Yes it is.It replaces the original points and condenser in the exact same spot that they were in.Since it is completely hidden under the cap,judges wouldnt subtract points for you having it if you decided to show.They also have a matching 40k coil in black,epoxy and chrome as well as wire sets with stock appearacnce.

Installing the Pertronix is a piece of cake. No more complicated than installing a set of points. Look at the Pertronix II version as it has coil protection circuitry etc.. Hers's a link for installation info
http://www.fordmuscle.com/archives/2000/02/pertronix/index.shtml

Jim

Find a Duraspark distributor from a 76 FE equipped pickup and a MSD 6A. Easy to follow installation instructions with the MSD, Duraspark hooks right up to the MSD box. Won't leave you stranded in the middle of nowhere like the Petronix.

A 390 6V was rated at 401HP in '61-'62 and 340HP in '63. Both at 430lb/ft torque. It should have pleny of brawn to backup the bark. That's a 2 ton car though.

Can't help you with the book where abouts, but this is the 428 cj registry, and it has a discussion forum as well. Try the first link it is the component I.D. site.

http://www.428cobrajet.com/id-flexplate.html

http://www.428cobrajet.com/forum.html

Peter.
69 Mach 1 428cjr

There is a sequence that should be followed that goes beyond the half turn rule of thumb. There is a place on the balancer that is marked with an XX that you should rotate the engine to before you put the rocker assemblies on. This is a place where the cam has no lobes pointing straight at the lifters making it easer to install them. Your new lifters should have a set of instructions that will cover the proper way to do it. If you just slap the lifters in and do the half turn on every one without the cam being rotated to the heal of the cam lobe then you will not get a good adjustment and risk having a noisy lifter adjustment or premature cam failer due to being to tight. Hydrolics are pretty forgiving but I wouldn't take the chance. I know you didn't want an article but I wish someone would have told me about all this before I trashed a cam. Live and learn.

Bruce, here's a cropped wiring diagram (hope it comes out ok). With the solenoid in front of you and the mounting bracket at the top, the big post on the left goes to the battery, the big post to the right goes to the starter. The little post on the left is the "S" for starter. It receives +12 volts from the ignition switch with the key in the "start" position. The little post on the right is the "I" for ignition. It bypasses the resistor wire and sends +12 volts to the + side of the coil when the solenoid is activated.

Just a point of interest, you can read the + coil voltage on the "I" post instead of going directly to the coil.

hi, i do not have a pic but here is a basic rundown;
holding teh solenoid with the mount at the back and the two small posts facing you right big terminal is starter motor cable, left big terminal is battery supply cable, small right post is little brown wire with push on terminal (post should have a little I for ignition bypass), small left post is little red wire (usually has blue stripe) with push on terminal (post should have S for start) now it gets dicey based on the options your car has....if you have one wire left with a ring on it, it goes with the battery supply wire, if you have two or three wires look and see if one comes from the alternator harness, if it does it also goes on the battery post if it doesn't put it on the battery post and see if you accy dash lights are lit if they are take the wire off and put it on the starter side of the solenoid (that wire feeds some lights so that they go on while cranking to make sure the bulbs are good. if you have a hood light it also goes on the battery side big post. good luck, hawkrod

I used to know this one. I believe the interview with the engineer over the Cobra Jet project was done back in the early nineties in which he told all this kind of information. The magazine's name was Mustangs and Fabulous Fords. The magazine is no longer around but the interview was a Cobra Jet lovers dream to read. I had it but gave it to a Cobra Jet owner who I no longer can get ahold of. The cover had a blue 70 Torino and a 67 Mustang on the cover going down the road. That is all I remember about it. I am sure one of the others in the forum will remeber this magazine and hopefully have a copy of it.

nm

http:/www.gessford.com/images/fordsup-39.gif
try this

well you only have a Few Options a 428 or a 427 i dont know if they make Kits for them or not you can also go with a 390 but i have not seen any 390's with impessive HP may be better to Built that 289 into a 347 with a nice set of 351c Aussie Heads youd be good to go

While this is a forum for an entirely different engine...the FE series, your question is applicable to any engine. You probably want the fans to turn on by 210 to 215 degrees and switch off about five degrees above your thermostat rating. What you're trying to achieve is to have the fans running the minimum amount of time necessary to keep the engine at a safe operating temperature. If you set them to come on at too low a temperature and run until the engine is below the thermostat's minimum operating temperature, the fans will essentially be running all the time -even when roaring down the highway at 70mph when they certainly shouldn't be on.