|1963 Model Year
The bodies shared between the 427 cars and the standard models are basically the same. There is no special bracing or hidden
VIN numbers unique to the 427 car. The only difference is the obvious being the engine code stamped into the VIN.
There are three to six locations where the VIN number could be stamped. The most well known being the three stampings on the
cowl tags. The first one is located under the hood on the passenger's side near the hood hinge. The other two are located on the
right and left side of the cowl underneath the front fenders. These two can only be seen by taking the fenders off or by using
special optical equipment. Two other VIN locations are on the right and left side of the rear seat support about an inch below the
package tray. One more that has been found on some convertible cars is on the ledge just underneath the front edge of the rear
seat. Not all cars carry the VIN numbers in these other three locations in fact, the majority of cars did not have them. Some
people claim that all 427 cars had the VIN number in these locations. This is just not the case. As of now, there is no known
reason why certain assembly plants stamped the rear seat areas on some cars and others didn't but, one thing is for sure, it was
not a 427 specific item.
One other note that should be made is that some of the factory lightweight race cars did have a special body stamping. This
stamping was an "MX" stamped into the cowl just above the VIN tab stamping under the hood by the passenger side hood hinge.
This "MX" stamp may have been in other places but, on the cars I have seen this is the most common location. Again, not all the
lightweights carried this stamping
The chassis of the 427 cars did have many differences which separated them from their standard counterparts.
The frames on the 427 cars were the standard big block assemblies with one notable exception. The factory lightweights carried
a special frame tag located under the radiator support mounting bracket. This tag carried a part number, C3AA-5005-AA MOD.
Ford discontinued the stamping of the VIN number on the frames starting with the 1963 model year.
The differences start at the front of the chassis with the suspension. All the 427 cars carried the same suspension components as
the standard cars including upper and lower A-arms, steering arms, offset shaft units and steering boxes. One item that the cars
equipped with the 15 x 5 1/2 Kelsey Hayes wheels received (which was all the 427 cars) were steering stops that were bolted to
a mounting bracket on the back side of the lower control arms. These steering stops contacted the spindle and prohibited the
wider wheels and tires from hitting the frame when the steering was turned to full right or left.
All 427 cars came equipped with manual steering with NO exceptions. Some cars have been seen with power steering units
installed but this is not correct. It was probably the result of a dealer filling an owner's request after purchase or an installation at
the time of a restoration. No 427 cars left the assembly line equipped with power steering. All manual steering cars came with a
17 inch steering wheel which aided in low speed turning.
The 427 cars did have special coil spring rates which varied from body style to body style.
There were two different stabilizer bars used in 63. The first one being the .66 diameter bar the second one being the .94
diameter bar. On the 427 cars that I have seen all of them have had the .66 diameter bar. However, I believe that both bars came
on the 427 cars and either would be correct on a restored or original car.
The front brakes were 11 x 3 inch wide units that were shared with the station wagons, police package cars and, the taxi cabs. In
the Ford Master Parts Catalog there is a listing for aluminum front drum kit for taxi cabs part number C3AE-1102-E. There is no
evidence that this part was used on any 427 car from the factory but the possibility exists that some were installed by racers for
the obvious weight savings.
As mentioned before all the 427 cars came equipped with the 15 X 5 1/2 Kelsey Hayes steel wheels. These wheels were special
to the Hipo cars and had fully welded centers with four small slash cuts in them. Tire sizes were the standard 6.70 x 15 black wall
with the white stripe tire being optional. The optional tire, which was standard on convertibles, was the 7.10 x 15 black wall or
Wheel covers and hub caps were again, special to the 427 cars. The full wheel covers came on the Galaxie 500XL models and
they were the spinner style. There were two different versions of this spinner style wheel cover. Part number C3AZ-1130-F which
came on the early 63 427 cars and was, what Ford called, bright finish chrome flash. This is a rare wheel cover and not often
seen. The second more common wheel cover part number C3AZ-1130-Z is found on later 63 and all 64 model year cars. These
were made of highly polished stainless steel The hub cap used on the Ford 300 through Galaxie 500 models was the
C3AZ-1130-A and measured 10 5/8 in diameter and often called the "dog dish" style.
