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 |  where did this 428SCJ come from? -- Mario, 11/03/2004
Hi new ford guy here,I`ve got a cobra replica with a 428 in it. the engine stamping on the back of the block is 9R154763 or 9R157463 the 4 & 7 seem to be stamped on together,kinda hard to tell for sure.the casting numbers say it was mfg feb 17,1969.I pulled the oil pan,the crank #IUB,rods-C6AE-E,the intake-C7AE-9425F,heads-C8OE.these #`s would make this a SCJ I think.the 4 speed is a big spline top load it has a bronze tag that reads RUGVI-010795,cast#-C8AR-7006.if anyone can help me out,it would be greatly appreciated.where did it come from? |
| |  | RE: '9R1xxxxx' = a 1969 Mustang. See related... -- Glenn, 11/03/2004
The IUB or "A" crank was the standard CJ crank. IUA or "B" was the SCJ crank. G. |
| | |  | RE: '9R1xxxxx' = a 1969 Mustang. See related... -- Mario, 11/04/2004
heh thanks for your help,now I might have to pull the pan to make sure i got the right # |
| |  | RE: '9R1xxxxx' = a 1969 Mustang. See related... -- Mario, 11/04/2004
thanks Mr F,though I don`t have the vin # to run thru the data bank.the motor is in the car that is home built by some old drag racer in fremont,CA.A replica with no matching vin.thanks for the website. M |
| | | | RE: '9R1xxxxx' = a 1969 Mustang. See related... -- Glenn, 11/05/2004
Is there the hatchet SCJ style balancer on the outside front of the crank? If so there's a good chance it's SCJ internals. It'a also very possible it's a 428CJ crank with C6 Lemans rods thats been rebalanced. Check out this site www.428cobrajet.org A nice site dedicated to the CJ and SCJ FE's. Component ID, casting numbers etc.... excellent info. G. |
| | | | | RE: '9R1xxxxx' = a 1969 Mustang. See related... -- Mario, 11/08/2004
thanks for the clues,the balancer seems to be a CJ one,but it has a weight on it bolted to the inside.nov 1967 is the date code.must be a CJ crank inside a SCJ block with le mans rods.it looks as if it were all balanced though.the trans # shows up as 1969 galaxie 429 close ratio 4 speed.now if I could only figure out what the motor came in originally? |
| no oil pressure -- Tom, 11/01/2004
I JUST FOUND YOUR FORUM AND IT SEEMS I HAVE A PERPLEXING PROBLEM WITH MY FE. wHEN INITIALLY STARTED I GET 75 LBS. OIL PRESSURE, BUT THEN IT IMMEDIATELY DROPS TO ABOUT 2 AT IDLE. NO VALVE CLATTER . I SWAPPED THE MECHANICAL GAUGE WITH NO CHANGE. ANY IDEAS? |
| | RE: no oil pressure -- raycfe, 11/02/2004
May sound silly but, add more oil.... the pickup tube or pump may be picking up air add more oil to check |
| Power steering -- Joe, 10/31/2004
I would like to determine if I have my hoses from the control valve to the cylinder backwards. The reason I ask is the control valve is getting to hot to touch and it has a slight drip where the gasket is. Is it normal for it to get that hot? I have the hose that is toward the rear of the car going to the top hole in the cylinder. Thanks. Joe |
| | Hoses -- raycfe, 10/31/2004
If you have them on backwards...you'll know it the wheel will dance back and forth..Keep the hoses as far away from the exhaust manifolds as you can,,,Melted power steering hoses are a major cause of engine fires. |
| c6ae-r heads -- jeff, 10/30/2004
if the c6ae r heads have not been milled how much material is required to be shaved to get the chamber volume down to 71 or 72cc? would it be enough to upset manifold positioning? thank jeff |
 | apologies to Mr. F and the forum -- GaryXL, 10/30/2004
Sir, I caught a comment in another post that I think may have been pointed at me. I had posted a reply on rod strenght. I went back after reading your comment, and found I had fat fingered the numbers. I don't want to discredit any of the builders here, or the FE in general with bogus non-facts, so I wanted to "fess up" to my error. I have also attached a correction to the original Rod strength post. |
| Edelbrock manifold question -- GaryXL, 10/30/2004
Is it possible to modify the 66-up Edelbrock manifold to work with the '64 overboard breather and oil fill parts?? Would like to upgrade from my C4 (C3)? manifold but want to look as stock as possible. I like the sleeper approach and have ground and rewelded/machined new lettering on aluminum SBC manifolds when I ran stock cars. JB weld, a dremel tool and a rattle can can change a lot also. |
| C6AE heads -- jeff, 10/30/2004
Is there enough metal on c6ae heads to drill the required holes for mustang exhaust manifolds, (the 16 hole style) please answer my question quick because the bids up in 5 hrs. thanks jeff |
| piston weight/rebalancing/Silvolite problems -- David, 10/29/2004
Beware of Silvolite pistons. The Silvolite tech line told me that their pistons are the same or lighter in weight than the original ford pistons. Based on that my machine shop(who also told me they should be "about the same weight") ordered a set of 1131's and honed the block to match. After the fact, I purchased a new scale and weighed the pistons. Original Ford 1967 390 4V piston: 653 grams. Silvolite 1131(.040 oversize): 735 grams. As a reference Speed pro forged 2291F40 are 679 grams. The weight is piston only, no pin. I emailed Silvolite to see if I got a defective set and have received no response. Being that much heavier I'm of course concerned about balance. Has anyone used these pistons with stock 390 crank and rods without rebalancing? What was the result? Any vibration problems? I hate to go to the cost and risk of heavy balancing if I don't have to. I plan to run a stock C6OZ-B cam and limit rpm to 5000. Any help would be greatly appreciated. There must be a lot of people that have used these same pistons. Thank you in advance. |
| | RE: piston weight/rebalancing/Silvolite problems -- Travis Miller, 10/29/2004
While there maybe a balance problem, you should be checking the compression with these pistons as compared to your OEM ones. I checked a set of their 390 4V replacement pistons and found they held very close to the same cc's as the dished 2V pistons I was replacing. The area between the valve reliefs is lower than your old OEM 4V pistons coupled with the fact that these pistons had a more deck clearance giving less compression since the piston is further down in the block. Using these pistons will give you the same compression as a 390 2V with dished pistons.
