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#32- 1970 FoMoCo Car Engines! Part 3 of 4 - Large V-8s (FE)
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- čas přidán 14. 08. 2024
- Welcome back to the “Yours in old FoMoCo iron” CZcams channel! My name is Adrian Clements, and today in video #32 we’re going to learn about the six FE (or “Ford-Edsel”) large V-8 engines that were part of the entire 26-engine lineup available for the 1970 FoMoCo passenger cars!
Video #30 covers the six inline-six-cylinders engines, video #31 covers the six small V-8s, and video #33 covers the eight 385 Series large V-8s.
If you want to see shiny cars and hear misinformation, please look elsewhere. But if you want to see FoMoCo documentation, hear facts, and actually LEARN, then please keep watching. Buckle your seatbelts, ‘cause here we go!
Yours in old FoMoCo iron,
Adrian
Chapters:
0:00 Introduction
0:50 1970 FoMoCo Passenger Car Vehicle Lines
2:48 1970 FoMoCo Passenger Car Vehicle Lines vs. Engines Table
7:56 Y-Code 390-2V 265 hp V-8 Engine
12:14 Q-Code 428-4V “428 Cobra” & “CJ 428” 335 hp V-8 Engine
27:23 Q*-Code 428-4V “428 Super Cobra” & “Super CJ 428” 335 hp hp V-8 Engine
41:36 R-Code 428-4V “428 Cobra Jet” (Ram Air) 335 hp V-8 Engine
50:26 R*-Code 428-4V “428 Super Cobra Jet” (Ram Air) 335 hp V-8 Engine
58:09 P-Code 428-4V “428 Police Interceptor” 360 hp V-8 Engine
1:03:29 Close-Out
FoMoCo has (had?) a policy of providing replacement parts for every part of every car for a period of at least 10 years. These replacement parts are not always the exact same parts as the original parts, but serve as replacement parts. In the 1970's, I ordered a 428 engine block from the local Ford dealer. The cylinder block delivered was a heavy duty truck 391 block, with an external oil passage blocked and the thick cylinder walls bored to the correct 428 bore diameter. This was the available 428 service replacement engine block at the time. When Ford came out with the 428 CJ in 1968 it had heavy valve springs for high RPM and 3.91 and 4.30 gears were available, but only with the new 1968 1/2 heavy duty Traction Lok rear, as FoMoCo only sold the Detroit Locker only over the counter in 1968. There was an issue with the 428 cast pistons breaking at high RPM in the 428 CJ. Ford then came out with, stronger, revised 428 cast pistons, that were used in all 428 engines, not just 428 CJ engines. The 428 SCJ originally had a third design, even stronger. "super cast" piston, but at some point this 428 SCJ piston became the standard 428 piston, or at least the service replacement piston, for all 428 engines, depending on source of info. FoMoCo informed the NHRA that the 428 CJ could be factory equipped with the 428 cast iron intake manifold, or the aluminum Police Interceptor intake manifold or the 427 medium riser aluminum sidewinder intake manifold. Early test versions of the 1968 428 CJ were assembled with aluminum Police Interceptor intake manifolds. The 427 medium riser sidewinder intake reportedly made more power, but its larger ports didn't match the intake ports in the 428 CJ cylinder heads. Prior to 1968, 427 cylinder heads had machined combustion chambers. The 1968 427 and the 428 CJ cylinder heads have cast combustion chambers. The 428 CJ cylinder heads have intake ports and valves the same size as the early 427 low riser cylinder heads, but the intake and exhaust port shapes are based on the shapes of the later 427 medium riser cylinder heads. In 1968 FoMoCo did sell over the counter high performance, "X" part number, replacement parts for the 428CJ, including forged, higher compression pistons, contracted to TRW, a high performance hydraulic camshaft, rated at 0.500" valve lift, but really having about 0.480" valve lift, a dual disc clutch, a Detroit Locker rear differential and more rear axle gear ratios. The FoMoCo designed TRW pistons differ from the TRW sold high compression 428 pistons, mainly in the shape of the piston pin bosses, as seen on the underside of the pistons. The FoMoCo designed version has curved radii around the piston pin bosses, while the TRW designed pistons have more sharp, 90 degree right angles around the piston pin bosses. the 428 CJ and SCJ has the camshaft retarded eight degrees, for improved emissions, as did all 1968 and newer FE engines, except the 428 Police Interceptor engine, which did not have its camshaft retarded, because "emergency vehicles" were not subject to federal emissions regulations. In the 1970's, my father and I purchased a 1970 police car, with a 428 Police Interceptor, at a local government auction. The 1970 428 Police Interceptor with a hydraulic camshaft, had the same high RPM, limited plunger travel, hydraulic lifter as the 1970 429 CJ engine, which called for adjustable rocker arms. The engine had a high-rise cast iron intake manifold, similar to the cast iron 428 CJ intake manifold and the crankshaft timing gear, had its timing mark in line with the keyway in the gear. The 428 CJ crankshaft timing gear has its timing mark offset from its keyway, retarding the camshaft by eight degrees.
@BrandonLeeBrown, wow - that is a lot of information that you shared! I have always understood that all 427 cylinder heads had cast combustion chambers. The only FE heads that I know of with machined combustion chambers were from the late 1950s or very early 1960s. Either way, thank you for the information, and thanks for watching, Brandon!