One note should be made about the Galaxie 500XL spinner wheel covers. They can only be used on the 15 x 5 1/2 inch KH
wheels. This wheel has a 1/2 inch more front spacing which allows the wheel cover to be properly seated on the rim. If the
standard Ford 15 x 5 rim is used the wheel covers will fit but, over time the front set will loosen up and fly off while driving. The
wheel covers do have a depression in the center but that is not enough to clear the grease cap.
All 427 equipped Galaxies, as well as most of the earlier 390 High Performance and 406 cars, had the passenger side brake line
moved from under the engine to in front of it. There may have been two reasons for this. The first one, and most commonly
accepted, being the extra heat from the exhaust manifolds overheating the brake fluid in the line causing brake pressure
problems. The other reason may have been a result of engine explosions severing this brake line on the pre-427 cars on the
NASCAR circuit. Either reason seems totally plausible but only the guy who ordered the change could say for sure. Other than
that modification the brake lines were run the same way on all manual brake cars. This brings up the fact that all 427 cars in 63
came equipped with manual brakes.
The fuel system on 427 cars consisted of 3/8th's fuel line running from the back to front. The hose running from the fuel line to
the fuel pump, part number C1UU-9288-A , consisted of a length of hose with a fitting compressed on to one end. The fitting end
would screw into the fuel pump and the hose end would be cut to 8.22 inches and clamped to the fuel line from the tank.
Moving backward to the rear suspension, you will find that the 427 cars carried a unique rear housing and internal parts, with
special leaf springs.
Starting with the 1963 model year all Ford designed rear ends would carry a service identification tag to help identify them. If you
have one of these still on your car consider yourself very lucky.
The available options for the 427 cars, with exception of the factory lightweights which received no axle code designation, came
equipped with the code "1" 3.00 gear ratio, the code "5" 3.50 gear ratio or, the code "9" 4.11 gear ratio. These were supposed to
all be heavy duty, 4 pinion, conventional, (non - locking) differential units.
Taking information from the Ford Master Parts Catalog, it shows the three possibilities as far as rear axles used in the 427 cars.
They are listed below.
WCN-A = 3.00 ratio
WCN-B = 3.50 ratio
WCN-C = 4.11 ratio
The WCN-A, WCN-B and, WCN-C rears all contained large differential bearings and the large axle bearings along with the heavy
duty 4 pinion, conventional (non-locking), differential with 1/2 inch ring gear bolts. According to the FMPC, the early WCN series
rears were not noted as carrying the 31 spline axles which means, in all probability, they all had 28 splined axles. This rear
should have also contained the C2AE, big bearing, nodular rear case. The FMPC also states that these rears were shared
between the 1963 and 1964 model years.
Sometime from mid April to early May of 1963, Ford ordered the change from the weaker 28 spline axles to the stronger 31 spline
axles. Its not known exactly how long this change took to be in full effect. I have documented an original rear tag on a November
of 63 built 1964 427 Galaxie showing the WCN-C4 with the 4.11 gear. The rear tag is dated the third week in October of 1963.
It could be that some 427 cars did not receive 31 splined rears until some point after October of 1963 and the 1963 model year
cars didn't receive them at all.
Only documenting original cars will shed some light on what really was used in the 427 cars. I would appreciate if anyone who
owns original car, with an original rear tag would contact me so that I might be able to investigate this further.
The leaf springs used on the 427 cars from the factory were the 6 leaf unequal length springs on both sides.
The 427 engine came in two versions, the 410 horsepower 4V "Q" code and, the 425 horsepower 8V "R" code. The engines were
virtually identical except for the induction package. There was no identification tag used on the 1963 model year engine. Ford
didn't start using these tags until January of 1964.
The engine block is part number C3AE-6015-AB with a 4.23 cylinder bore. The crankshaft was made from cast iron, part number
C3AE-6303-B, and had oiling grooves on all journals. The connecting rods, part number C3AE-6200-C contained heavier duty
rod bolts than the standard production rods. The pistons, part number C3AE-6110-AA, contained two "eye brows" two "bumpers" .
The "eye brows" were for valve clearance and the "bumpers" were said to push the valves closed in the event of one sticking
open if the engine was over revved.
