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Ford Motors V8 supplement FE & FT 4 of 4

 The first 427 block has a large (4.23″-107.442 mm) bore  and if a casting core was moved even slightly then it could render the casting useless, both are problems that increase building costs. Ford needs an engine about the same size, but easier and less expensive to manufacture. The engineers begin by taking features they have used in other FE castings that have worked well including the 3.985 inch (101.22 mm) stroke and a more manageable 4.135 inch (105.03 mm) bore. The result is an all new FE 428 with a cast iron crankshaft externally balanced and according to many the engine is more tractable than its predecessor. The new FE 428 engine could be ordered in a full range of models for 66 including the Cougar, Mustangs, AC Cobra, Thunderbirds, Galaxie and it was standard equipment for ‘66 and ’67 in the Mercury S-55.

1967 Ford Galaxie 500

The 428 CJ is completely about full, all stops pulled, dependable performance and this FE engine is available at all Ford dealers to get the job done right from April 1968. This new FE block can be made on a regular production line, although the heads all receive special treatment with the number “C80E-6090-N cylinder head casting” The intake manifold is centered between the two heads and will be mounted by a Holly 735 cfm four barrel carburetor in a Ford Motors finished product. This FE engine is cast with larger volume intake ports and can accommodate bigger valves than any other FE engine Ford has produced. The Cobra Jet engine connecting rods are thicker with 13/16” bolts securing them to a #1UB nodular crankshaft. The end product is very under-rated by Ford Motors as producing 335 hp (250 kW) @ 5200 rpm. By simply adding a hood scoop for unrestricted forced air induction the rating is upped to 410 hp (310 kW) on a dyno tested engine. The highly under-rated horse power is Ford management’s response to rising insurance rates on cars with powerful engines, which is causing sales to drop. This low rating Ford applies moves NHRA to rate the 428 Cobra Jet under the hood of a Mustang at 360 hp (270 kW) to match up drag racers. Pomona California hosts the NHRA Winternationals from February 2-4 at the Los Angeles county far grounds and this is where the first 428 CJ struts its stuff in 1968. The Ford Motor Company sponsors five drivers and supplies six Mustang units all powered by the 428 CJ. The classes are C Stock Automatic, Super Stock E, Super Stock E Automatic, SS/E manual and SS/EA automatic, with four cars making it to the finals in their class. One driver, Al Joniec, was first in his class and also won a first overall in the all Mustang 428CJ finals for the Super Stock Eliminator title that year. Ford Co. liked what went down at the winternationlals, but it would be another four months before the first 428 CJ is delivered to a Ford dealer.

1965 to 68 Mustang (2)

The 428 SCJ engine block, pistons and the complete top end are identical to the 428 CJ The SCJ has a nodular cast iron crankshaft like the CJ, but the SCJ’s is the #1UA mould and the more substantial rods are secured with longer-life cappscrews instead of the CJ’s bolts. The 428 SCJ crankshaft is differently balanced and is external, while the counterweight on the inner crank of the CJ has been removed from the SCJ version. The pistons of each 428 variation are from the same casting, but the piston to cylinder wall relationship is altered and the pistons are a slightly looser fit installed on the SCJ.       There is also a “Drag pack” option for track bound vehicles, but the first one offered was not available for the SCJ engine. The second Drag Pack option for the rear end was available starting on November -13, 1968 and would include an oil cooler with your choice of either the 391 or the 430 differential. The looser fit means the SCJ can dissipate heat a little quicker than the CJ and the former has been manufactured to withstand the abuse that automobile racing demands The location of the oil cooler in the SCJ dictates that no factory equipped SCJ engine could be equipped with air conditioning.

https://www.musclecarfan.com/ford-motors-v8-engine-series-mel-fe-ft-families-part-1-of-3-1958-76/

