in a 1966 Chevrolet Corvette

L71 427 in a 1967 Chevrolet Corvette
The highly successful and versatile 427 cubic inch (7 L) version of the Mark IV engine was introduced in 1966 as a production engine option for full sized Chevrolets and Corvettes. The bore was increased to 4.25 inches, with power ratings varying widely depending on the application. There were smooth running versions with hydraulic lifters suitable for powering the family station wagon, as well as rough idling, high-revving solid lifter models that resembled racing powerplants and produced well over 400 horsepower.

Not every version of the 427 was available in every car, and ordering the highest performance versions often required that other options be added to or deleted from the car (for example, power steering wasn't available with the high performance models). This relationship between engine configuration and vehicle options often resulted in what was jokingly referred to as a "racing taxicab," the description usually applied to a minimally equipped, plain looking, two door Biscayne sedan fitted with the brutally powerful 425 horsepower version of the 427—resulting in a vehicle whose performance was the polar opposite of a taxi. This lightweight, big-block Biscayne was also commonly referred to as "Bisquick."

Perhaps the nec plus ultra in 427 street applications was the 435 horsepower L89 version available in 1967 to 1969 Corvettes. This engine was equipped with three two barrel carburetors and large port aluminum heads for maximum high RPM air flow, and resulted in a car whose performance was described by one automotive journalist as "the ultimate in sheer neck-snapping overkill." The "tri-power" 427 could accelerate the 1967 Corvette coupe from zero to 60 miles per hour in little more than four seconds and, when suitably tuned for drag racing, turn in 11 second, 125 mile per hour quarter mile performances, suggesting a true power output in the range of 550 horsepower.

The most famous version of the 427 was undoubtedly the 1969 ZL1 engine. Developed for Can-Am racing, where it was very successful, the ZL1 had specifications nearly identical to the production L88 version of the 427, but had an all-aluminum cylinder block that weighed 100 lb less than a similar iron block. The engine was also fitted with the new open combustion chamber cylinder heads, a light weight aluminum water pump and a specially tuned aluminum intake manifold, resulting in an engine weighing little more than a small block, but producing around 600hp in "street" tune and far more in racing tune. The 4718 dollar cost of the ZL1 option doubled the price of the 1969 Corvette, but resulted in a car with exceptional performance. Just two production Corvettes (factory option at dealer) and 69 Camaros (non-dealer option from factory - COPO 9560) were built with the ZL1.

Chevrolet capitalized on the versatility of the 427 design by producing a wide variety of high performance, "over the counter" engine components (marketed as "heavy duty" or "extra capacity" components to mask their intended racing application), as well as ready-to-race "replacement" engines in shipping crates. Some of the components were developed to enhance the engine's reliability during high RPM operation, possibly justifying the use of the description "heavy duty." However, most of these items were racing parts originally designed for Can-Am competition that found their way on to dealers' shelves, and were meant to boost the engine's already impressive power output. As a result of this activity, the 427 quickly became dominant in drag racing.

The version of the 427 produced from 1966 to 1969 was fitted with essentially the same cylinder heads as used with the 396, a type often referred to as the closed combustion chamber design. Starting in 1969, the highest performance models were fitted with the new open chamber cylinder head, which along with design improvements in crankshafts, connecting rods and pistons adopted from the Can-Am development program, resulted in an engine with substantially increased performance and reliability. This development culminated in a specialty version of the engine called the ZLX, which was essentially a ZL1 engine built with the L88 engine's sturdy, four bolt main bearing iron block (it has been suggested that "ZLX" was a code name for ZL1 crossover). The ZLX, available as a short block assembly or complete "replacement" engine in the crate from a few dealers, was a resounding success and became a best-seller by after market racing components standards—the closest thing to an all-out competition engine ever offered to the general public.

Chevrolet gave all 427 engines except the ZL1 a torque rating of 460 ft·lbf (624 N·m).

