|1964 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 locations where the VIN number could be stamped. 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.
The chassis of the 427 cars did have many differences which separated them from their standard counterparts.
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 64. 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 white
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. The wheel cover carried part number C3AZ-1130-Z and were made of highly polished stainless steel
The hub cap used on the Custom through Galaxie 500 models was the C4AZ-1130-A and measured 10 1/2 inches 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 64 came equipped with
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.
Taking information from the 1964 Ford Car Parts and Accessories Catalog dated January 1964, it shows six possibilities as far as
rear axles used in the 427 cars.
They are listed below.
WCN-A = 3.00 ratio non locking
WCN-B = 3.50 ratio non locking
WCN-C = 4.11 ratio non locking
WCT-A = 3.00 ratio locking rear
WCT-B = 3.50 ratio locking rear
WCT-C = 4.11 ratio locking rear
We know that the optional rears for the 427 cars were the code "1" 3.00 gear ratio, the code "5" 3.50 gear ratio or, the code "9" 4.11
gear ratio. However, one car in particular, a 1964 model year Q code station wagon with a January 13th 1964 build date in the
Registry, carries the code "E" 3.50 gear ratio posi-traction rear. This car disputes the myth that no 427 equipped 1964 model year
Galaxies came from the factory with a posi-traction rear end. Time and time again, never say never when it comes to Fords.
The WCN series 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 had 28 spline axles. This rear should have also contained
the C2AE, big bearing, nodular rear case. The FMPC states that these rears were shared between the 1963 and early 1964 model
The WCT series rears again carried all the same components as the WCN with one exception. The WCT had a heavy duty 4 pinion
locking differential. Most likely, as with the WCN rears, the early versions didn't carry 31 splined axles either but no positive
verification of this has taken place. I'm unsure if the WCT series rear was offered in the 1964 427 Galaxies but all evidence
indicates that it could have been. I'm still looking for an original car to document this.
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 earlier WCN-C4 with the 4.11 gear. The rear tag is dated the third week in October of 1963.
It could be that some of the earlier 1964 427 cars did not receive the 31 spline rears until some point after October of 1963.
I have documented a set of factory 427 Galaxie 31 spline axles that carried a C4 part number on the axle hub.
My belief, through examining the evidence from actual cars, is that the 427 Galaxies didn't not regularly receive 31 spline axles until
mid year of the 1964 model year build. That is not to say that some earlier cars didn't receive these axles, just that it might have
taken until then for all 427 Galaxies built at the different assembly plants to have them installed.
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. Starting in January of 1964, all engines were supposed to have an engine tag.
Once again, if your engine still has one you should consider yourself very lucky.
The engine block is still the center oiler version, part number C4AE with a 4.23 cylinder bore. At some point between the 63 and 64
model years Ford dropped the full part number off the block during the casting procedure. This can add to the confusion of
identifying the FE cylinder blocks. The crankshaft was made from cast iron, part number C4AE-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 two different sets of cylinder heads available in 1964. They were both low riser style heads and carried part numbers
C3AE-6090-H and, C3AE-6090-J. Both of these heads were scheduled for production starting on March 15th of 1963. Of the 1964
cars that I have documented the "H" head as the most common one used. The "J" head for some reason wasn't as common but is
considered the best performing of the low riser heads out there. I have seen both heads with various date codes throughout the
1964 model year so either could be correct as long as the date codes match the vehicle. Later production 1964 model year cars
may have C4 part numbered versions of these same cylinder heads. The C4 part numbered cylinder heads were carried over into
the 1965 production year and eventually stopped in around December or January when the Medium Riser 427 engine was
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 number, C3AE-9425-K. The "K" was hand stamped into the intake after casting.
A dual point distributor part number C3AF-12127-AE was used for the 427 engines in 1964.
The carb of choice for Ford high performance engines once again was a Holley. The C3AE-B was again used on the 1964 427/410
horsepower, or "Q" code engines. On the 8V 427's, the C3AE-C carbs were used in the early production cars. The C3AE BJ/BK
carbs were introduced after that. The BJ/BK carbs were an improvement over the C3AE-C carbs in that the choke function and all
mechanism are removed from the rear carb. They also featured several other small improvements that made them one of the best
performing street 2 x 4 carb set ups ever put out by Ford and Holley. These same carbs would see duty on the 1967 Shelby GT500
due to their early success in the Galaxie.
According to the FMPC the air cleaner used on the single 4V 427 high performance engines was part number C4AZ-9600-AZ which
measured 14.05 inches in diameter and was chrome plated. This air cleaner used the C0AE-9601-C or the FA-21 air filter. The 427
8V engines used the very familiar cast aluminum oval style air cleaner with the 427 eagle emblem placed on top. The 8V air filter
was unique to the 427 engines in that it measured 2 1/4 inches tall. The thinner, and still available through Baldwin 6V air filter is
often used in its place but is incorrect on the 427.
The valve covers that were used on all 1964 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. The later
versions had no part number stamped on them and were updated with a tab to locate the coil bracket and keep it from turning.
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 was down.
A special timing pointer part number C2AE-6023-B was used with the large hipo balancer part number, C4AE-6316-E.
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, has been used on some but not all 64 model year 427 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."
From the cars that I have documented it would seem that more did not receive this new system than did. The reasoning behind
some cars getting it and others not is unclear.
Last but not least all 1964 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.
In 1964 the early cars still came equipped with the T-10 transmission. The part numbers were C4AR-S or C4AR-N. The big change
for 1964 was the mid year introduction of Ford's new and stronger top loader 4 speed transmission part number HEH-H. The latest
427 car that I have documented that still had the T-10 was built in October of 1963. Sometime after this date the changeover to the
top loader took place but the exact date is unknown.
The standard Ford shifter was used on both the T-10 and the top loader throughout the 1964 model year.
SMALL BUT SIGNIFICANT
After this long list, there are still a few items that must be mentioned.
On the generator equipped 1964 model year cars 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 only generator equipped 1964 427 car in the Registry was dated December of 1963 and carries a special DSO. The present
owner has documentation from the original owner as to its originality. More than likely there were other generator cars built but, as
of yet, this is the only one I have been able to document.
In 1964, the alternator came on all cars equipped with transistorized ignition and on the 427 equipped cars built around December.
The exact cut off date is not known and its sure to have varied from assembly plant to assembly plant. The FMPC shows two
different alternators for the 427 cars. The first one, part number C3MF-10300-A, is rated at 40 amps. The second one, part number
C4MF-10330-D, is rated at 42 amps. They both received a special pulley part number C3MF-10344-A and measured 3.93 inches in
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.
In 1964 the 427 cars, according to the FMPC, built before 1/2/64 received the 6 blade 18 1/2 inch diameter fan non clutch type fan.
This is the same fan found on many 1963 model 427 cars. The cars built after 1/2/64 received the 4 blade 18 1/2 inch diameter non
clutch type fan.
The radiator used in the 427 equipped cars carried part number C4AZ-8005-A 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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