There were possibly four different sets of cylinder heads available in 1963. They were all low riser style heads and carried part
numbers C3AE-6090-D , C3AE-6090-G , C3AE-6090-H and, C3AE-6090-J. The "D" heads were the earliest production head
available on the 427. They came on all the 427's up until late March to early April. The latest casting code that I have found on a
"D" head is March 18th 1963. Next was the "G" head. From this head forward all the low riser versions "G" through "J" all had
2.09 inch intake valves. The "G" head, although it is listed in the FMPC as a production cylinder head for the 427 engines, I have
never seen an original car with these heads installed nor an actual head itself. I believe that it was never released. Then came
the "H" heads. The earliest casting date that I have found for the "H" head is March 15th of 1963. The last of the series is the "J"
head. The "J" head is considered the best performing version of the low riser heads out there. I'm unsure of when this head was
actually introduced into the regular production run. Hopefully, documenting original cars will shed some light on this. All these
heads, "G", "H" and, "J", according to the FMPC were all scheduled for a March 15th 1963 release into the production line.
The choice of camshaft was a solid lifter unit, part number C3AZ-6250-AA. It carried a lift of .500" and a duration of 306 degrees.
Valve lash was set at .025"
The 427 single 4V 410 hp engines used a low rise dual plane intake, part number C3AE-9424-F. On the 2 - 4V inducted 425 hp
engines used a low rise dual plane intake part numbers C3AE-9424-H and, C3AE-9424-J. The C3AE-9424-K may have come on
later engines but was primarily a 1964 intake. The K intake would often have the K stamped into the intake instead of being part
of the casting.
A dual point distributor part number C3AF-12127-AE was used for the 427 engines. A transistorized ignition system was also
used on some cars and is considered a rare option.
The carb of choice for Ford high performance engines once again was a Holley. For the 4V engines, the C3AE-B was used. The
early 8V engines used the C3AE-C carbs carried over from 1963 into the 1964 model year until the change over to the "BJ"/"BK"
series carbs was made.
There were supposed to be three different air cleaners used on the 427 engine. According to the FMPC the early 4V engines
received the gold painted version, part number C3AZ-9600-C. This air cleaner was used on 60/63 352, 390, 406 and, 427 high
performance engines and measured 13.88 inches in diameter. I have found no original examples to confirm this so this
information provided by the FMPC may be incorrect. The chrome plated air cleaner, part number C4AZ-9600-AZ which
measured 14.05 inches in diameter is thought to be the correct air cleaner for the 4V engines . Both air cleaners used the
C0AE-9601-C or the FA-21 air filters. The 427 8V engines used the very familiar cast aluminum oval style air cleaner with the 427
eagle emblem placed on top. The air filter is unique to the 427 8V engine in that it measures 2 1/4 inches thick. The thinner, and
still available through Baldwin, 6V air filter is often used in its place but is incorrect on the 427 engine.
The valve covers that were used on all 1963 427 engines in the Galaxies were the famous "baldy" style valve covers with the 427
eagle decal placed in the center.
The fuel pump used on the 427 engine was an AC unit part number 4918 with the "AC" cast into the top and bottom. This pump is
considered the correct pump for a proper restoration. Generally considered a General Motors parts supplier, Ford was known to
use several items from this manufacturer. The FMPC states that Ford used two other pumps as replacements on the 427 engine,
the 6974 and the 0294. All of these pumps had one of these numbers stamped on the mounting flange and should have had the
name "AC" cast into the top and bottom of the pump. Hard 3/8ths fuel line was used to the fuel canister, part number B7Q-9155-A
and up to the fuel log. The fuel canister was attached to the engine with a special bracket, part number C0AE-9180-A
Ford used the long branch cast iron exhaust manifolds on all 427 engines. On the right hand side, the manifold was connected to
a special exhaust thermostat control valve, part number C3AZ-9A427-A that was special to the 427 engines. From there the
exhaust consisted of 2 inch pipe bending back to dual mufflers exiting just below the rear bumper. On convertibles equipped with
the 427, the exhaust system received dual resonators located underneath the front seat area to help reduce noise when the top
A special timing pointer part number C2AE-6023-B was used with the large hipo balancer part number, C2AE-6316-B.
The oil filter adapter used on many 427 cars was the standard C0AE-6884-A. The dual port oil filter adapter part number
C3AE-6884-A, was probably not used on the 1963 model year cars. The November of 1963 vol. 1 no. 2 "Shop Tips" states that "
A new engine oil warning system was released and is now being used on all high performance 427 engines." Assuming that this
publication could be a few months behind the actual production line change it would still mean that most likely only the 1964
model year cars originally received this system.