First
Year Last
Year Engine
Code Features Compression
ratio Factory
Gross Power
Rating
1966 1969 L36 4-barrel 10.25:1 390 hp (291 kW)
1966 1966 L72 4-barrel + solid-lifters 11.00:1 425 hp (317 kW) [1]
1967 1969 L68 3x2-barrel 10.25:1 400 hp (298 kW)
1967 1969 L71 3x2-barrel + solid-lifters 11.00:1 435 hp (324 kW)
1967 1969 L89 L71 + aluminum heads 11.00:1 435 hp (324 kW)
1967 1969 L88 L72 + aluminum heads 12.50:1[2] 430 hp (321 kW)[3]
1969 1969 ZL1 All aluminum engine with open chamber heads 12.25:1 430 hp (321 kW)[4]
1970 1977(?) ZLX L88-ZL1 hybrid 12.25:1 430(?) hp (321 kW)[5]

Notes:

^ Chevrolet actually advertised this engine as 450 hp (336 kW) for a short period of time. There is speculation if this engine actually put out 450 hp, or if this was a marketing mistake that was later corrected.
^ L88 had a 12.5:1 compression ratio with closed chamber heads except during the last half of 1969, when it had open chambered heads that yielded 12.0:1
^ L88 was rated for 430 hp at 5200 rpm. Actual red line was 6400 rpm however, resulting in over 500 hp. With free-flowing headers and operation in the 7000 RPM range, it was generally accepted that the engine was capable of 550 hp.
^ Actual HP is not known for ZL1, but is accepted to have exceeded that of the L88, There were advertisements that said 585 Horsepower in magazines.
^ The factory recommended redline for this model was 7600 RPM, but 8000+ RPM was routine in competition. Like the L88 and ZL1, the actual HP was never quoted by Chevrolet. However, drag racing experience indicated that actual output was close to 650 horsepower.[citation needed]
1966-1969 Chevrolet Biscayne
1966-1969 Chevrolet Caprice
1966-1969 Chevrolet Impala
1966-1969 Chevrolet Corvette
1968-1969 Chevrolet Camaro (most were dealer installed, only the ZL-1 was a factory option)


http://www.460ford.com/forum/showthread.php?t=114614&page=4




my old man told me stories of these engines when he was in his teens    And how epa started cracking down on gm for their advertised hp ratings, so they slaped a sticker on it saying 430hp to all there 427 engine lol......while they could actually easily push 500-600hp stock!   I wish they did that now days    This is what made gm what it is and they had the parts readily available to any that wanted to buy them  even drop in crate motors that were listed as commercial use in trucks or a replacement engine and zlx was the new replacement code.

[Jthomas]

Yupp it sounds like tge hybrid. Cuz this had what I was told to be a zl1 crank, but was put into a different engine, idk if it was replaced with the same crank, but it's a GM crank. And it's solid roller cam was replaced with a bit bigger one. That's all I really know

Except possibly a zl1-l88 block with the l88 heads??

[390JOE]

427...

L36 427 in a 1966 Chevrolet Corvette

L71 427 in a 1967 Chevrolet Corvette
The highly successful and versatile 427 cubic inch (7 L) version of the Mark IV engine was introduced in 1966 as a production engine option for full sized Chevrolets and Corvettes. The bore was increased to 4.25 inches, with power ratings varying widely depending on the application. There were smooth running versions with hydraulic lifters suitable for powering the family station wagon, as well as rough idling, high-revving solid lifter models that resembled racing powerplants and produced well over 400 horsepower.

Not every version of the 427 was available in every car, and ordering the highest performance versions often required that other options be added to or deleted from the car (for example, power steering wasn't available with the high performance models). This relationship between engine configuration and vehicle options often resulted in what was jokingly referred to as a "racing taxicab," the description usually applied to a minimally equipped, plain looking, two door Biscayne sedan fitted with the brutally powerful 425 horsepower version of the 427—resulting in a vehicle whose performance was the polar opposite of a taxi. This lightweight, big-block Biscayne was also commonly referred to as "Bisquick."

