ASK THE FORD ANSWER MEN

[paul-ceasrine]

BOSSGUY,
Should have posted that trick question on the proper thread..
I knew you had the answer,
Yes somewhat deceiving. That 428 cast iron intake was a brute..Harder to handle than the 289-302 Ford blocks. Of course, in the shop we would have the engines apart, those poor
mechanics had to pull those things off the engines, while leaning over the fenders 🙁
77lbs… Take that thing off, put on an Edelbrock dual-plane, blend-match the intake ports, grind-polish the outer edges of the carb-mounting area, and Bingo knock-off an easy
3/10’s – 4/10’s off the ET..
??The 302-4V /230HP was only available for the early part of 68′. for the Mustangs???
Paul

[bossguy]

According to my old “Muscle Parts Book” you are right again Paul! 1968 only, I’ve never seen one but they do list it.

[smokncobrajet]

quote bossguy:

According to my old “Muscle Parts Book” you are right again Paul! 1968 only, I’ve never seen one but they do list it.

What was the HP on the J-Code?

[bossguy]

quote :

What was the HP on the J-Code?
The Muscle Parts book lists 68 302 4V having 230 hp @4800 rpm, torque 310@2800rpm

[paul-ceasrine]

RoxRec,
It sure did feel heavier than 77lbs. By far the most difficult cast iron intake to handle and place in the media-blast cabinet for cleaning..
June/Rudy,,Are we talking letters now ‘J’ Code..Thats 3 stars for that quick answer.
BossGuy,,Yes the 302-4V, 230 HP,, a One-Hit Wonder for 68′.
The same engine found in that nice 68′ ‘California Special’ red coupe in Peekskill, near
Behensky Motors, at the bakery. Those cars looked nice, because of the trick tail-light assembly 8-), and rear spolier.
Not to many of those out there. 10.0-1 dish pistons, 368/380 Hyd. lift cam, but nice
small combustion chamber heads.
Paul

[smokncobrajet]

Yeah Paul,we know our letters.What I didn’t realize was that the J-Code was a half year motor.Only because we had one in a 68 C/S and also that 68 fastback I mentioned a while back in another post.And I thought that fastback was an April built car in 68.I’m probably wrong and will have to check my paperwork,or check with the guy who owns it now.The C/S was going to get restored,but it was too far gone,so we sold the motor and some of the unique parts are on the coupe we race now.The track announcers always refer to the tail lights as Thunderbird,which technically,is correct,but in our 68 those original tail lights are from our C/S.The shelby appts are aftermarket.The car never made up it’s mind whether it should be a C/S clone or a Shelby coupe 😛
J~~~

[paul-ceasrine]

June,
The ‘California Special’. Nice car for my daughter, if I could find one, without an
‘astronomical’ asking price. Didn’t realize how sharp that front-end was, with the blacked out grille and specialty fog-lamps. Not too many on the east coast..
Of course I’m into the engine stuff, not the exterior looks.
302 4V and 302 2V, same engine, but the 4V had smaller combustion chamber heads
(53.5cc -4V) and (63cc – 2V)..Head casting #C80E 😆
I cheated, I still have the AERA (Automotive Engine Rebuilders) code and reference book.
“”Thunderbird Tailights”……Holy ‘High Country’ 😆
Paul

[paul-ceasrine]

1968,,,(That would be the ‘Summer of Love’ + 1 year = 1968
302/230HP 4V
Found your old school info, for NHRA Classification for 68 Mustangs.
Coupe…J/S
Fastback… K/S (SS/O in 73′)
‘California Special’ (Coupe only)… J/S
Shelby GT350 302/250HP Fastback… I/S
Eleanor Ford…

[67gt428Participant]

Question about DO0E-R 429SCJ heads…..Every where you look people say these heads are lame on a street car….
I felt no problem running a 429cj in my 68 mustang fastback back in 1979…..
I now maybe building a 521 stroker for my 67 coupe..I still have in my attic a very clean set of 429scj heads…..
My Question is will these heads be fine on the 521?? Mostly street driven

Tommy D

[paul-ceasrine]