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2 days ago

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Streamlined roof-mounted emergency lighting pods were beginning to appear by 1940 and Meteor showed a number of ambulances so-equipped in their mailings. Meteor's flower cars were topped by 5-window business coupe-style roofs and featured a fake folded convertible top made of aluminum mounted at the rear of the flower box. Meteor introduced a new driver's door first seen on 1939 S&S carved-panel coaches that featured an unusual A-shaped window frame. Meteor then mounted a miniature coach lamp within the triangular panel that was now part of the body. Although the new arched door looked great on their service cars, flower cars and carved Gothic hearses, it looked hideous when combined with the vertical B & C pillars found on their limousine-style coaches and ambulances. The rear door window frames as well as the B-pillars and C-pillars were still vertically oriented and clashed with the sharply sloping outline of the front door's arched window-frame.S&S did the right thing and used vertical B-pillar front door frames on their regular limousine-style and landau-style hearses and ambulances. Although they could have used a regular door on their limousine-style coaches and ambulances (as did S&S), for some unknown reason, Meteor didn't and continued producing ugly limousine style coaches until 1950, when regular door frames returned.Quite unfairly, LaSalle had acquired the reputation of being a "cheap" Cadillac and was eliminated by GM just as Cadillac released their new Bill Mitchell-designed models in 1941. The new Cadillac was decidedly forward-looking, side-mounted spares had been eliminated and the new Hydra-Matic automatic transmission was available for the first time having been pioneered by Oldsmobile in the previous year. The prow-nosed look seen in the Thirties was gone, replaced by massive front-end highlighted by the now-famous egg-crate grille. Headlamps were now mounted in, rather than on top of, the front fenders. Equipped with a Cord-like coffin-nose hood the new Cadillacs were noticeably different from their predecessors and set the standard for American luxury during the 1940s. A mid-sized 29-passenger transit bus prototype called the 101 was built during 1941, but never saw production. However their experience with the vehicle helped procure a large contract to produce bodies for a post-war Reo transit coach.The A-framed Meteor coaches continued little unchanged through 1942 although a less-expensive series of coaches appeared in 1941 mounted on Chevrolet chassis that featured normal-looking vertically-oriented B-pillars. When seen on a flower car body, Meteor's A-framed front doors looked good and their 1942 version featured a 5-window business coupe roof mounted on top of a standard Meteor coach body that had been built with no structure above the beltline. The coupe's blanked-in rear quarter-windows were covered by a landau bar and the base of the roof flowed straight back to the rear of the flower box which still had a makeshift faux folded-convertible roof. The rear doors were left intact and could be used to load chairs or other graveside necessities. Access to the casket compartment was through the tailgate which had built-in casket rollers that matched those on the compartment floor. The height of the exposed stainless steel flower deck was hydraulically adjustable so that different-sized floral tributes could be accommodated and a tonneau was included to cover the bed when not in use.After an illustrious career with Henney and a short stint at the Des Moines Casket Company, automotive designer Herman Earl (1878-1957) worked for Meteor up until his retirement during WWII. Another famous wartime Meteor employee was John B. Judkins who became a consultant for the firm, when his Merrimac, MA coachbuilding firm folded in 1942. During the War, Meteor manufactured aviation equipment for the US Navy and ramped up for civilian production in early 1945.Immediately after the war Meteor built 969 bus bodies for Reo's post-war 96-HT 'Victory' bus (1945-1947). These Reo-Meteor coaches included a Continental 427cu in 6­cylinder gasoline engine mounted under the floor and featured sectional bodies similar to those produced by Wayne Works.1946-1948 Meteor coaches remained unchanged from the pre-war 1942 models and still included weird A-framed front doors with integral miniature coach lamps. As with other makers, post-war prices increased by about 50% and new Meteor coaches started at $5,000. All Meteor coaches were now built on Cadillac chassis and included rear fender skirts plus optional automatic transmission and air-conditioning. Ambulances could be ordered with built-in roof-top warning lights, a choice of sirens plus a clever front fender-mounted fire extinguisher.Cadillac's new commercial chassis was available beginning 1949, one year after the introduction of their famous P-38 Lightning-influenced rear fenders.

Are the engine and drive train still there?

It's all there folks!

No engine

I like to see them when their done too.

Thing is really trashed

Yep

Greg Andry

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4 weeks ago

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