Yours in old FoMoCo iron,
Adrian
@@adrianclements8916 I am fairly certain all medium riser 427 heads have machined chambers, but I'm not as certain about the earlier low riser and high riser heads. 1967 medium riser 427 heads would have machined chambers, while 1968 427 heads have cast chambers. Another thing we discovered in the 1970's was, the then available 427 service replacement cylinder block from Ford was machined for the 1968 hydraulic lifters, but included a soft passage plug and instructions for use with solid lifters. More recently I've run across some old instructions on the Internet for converting solid lifter 427 blocks to use hydraulic lifters, which is opposite the way the last factory 427 blocks came. A lot of people like to compare the 1968 427 heads to low riser heads, due to the valve sizes and external port dimensions, but the internal port shapes of the 1968 head more closely resemble the more modern medium riser ports, in shape, despite the external dimensions.
This series of videos (30 - 33) will be solid reference for many years to come. I am more partial to the 1971 line of Fords having owned a few and always looking for more. Now if there were a series like this on not only the '71 models but also a separate series on transmissions, that would make at least me (and I suspect others) very happy.
@s2meister, thank you kindly - I'm so glad that you enjoyed the four videos in this series! If these videos are well received I will do other model years, and 1971 would definitely be on the list. The idea for a video or videos about the available transmissions in a given model year is a good one.
Thanks for watching!
Yours in old FoMoCo iron,
Adrian
Another very enyoyable and informative video, Adrian. I love the inclusion of the Marti Reports and window stickers.
@DSP1968, awesome - I'm glad that you liked video #32! Documentation is the key with this stuff, I find.
Yours in old FoMoCo iron,
Adrian
Thanks for this my dad owned a 39 Ford side banger V8 and i've been fascinated with Fords and V8s since. RIP dad.
@chuckselvage3157, you're most welcome - I'm glad that you enjoyed video #32. Please be sure to check out videos #30, 31 & 32 which are Parts 1, 2 & 4 in this four-part video series. Thanks for watching, Chuck.
Yours in old FoMoCo iron,
Adrian
A very informative video and well presented. As the original owner of a 1969 R code 428 Super Cobra Jet Mustang Mach 1 I would like to comment on the availability of the SCJ engine in 1969. I special ordered my car in October 1968. The car was not built until December 19, 1968. I had ordered a 3:91 axle ratio, note there was no "Drag Pack" option at the time of ordering. I found out later that by selecting the optional axle caused a delay in the build. As you stated the Drag Pack option was introduced in February 1969 but SCJ engines were indeed built and sold prior to that date. The cost of the optional axle was less that 10 dollars as I recall.
@davebickler4643, thank you very much for your comment and clarification. You are correct and I regret my error. Thank you for watching, Dave.
Yours in old FoMoCo iron,
Adrian
With the heavy valve springs, available gear ratios and high RPMS, the 1968 428 CJ had problems with breaking pistons. Ford designed stronger pistons for all 428 engines shortly after the release of the 1968 428 CJ. Later Ford beefed up the 428 pistons a second time. The 428 SCJ specs advertise stronger cast pistons, but at some point all 428's got the stronger pistons, even non-CJ / SCJ versions, including Police Interceptor 428's. Those gear ratios were available in the 1968 also, but the Detroit Locker was sold over the counter and the factory installed 4.30 gears came with the heavy duty version of Traction Lok. That's the reason it wasn't called the Drag Pack / Pack, until the Detroit Locker was factory installed with 4.30 gears, even though the Detroit Locker wasn't included with 3.91 gears. The 1968 had the same gear ratio options, but the Locker wasn't factory installed and the SCJ engine wasn't available. The original 1968 pistons couldn't take the high RPM at all and were made stronger later in production and then strengthen at least one more time and advertised as part of the SCJ engine, but I think all 428's got those "super cast" pistons by that time.
Very well done Adrian. From listening to you state the engine specifications for these big blocks It's certainly seems like Ford was understating the horsepower those engines were delivering probably due to insurance or government regulations of one or another. That blue Cougar ragtop is an absolutely gorgeous car.
@carlmontney7916, thank you - I'm glad that you liked video #32! Thanks for watching, Carl.
Yours in old FoMoCo iron,
Adrian
@@adrianclements8916 thanks Adrian. I just noticed in my post that I said Cobra rag top what I meant was that blue Cougar. Man that was one beautiful car.
@@carlmontney7916, no worries - I knew what you meant!
Yours in old FoMoCo iron,
Adrian
Super informative video as we have come to expect from you, Adrian. Interesting and to me, strange rating on these428 engines. I am a huge FE fan but I find it strange that the P code 428, with its smaller carb, less compression has 20 more horse power rating than any of the others. Sand bagging at its finest lol. Great work sir.
My guess is Ford didn't bother publishing higher HP numbers for the ram air CJs because they knew it was selected mainly for looks.
God this is good info but do you really have to repeat the sa e info over and over
@garypic4083, I'm sorry that my repetition bothered you. It was done intentionally so that people who watched only a section of the video about the engine that interested them would get all the information about that engine. Thank you for watching, Gary.
Yours in old FoMoCo iron,
Adrian
@@adrianclements8916 Might I suggest punishing those that cherry pick rather than viewers who are trying to watch the whole presentation? The hallmark of effective communication is conciseness. I appreciate the information and intent; thanks for the effort.
@@user-ln7mk3yl4n, fair point!
Yours in old FoMoCo iron,
Adrian