lil info please

[cobradon]

:bigthumbDoes anyone know much about the 428 cobrajet engine?The good?The bad?Any info please thanks.

[Greg Seibert]

Do you know where one is, or have one?

[cobradon]

Maybe just trying to get a little info on it.

[Stangman]

Don, I have a nice book that has TONS of info on ford motors, Tell Steve to remind me to grab it, and I'll let ya borrow it :bigthumb

[Greg Seibert]

I found some info on the CJ motors for you.
Be sure to look closely at the one you are considering, as a lot of guys think it's a CJ, when many times it isn't.

The 428 Cobra Jet, introduced April 1968, was a high torque, quiet, and inexpensively built engine. Not intended for true racing durability, it lacked the bottom end features of the side-oiler 427. The cross-bolted main bearing caps and oiling improvements were missing. The thin cylinder walls of the 427's 4.23" bore made normal assembly line production impossible. The smaller bore of the 428 was well within normal production line capabilities. The longer stroke (3.98 vs. 3.78 for the 427) gave the engine powerful low-end punch.
The 428 CJ and SCJ blocks have extra main bearing webbing and thicker main caps than the normal 390 or 428.

Connecting rods are similar to those used in the 390 GT, but CJ and Police Interceptor engines are fitted with 13/32" bolts.

Unlike other FE family engines, the 428 is externally balanced. Due to different piston and connecting rod weights, there are actually four different 428 crankshafts. One used for normal 428, the 428 Police Interceptor, and the 428 CJ before 12/26/69. After that date Ford offered one crankshaft for 428 CJ. Two were offered for 428 Super Cobra Jet before and after that date.
The 428 CJ cylinder heads featured an un-machined chamber of 73-76cc, 2.06" intake valves and 1.66" exhaust valves. The intake ports measured 1.34" x 2.34". Exhaust ports measured 1.28" x 1.84". The 16-bolt pattern exhaust face was unique to the CJ heads. A 735 cfm Holley carburetor sat on a cast iron intake manifold. Curiously, the 428 Police Interceptor received an aluminum intake. Dished pistons with valve relief's resulted in 10.6:1 compression. A thermactor air injection system was required to meet federal emissions standards. Special free flowing cast iron exhaust manifolds were fitted, similar to those used on 427 Galaxies. The Q-code CJ was rated at 335 BHP @ 5600 RPM, obviously under rated.

The Super Cobra Jet, available only with a 3.91 or 4.30 rear axle ratio, included additional features. For improved high speed reliability, the SCJ used the beefier LeMans style capscrew connecting rods and forged pistons. This heavier reciprocating assembly required additional balance mass on the crankshaft added via a special front oil seal sleeve with a cast-on counterweight. An engine oil cooler forced the horns to both be located on one side of the car. A reinforcement plate was used for the horn bolts behind the radiator core support -- often lost, or missing from fakes. Air conditioning was not available because the oil cooler used up the space in front of the radiator. The SCJ engines used 427 Le Mans style rods with capscrews and forged pistons.

Ram Air option was installed on R-code cars. A scoop was mounted on top of and part of the air cleaner assembly. A square hole cut in the hood allowed the scoop to come through the hood when closed. The alignment of the scoop in relation to the air cleaner and the opening in the hood was adjustable. The now
famous term "shaker hood scoop" is appropriate, especially when the engine has a more aggressive camshaft.
The 428 "P" engine was used in the 1966 AC Cobra The 1967 Shelby GT 500 and the 1968 Shelby GT 500 used "Q" engines.

[cobradon]

Hey thanks for all your help going to go look at it this weekend i'll let u know if i get it.thanks again

[Greg Seibert]

No problem Cobradon. I have a couple and if you have any questions about the particulars, let me know.

[BigBadStang]

These engines are torque monsters. Some obscure/speed parts and pieces can get expensive, but the cool factor of an FE is just kick ass!
Surprisingly, there is still a pretty strong aftermarket support for these. Edelbrock makes aluminum heads for them too.