Perhaps the nec plus ultra in 427 street applications was the 435 horsepower L89 version available in 1967 to 1969 Corvettes. This engine was equipped with three two barrel carburetors and large port aluminum heads for maximum high RPM air flow, and resulted in a car whose performance was described by one automotive journalist as "the ultimate in sheer neck-snapping overkill." The "tri-power" 427 could accelerate the 1967 Corvette coupe from zero to 60 miles per hour in little more than four seconds and, when suitably tuned for drag racing, turn in 11 second, 125 mile per hour quarter mile performances, suggesting a true power output in the range of 550 horsepower.

The most famous version of the 427 was undoubtedly the 1969 ZL1 engine. Developed for Can-Am racing, where it was very successful, the ZL1 had specifications nearly identical to the production L88 version of the 427, but had an all-aluminum cylinder block that weighed 100 lb less than a similar iron block. The engine was also fitted with the new open combustion chamber cylinder heads, a light weight aluminum water pump and a specially tuned aluminum intake manifold, resulting in an engine weighing little more than a small block, but producing around 600hp in "street" tune and far more in racing tune. The 4718 dollar cost of the ZL1 option doubled the price of the 1969 Corvette, but resulted in a car with exceptional performance. Just two production Corvettes (factory option at dealer) and 69 Camaros (non-dealer option from factory - COPO 9560) were built with the ZL1.

Chevrolet capitalized on the versatility of the 427 design by producing a wide variety of high performance, "over the counter" engine components (marketed as "heavy duty" or "extra capacity" components to mask their intended racing application), as well as ready-to-race "replacement" engines in shipping crates. Some of the components were developed to enhance the engine's reliability during high RPM operation, possibly justifying the use of the description "heavy duty." However, most of these items were racing parts originally designed for Can-Am competition that found their way on to dealers' shelves, and were meant to boost the engine's already impressive power output. As a result of this activity, the 427 quickly became dominant in drag racing.

The version of the 427 produced from 1966 to 1969 was fitted with essentially the same cylinder heads as used with the 396, a type often referred to as the closed combustion chamber design. Starting in 1969, the highest performance models were fitted with the new open chamber cylinder head, which along with design improvements in crankshafts, connecting rods and pistons adopted from the Can-Am development program, resulted in an engine with substantially increased performance and reliability. This development culminated in a specialty version of the engine called the ZLX, which was essentially a ZL1 engine built with the L88 engine's sturdy, four bolt main bearing iron block (it has been suggested that "ZLX" was a code name for ZL1 crossover). The ZLX, available as a short block assembly or complete "replacement" engine in the crate from a few dealers, was a resounding success and became a best-seller by after market racing components standards—the closest thing to an all-out competition engine ever offered to the general public.

Chevrolet gave all 427 engines except the ZL1 a torque rating of 460 ft·lbf (624 N·m).

First
Year Last
Year Engine
Code Features Compression
ratio Factory
Gross Power
Rating
1966 1969 L36 4-barrel 10.25:1 390 hp (291 kW)
1966 1966 L72 4-barrel + solid-lifters 11.00:1 425 hp (317 kW) [1]
1967 1969 L68 3x2-barrel 10.25:1 400 hp (298 kW)
1967 1969 L71 3x2-barrel + solid-lifters 11.00:1 435 hp (324 kW)
1967 1969 L89 L71 + aluminum heads 11.00:1 435 hp (324 kW)
1967 1969 L88 L72 + aluminum heads 12.50:1[2] 430 hp (321 kW)[3]
1969 1969 ZL1 All aluminum engine with open chamber heads 12.25:1 430 hp (321 kW)[4]
1970 1977(?) ZLX L88-ZL1 hybrid 12.25:1 430(?) hp (321 kW)[5]

Notes:

