You should be able to sell that 600 cfm Eddy to one of us SBF guys. Way too small for FE.
6sally6

I can't believe I'm sayin this on this forum ... do you have a Marti report?
The engine assembly date is a hand stamped number on a small machined  pad on the drivers side front of the engine just below where the cylinder head mounts to the block.
As John has pointed out, under the oil filter pad will be the date code when the engine was cast
A partial vin was a federal requirement from Jan 68.

At 75mph that torquer engine will be turning about 2300 rpm, just barely out of the idle circuit.  Probably get 23 mpg.

rpm wrote:

MS wrote:

You really think 600cfm is too small for a car that is not likely to get raced anywhere?

1969 428 scj came with 735 cfm Holley.

So did a 68 428 cj KR.   C8OF-9510-AB for automatic,  Holley list 4168  
If your end goal is a 100% restoration, you may as well start with something you've gotta replace anyway. 

PS: Can't believe I just suggested concours to MS ....... but it still applies. 
 

Last edited by 50vert (10/19/2019 12:35 AM)

Pretty sure the carb should be a 735 Holley that was a holdover from the 390PI engine. 

How many exhaust manifold bolts does it have?  There should be 16 per side for the 428, vs. 8 for a standard FE.  BUT, the 390GT heads also had 16 bolts, so its not definitive.  There were some low riser 427 heads that used 14 as well, and may have been used on early production 428CJs.

The most common head casting number is C8OE-6090-N.  CJs had bigger valves than the standard 428, but that's hard to check. 

The heads should have 4 threader holes for the Thermactor (one per exhaust port) just below the valve cover sealing rail. 

The problem with the FEs is they can be hard to pin down.  They used the same casting number parts and changed the machining for different applications quite a lot.  I can't say for 100% certain that you can verify exactly what the engine is without some disassembly.  Even if its a legit 428CJ it may not be the correct one for that vehicle.  Some had partial VINs stamped into them, others didn't.  Typically without provenance all you can say is the casting numbers and date codes make the engine "correct". 

Good on you for not getting into the analities ( is that a real word) of concours, those guys rarely drive their cars. One guy I know won’t put his convert top down caus it might wrinkle
I’m with you on the stock “look” outwardly, not attracting too much attention till a closer examination yields a “ holy crap, would ya look at those modifications” response.
You can go disk-disk with those wheels, love them, same as mine. The Lincoln MKVIII rear disk conversion I did fits great and works super. I might even have the bracket templates around in case you are interested.

Do you have any build info on the AOD that is in the car?, a stock one may not live long behind those big cubes. As well as some other Baumman recommended tranny mods, a hardened direct drive input shaft is An absolute must.

Last edited by Rudi (10/19/2019 10:31 AM)

Yes, those are thermactor plugs. I plugged a set of heads on my 390 years ago.

And I agree with Rudi on doing the AOD mods if you plan on doing any hard shifts. A better idea would be saving the money on the AOD and getting another 4R70W.

Last edited by rpm (10/20/2019 7:47 PM)

Yeah, unfortunately as with most things FE, it must have the Thermactor holes to be a 428CJ, but having Thermactor holes doesn't mean its definitely a 428CJ.  Those FEs will drive you nuts with this stuff.  I had a 390 years ago that had a lot of parts with casting numbers also used on the 428s, and I was so sure I somehow found a truck that had its 390 swapped for a 428 over the years.  Sadly it was not the case.  Triple checking and some measuring confirmed it was just a 390. 

There are also some early 428CJ heads with casting number C8AE-6090-J (all presumably used prior to January of '68) that were also used on 427 low riser engines that have 8, 14, or 16 exhaust manifold bolts per side.  The 428CJ was a mid year offering and Ford initially did what Ford did best; they went to the parts bin. 

The much more common C8OE-6090-N heads were used thereafter. 

There are also some very rare C8WE-6090-A heads that were used with 8 exhaust manifold bolts per side.  These were factory race parts with stock sized ports raised 0.200".  They would go through NHRA tech inspection with flying colors because the ports were the right size.  I'm betting they are worth a good deal of coin nowadays. 

The quest continues!  Gotta love those FEs!

Perish the thought, gotta keep it FE!  480 aluminum blocked stroker with 8 stack EFI.  Time to call Barry Rabotnick...
 

I can see a -N on the head numbers but cannot see the rest without unbolting half the car.

MS wrote:

I can see a -N on the head numbers but cannot see the rest without unbolting half the car.

Just wait till you need to change the plugs on the center cylinders!!

I bought a set of those valve covers because I always wanted them on my car. Then, I got an up close view and saw how much real estate they consumed. I can change the plugs in about an hour.