Tommy D,
Those DOOE-R heads very rare…Leave them right where they are, ‘sleeping in the attack’
inceasing in value every second.
Go with the D2OE-AA heads. Much better response on the street within the 3000-5000 RPM range, and better low-end torque than the 2.24 diameter intakes on the SCJ heads.
Did enough head work at the machine shop to know, size and volume isn’t everything.
The trick is blending in the valve-seat angles..and the intake runners on the D20E-AA
are nicely proportioned (as they flow pretty much the same as the Ford aftermarket
FMS-M-6049-CJA heads,,with a 290cc intake runner).
Save the 429 SCJ heads for when you find an original 71′ Mustang with a 429 Cobra Jet, and restore it back to original,,,where the bucks are. The ‘OUIJA’ board says that you will coming into an original 71′ 429 SCJ soon,,,in someones barn in upstate New York, whre it has been
sleeping for 39 years 😉
Don’t forget, those DOOE-R heads are not bolt-on performance, they will still require
tricking-up to get optimal performance. Would hate to start grinding out the exhaust ports
and valve bowl-area,,,on rare-birds…
Great Cars Magazine article (I think) out there,,1972 range, about swapping heads on a 71′ SCJ 429/375HP with a Drag-Pack option. The smaller intake valve and intake runner-port heads out-performed the bigger DOOE-R heads on the stock engine.
Paul

[paul-ceasrine]

Does that sound correct BOSSGUY or TOMATOHEAD,,,
Same problem on the 69′ Boss 302 and Boss 429 for the street,,,too much intake volume
through the heads…Not the best ratio between intake flow/exhaust flow….
Paul,,

[bossguy]

Sound right Paul, I have no personal expieriance with them although my brother has a Boss 429. I do remember one of the Muscle Parts Supplement books saying the DOVE heads with SCJ valves made more horsepower than the stock SCJ heads because the ports were smaller. My son in Fla just bought a 59 Edsel S/W and I see a 429 c/6 swap in its near future so I may be becoming more familiar soon 😀

[67gt428Participant]

If they are overkill on a street 429 i understand…..but my question was seeing that i plan on building a stroker 521CID or larger…….will these heads be over kill on the stroker ??? I may go up to a 557cid but at this point a 521 is my choice….
Thanks!!!!

[bossguy]

http://www.460ford.com/forum/index.php
I’m sure you’ll find your answer in the above forum. I’ve spent a lot of time in there lately it’s free and lots of tips on 429-460 (and larger) engines

[paul-ceasrine]

67gt428,
BOSSGUY right, many good sites out there…Also try,, High Flow Dynamics.
Can get you a set of Aluminum Street/Stocker heads for $999/pair..Of course no hardware.
Great heads for a 514 cubes and up. Best way to approach,,make believe those heads in the attic never existed…Save them for them for an original 71′ 429/SCJ, when you find one.
BOSSGUY, correct on the DOVE-C heads also..the 429/360HP heads,,nice little combustion chambers,,with the smaller valves..Makes good compression,,better quench,,but if you put in the larger valves,,,you’ve got to machine the outer-edges of the combustion chamber to prevent valve shrouding,,or you will gain nothing..Key to the cylinder heads is the machine shop,,,they must have a Flow-Bench and a Valve Guide/Seat machine with 3/angle cutter assembly, (ie; ‘Serdi’, or ‘Tobin-Arp’, or ‘Sunnen’ tooling machines),,Old-School valve seat-grinding with Goodson stones just won’t ‘cut it’..(I think I just used a ‘double entendre’) 😆
Advantage with ‘aftermarket aluminum heads’,,,more central valve location, which reduces
valve shrouding,,, guides come through with bronze units (less restriction),,, valve seats are blended and bowl areas refinded to improve flow,,and aluminum has better thermal expansion
with heat….WHEW!!! That was harder than lifting a 428CJ cast iron intake…
Paul (Rodney Dangerfield to bartender in’ Caddyshack’,,’Can you make a bull-shot’,,Bartender responds,,’Can you make a shoe smell’),,A classic 😆

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