^ Chevrolet actually advertised this engine as 450 hp (336 kW) for a short period of time. There is speculation if this engine actually put out 450 hp, or if this was a marketing mistake that was later corrected.
^ L88 had a 12.5:1 compression ratio with closed chamber heads except during the last half of 1969, when it had open chambered heads that yielded 12.0:1
^ L88 was rated for 430 hp at 5200 rpm. Actual red line was 6400 rpm however, resulting in over 500 hp. With free-flowing headers and operation in the 7000 RPM range, it was generally accepted that the engine was capable of 550 hp.
^ Actual HP is not known for ZL1, but is accepted to have exceeded that of the L88, There were advertisements that said 585 Horsepower in magazines.
^ The factory recommended redline for this model was 7600 RPM, but 8000+ RPM was routine in competition. Like the L88 and ZL1, the actual HP was never quoted by Chevrolet. However, drag racing experience indicated that actual output was close to 650 horsepower.[citation needed]
1966-1969 Chevrolet Biscayne
1966-1969 Chevrolet Caprice
1966-1969 Chevrolet Impala
1966-1969 Chevrolet Corvette
1968-1969 Chevrolet Camaro (most were dealer installed, only the ZL-1 was a factory option)


http://www.460ford.com/forum/showthread.php?t=114614&page=4




my old man told me stories of these engines when he was in his teens   And how epa started cracking down on gm for their advertised hp ratings, so they slaped a sticker on it saying 430hp to all there 427 engine lol......while they could actually easily push 500-600hp stock!   I wish they did that now days   This is what made gm what it is and they had the parts readily available to any that wanted to buy them  even drop in crate motors that were listed as commercial use in trucks or a replacement engine and zlx was the new replacement code.

a very good read   

[xjs3667]

what crank you have for it now? or is it the zl1? the stock zl1 crank is forged, the stuff that was in these engine was very top of the line for back then and even now days!!!  my old man just told me to be carefull messing with the cams as he found out the hard way.. he put a slightly bigger cam in and gained a little low end torque but lost around est.75hp top end....  gm has done all the testing they could do on em and did put the best of everything in em, they were their race engines after all   having it port and polished is a good deal, you'll definitely pick hp there.  He says the biggest thing is back then was the carbs...they are nothing compared to now days, and you could switch to fuel injection and the hp would be ridiculous  but that would be ashame to do that

post some pics of it, and when its all together  would love to see it.. Ive only seen a few most of which are in photo albums up in the old mans attic of his glory days lmao

[Jthomas]

But thanks alt for all the info. I have a pretty good build coming alon for this engine and I wanted to know as much about it ad possible.

After I get it done I'll post in the build thread the rebuild of the tranny, engine, and Tcase. Itl be sick, I promise.


Thanks again!

[Jthomas]

Lol this engine used to be my fathers, he even got GMs high proformance manual that specials the l88 and zl1. So he could squeeze every ounce of power out of it. He just sold the old mechanical injector that was on it. Velocity stack style. Pretty much made that engine.

[Jthomas]

what crank you have for it now? or is it the zl1? the stock zl1 crank is forged, the stuff that was in these engine was very top of the line for back then and even now days!!!  my old man just told me to be carefull messing with the cams as he found out the hard way.. he put a slightly bigger cam in and gained a little low end torque but lost around est.75hp top end....  gm has done all the testing they could do on em and did put the best of everything in em, they were their race engines after all   having it port and polished is a good deal, you'll definitely pick hp there.  He says the biggest thing is back then was the carbs...they are nothing compared to now days, and you could switch to fuel injection and the hp would be ridiculous  but that would be ashame to do that

post some pics of it, and when its all together  would love to see it.. Ive only seen a few most of which are in photo albums up in the old mans attic of his glory days lmao

Idk if it is a zl1 crank. ThTs what it originally had. But was removed and put into a diff engine. But he said he put another GM crank in there, but idk what

I can't post pics. I just texted you. I'll send ya one of it befor the tear down.

[xjs3667]

what number you text it to?  the 936-1682 is shut off   do 810-522-3370   thats my wifes phone but im sure she wont mind the sexy pics  lmao

[Jthomas]

Just sent em

[xjs3667]

I got em... Awesome, cant wait for your build thread,

[J.C.]

I got em... Awesome, cant wait for your build thread,

Post them up!

[Jthomas]

Befor teardown








Heads, combustion chamber side








Rocker side




4 bolt main 3.76 crank, internally balanced




Manual for the engine