According to a Silvolite tech rep, this is all done on purpose. I sent mine back and used Speedpro pistons. |
| | | RE: piston weight/rebalancing/Silvolite problems -- david, 10/29/2004
The 1131 pistons are flat top with four small valve reliefs. The compression height is the same as the factory pistons, so the compression ratio should be very close. Silvolite has other 390 pistons that sit lower in the block, tht must have been what you had. |
| | | Surprise: You get what you paid for. -- Royce Peterson, 10/30/2004
Silvolite and Badger cast pistons are made to one priority: cheapness.
You saved $300 on pistons compared to a good set of Ross or Wiseco custom forged pistons. Now you have to spend $300 - $400 for custom balancing. Afterwards you will still have fragile cast pistons that increased the reciprocating weight for reduced performance and higher wear.
Send the Silvolite junk back and buy some forged pistons. You can order them in the proper diameter from Race Pistons in Florida so no reboring is required. About $550 including lightweight tool steel pins.
Royce |
| | RE: piston weight/rebalancing/Silvolite problems -- giacamo, 10/30/2004
i use fed mog pistons wen using cast thay are very dependabol never had a piston fail with the feds,i dont knock the cast for streat use, and streat modified moters.forged has its place in race moters the bigest complaint with the forged is oil usage in streat aps .i,m not saying oil burner but some custermers thing any oil comsumpson is a bad thing.and in general the forged setup clearinces tend to use a littel oil. |
| | | RE: piston weight/rebalancing/Silvolite problems -- Travis Miller, 10/30/2004
The pistons I sent back came in a box labeled 1131. That is all I can go by. I know that the pistons I had did not match the advertised specs. I know for sure because I actually measured their valve relief cc's. Then I measured the deck height with the piston installed in the block. When I talked to one of their tech reps he said that they cannot guarantee that cast pistons meet advertised specs. |
| 302 eng id -- alanh, 10/29/2004
this is the number off the block: 1K577738
i know it is a 71 model 302 but what did it come out of? |
| 68 fairlaine 428? -- BB67FB, 10/28/2004
I am looking at purchasing a 428 out of at 68 fairlane, and am not sure if it would be a cobra jet or not. were regular 428's used in fairlanes in 68 as well? thanks for all the info!
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| | RE: 68 fairlaine 428? -- dennie, 10/28/2004
i show 2 428 fairlane q=4v p=4v police no mention of cj in 68 |
| | | RE: 68 fairlaine 428? -- BB67FB, 10/28/2004
Hmmm. Will the casting numbers on the block say what it is? I havent got that far with the guy yet, as he wants to trade for it, but i think i can get what he wants to trade for a lot less than he is asking for the engine (2000$) thanks for the info. I checked a fairlaine site and it showed ONLY a cobra jet as the 428 available. |
| | | | RE: 68 fairlaine 428? -- Don, 10/28/2004
If it's the original 428 in it, then it can only be a CJ, they only made a handful in 68 along with the 681/2 Mustang CJ which became the popular choice for the motor after Pomona.
Has anybody seen any other 428 type in an original 68 Fairlane - I could be wrong here, but I have not heard of or seen one other than the CJ.
My friend here in Michigan has the Dick Brannon 68 Fairlane CJ notchback, I can get the engine code from him if anybody is interested.
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| | | | | RE: 68 fairlaine 428? -- BB67FB, 10/28/2004
Hmmm very interesting. Guess I will have to check this engine for sale a little more closely.
Thank you for the information!
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| | | | | | All '68 Fairlane 428's were CJ's. -- Royce Peterson, 10/30/2004
N/m |
| | | | | | | RE: All '68 Fairlane 428's were CJ's. -- BB67FB, 10/30/2004
thank you, as according to my research that is what i found out too! |
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