First Marauder I ever rode in had the 427. Holy crap.
Some of the FE engines (there were dozens upgraded constantly for racing) were never bested by the 429 and 460 (or 514 crate) engines. Different heads, cams, compressions, even a SOHC version. FT versions were for trucks and featured steel bottom ends instead of iron, so they've been snatched from wreckers for boat engines. A few designed specifically for NASCAR racing were so much more powerful than anything else NASCAR banned them just about as soon as introduced. Now think, if it was in a Marauder, it was probably a wimp version. Imagine one of the all-out versions. YEEHAA!!!!!
I love the ride, the room, the size, the V8 smoothness, the looks, just about everything. That's what a car is supposed to feel like. All the new cars ride like go carts and look like video games.
Agreed! My favorite cars ever were 1970 Cougar XR7 coupes and convertibles. They rode on premium Mustang performance undercarriages but were equipped with extra soundproofing which noticeably quieted and softened the ride and improved hole shots. The 428 Super Cobra Jet engines were my favorite, but aftermarket air conditioning had to be installed because the factory oil cooler was in the way of factory air packages. Axle ratios were 3.90 and deeper, but I'd fit 3.00s and a Doug Nash 4+1 to retain hole shot and function like an overdrive with the FE not turning over 1800rpm at 70mph with 28-inch tires. 22mpg was common with cruise in flat Florida.
Real close was Chevy's version of the Marauder, the 1968 Caprice Classic Coupe with 427. The top 427 was the L88, only available in Corvettes so they didn't last long in junkyards. The L72 was close to the same engine, rated 425hp, but wasn't available in '67. Also, Caprices only came with automatics, so if you wanted a 5-speed, like the Cougars, you had to find a stick SS Impala to get the parts. All the SS Impala performance upgrades were standard on the Caprices with the same engines, so they handled and stopped a bit better. Aftermarket shocks, sway bars, polyurethane bushings, cutting a coil off each spring, and wider wheels and tires made some fine handlers out of those old Caprices and barely bothered their fine ride. A well optioned Caprice could stand with any Cadillac, Lincoln, or Mercedes back then in creature comforts. Actually better than the Cougars in those respects. Sounds like if you ever win the lottery a Caprice coupe or convertible would be an excellent project to pass down to a granddaughter.
Boy, those were the good old days.
My mother had a as I called it A Battlestar" a 67 Galaxy 500 390 with a hood so long you could land a plane on it. Great date car that's for sure! Just don't tell mom!
The original Marauders back in the 60's had a 429 or 460 I think.
I know I'm dating myself.
Ford 390s did not like going fast for very long. They'd tweek the mains and break the cranks if pushed too hard too long. All up ready to run an early iron FE weighed 50 or so pounds less than GM or Mopar products capable of similar outputs, and it showed on long races. Later 427s and 428s did not have such problems with side oiling and when the bottom ends were properly caged. So Ford came out with the 385 engines for big cars and trucks--they can pound all day, but they are not the sprinters the FEs are. The only small car ever offered with a 385 was the 429 Mustang, which were built with 6 cylinders, then shipped to a custom shop for conversion. The front subframes had to be cut out and rewelded 2.5 inches further apart so the valve covers would fit between the spring towers. Funny thing, when Ford started supplying racers with 429s, the racers used them for tow vehicles and went back to the FEs.
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