Last but not least all 1963 427 engines in the Galaxies were painted black. The block, heads, water pump, timing chain cover,
balancer and, oil pan were all painted black.
BELL HOUSING AND TRANSMISSION
The bell housing, part number C3AA-6394-A, was designed to accept the 11 1/2 inch clutch unit mounted to the back of the 427
engine and used the 11 1/2 long clutch release lever part number C3AZ-7515-B. Clutch release equalizer bar or, Z bar, part
number C3AZ-7528-G was again a special part designed to clear the long branch exhaust manifolds. A special Z bar to release
lever rod, part number C3AZ-7521-D had to be used as well.
The Borg Warner T-10 was the transmission of choice for the 427 Galaxies in 1963. Their unique feature was the oiling grooves
cut vertically into the face of the transmission gears. No other T-10, used in the Galaxie, had this feature and, is the only true
method of telling the standard trans from the one used in the 427 cars. This modification was used to help with longevity but
proved to be nothing but an ineffective band aid for the transmissions weaknesses.
Ford used a part number stenciling in yellow on the side of the T-10 for their identification. After all these years, most times, this
stenciling has been worn off or painted over. According to the FMPC they were as follows: C3AR-K, C3AR-J, C4AR-S and,
C4AR-N. Another part number C3AA-H has also been known to be a 427 part number but is not listed in my FMPC. It could have
possibly been superseded by one of the part numbers listed above.
In the factory lightweights an all aluminum T-10 was used. This transmission today is a very rare piece and original ones can
easily cost over $5,000, if you can find one for sale. If you are looking into purchasing one of these cars, please make sure that
this transmission is still with the car. Its absence will greatly effect the cars value.
The standard Ford T-10 shifter was used in all 427 Galaxies.
SMALL BUT SIGNIFICANT
After this long list, there are still a few items that must be mentioned.
Although generators were the same 30 amp units shared between regular production models and the 427 cars, the generator
pulley part number FAP-10130-A and adjustment arm were special items just for the 427 equipped Galaxies. The pulley was a
one piece design where the pulley and the fan were cast as one and measured 4.32 inches in diameter. The adjustment arm, part
number C2AZ-10145-A was shared with the 406 equipped engines that came with the same 30 amp hipo generator.
In 1963, the alternator was installed on all transistorized ignition 427 equipped cars. The FMPC shows part number
C3MF-10300-A, rated at 40 amps. This alternator received a special pulley part number C3MF-10344-A and measured 3.93
inches in diameter.
The solenoid to starter wire was also unique to the 427 cars. It needed to be a little bit longer than normal due to the fact that it
was routed away from the exhaust manifolds. It ran along the inner fender well back to a bracket bolted to one of the lower bolts
of the heater blower motor cover.
There is much debate as to which engine cooling fan was used in 1963 but from a great majority of cars I have documented the
six blade fan was the most common. It measures 18 1/2 inches in diameter with a 5/8th hub hole and is a non fan clutch unit. The
spacer used with this cooling fan is part number B5S-8546-A. It measures 1.28 inches thick. This fan and spacer combination
was also used on many 406 and 390 equipped cars as well.
The radiator used in the 427 equipped cars carried part number C3AZ-8005-B and the core measured 22 1/2 by 17 1/4 with a
thickness of 2 inches.
The oil dipstick tube part number C3AE-6754-C which was used, was a special piece made for the 427 cars to clear the exhaust
A special throttle return spring and bracket were used on the dual quad linkage. This consisted of a bracket that was bolted to the
driver side top transmission bolt and its accompanying spring. There is a nice illustration on page 9 of the 1964 Ford TSB posted
on the Tech Page in this website showing this bracket and spring and its proper installation.
A most often missing piece is the clutch lever release spring and frame bracket. Many times these items have been discarded
years ago. The spring goes from this bracket and hooks into the hole in the clutch return lever.
While were on special items with regard to the clutch, one part that is often thought to be a 427 specific piece is the extra thick
clutch pedal pad. This part never came on any 427 car from the factory and was mainly used on manual transmission police and
taxi applications to ease clutch effort in stop and go traffic. Drag racers often used this part thinking that there was a performance
benefit. This may be why it may have ended up in 427 equipped cars and some have thought it original.
While this is a very large list, there may still be a few more items not mentioned that will be updated later.
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