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Thank you Adrian for setting the record straight and you have excorsized a number of myths. My opinion is that the outliers that you find are “crate cars”ordered from Ford Performance and could have been installed in a Ford facility after business hours. Oddly the ones I saw were either 410 hp or 425 solid cam engines. And t the vin was an S, not every one I saw had wide ratio 4 speeds like came on the 390. 2.74 first, as opposed to the 428CJ close ratio 2.32 low. These were in earlier 427cars too. I wonder if they had a back door Ford column, because I would think the owner would want to send the 390 back as a core? Thank you Sir!

My understanding is that as long as a car has an unfiled MSO, it's legally a new car no matter what shape it's in. This is to prevent the loss of a whole expensive new car should it get damaged before it is sold, and many are the tales of repaired "new cars" which had substantial damage done to them. My tale comes from my my brother who long ago knew a painter in Sacremento. Somehow that man's overspray drifted onto a lot full of new Caddilacs. The dealer wouldn't settle for cleaning them; he demanded they be sent back to the factory for new factory paint jobs. The courts agreed and the man's company insurance didn't cover that much so he went bankrupt and was prohibited from running a business in CA thereafter. So there were once some new Caddy's sold which had an extra coat of paint on them from the factory...

Being a Fairlane fanatic I was aware of these, but not aware of the engine options. The availability if the 429s- especially the hot ones- had my jaw dropping. The in-depth details and factory data you provide will help people discern between altered cars and original ones so they don't get ripped off, as well as providing a most excellent guide for those restoring what they have back to factory spec. Being the Falcon/ Fairlane/ Torino look similar at a glance I can't say whether I've seen one or not. I have seen a few Fairlanes, but most in this body style are Torinos which was hugely popular then being the 'new kid on the block'.I've seen several 70 Falcons and truth be known I'd rather have one of them as they're over 400lbs lighter and more unique in body style. Any true Blue Oval lover had better be subbed to this channel or you ain't cool.

Ah yes, the *Mofongo* 6 cyl

Super informative video as we have come to expect from you, Adrian. Interesting and to me, strange rating on these428 engines. I am a huge FE fan but I find it strange that the P code 428, with its smaller carb, less compression has 20 more horse power rating than any of the others. Sand bagging at its finest lol. Great work sir.

Great info my early bronco built in October 1965 has a dso code 12 that is not on the chart can you help me out on this. Thank you

Woohoo, back in '81 I had an F code 302 V8 that Kicked Out the L code 250 I6 in my Aussie Falcon !!

My sister and I always wanted a 1970 Mercury Cyclone, back in 1970, she was a car nut ,too. Her first car was a '68 dodge Charger 440>>> 4 speed! She was 19 and her Husband taught her how to drive that car. She was a bad Girl at the drags, loI., at our small town. I bought a 1970 Montego from California 11 years ago. I have bought parts but haven't. done anything to it but clean the fuel system, new fuel pump, tank, hoses etc. I have had so much go on for the past 10 years.... but I LOVE these Montego's. NO other car looked like them at the time. Just a beautiful car. I kinda bought it for me thinkin of my sister. She passed away 20 years ago of Pancreatic cancer. Hopefully I will get done and drive with her at my side. Miss you my sister Joy. You were something else. Love I know other have stories like this. I look them up, to read them. Peace to all. Love to all. Be Blessed.

Super interesting series here on the engine specs. Again the codes on some of these engines is not easily understood by us lay folk. The specification, which you addressed, is how the 351 Windsor and the 351 Cleveland ratings power ratings could be equal. Your explanation on this precise and understandable. A job well done, sir.

thank you

Adrian from New Zealand here, where I had a Kiwi assembled 155hp 250ci Ford Falcon XY model sedan. Did you know the Aussies from '70 to '73 made a special 2V head version of the 250. The badge on the '70 to early '72 XY said 250 High Performace, and on the '72/73 XA said 250 170-HP !!

What a wonderful video full of great information! These videos bring back memories of my youth and possibly the most carefree times of my life. I notice that during the section concerning the 351 Cleveland 2v engine you constantly refer to this engine as being brand new for 1970. I think that you are mistaken about 1970 being the first year for that engine. My father purchased a brand new 1969 Ford LTD Brougham 2 door with a 351 Cleveland 2v engine. A high school buddy's father purchased a new 1970 Ford LTD, but this car had a 351 Windsor 2v engine. My father's car would beat the snot out of my buddies dad's car every time. I would agree with you that the power of the Cleveland 351 engine had to be greater than the Windsor 351. The performance difference between the two vehicles was astonishing! I would love to show you the car as evidence of my claim. Unfortunately I totalled that car in the winter of 1972. But my high school buddy is still alive and could attest to my claim. Thanks again for the great videos that you have been creating for our employment.

So what is the difference in the police, taxi engines, beefier block?

Things were kinda crazy at Ford in 1969 and 1970. I think it was said that the Maverick was the Falcon's replacement car, yet the Falcon continued to be built after the Maverick was introduced in April 1969. The Maverick was designated a 1970 model. The Falcon went into the 1970 model year unchanged but disconnected at the end of December 1969. Then Ford put the Falcon nameplate on an economy version of the Fairlane/Torino for the remainder of the 1970 year model and built over 60,000 cars with the Falcon nameplate. I only saw one 1970 1/2 Falcon in a Ford dealer show room in early 1970. Perhaps Ford Motor Co. was only experimenting. Perhaps the 1971 model year for Ford wasn't as crazy.

I wouldnt drive a NEW ford if you gave it to me

My guess is Ford didn't bother publishing higher HP numbers for the ram air CJs because they knew it was selected mainly for looks.

Ford introduced the 250 into the Australian Falcon in the XY model in late 1970. it had the same 155 hp and the same integrated inlet manifold. However it was also available with a separate inlet manifold and a two barrel carburettor for 170 HP. This was known as the 250-2V. a smaller 200 ci unit was also available (this used the same bore spacings as the 250, not to be confused with the older 200 which was a slightly larder 170). The engine was given a major revision in July 1976 for the XC Falcon to met new emissions requirements. It gained a crossflow cylinder head. The next upgrade came in 1980 when it received a Honda designed alloy head in the XD Falcon. In 1982 (XE Falcon) it got another upgrade with a two barrel weber carburettor. In 1983 optional multipoint Bosch L Jetronic fuel injection became available, this was done to lift power so it could replace the 302 and 351 Cleveland V8 that had been discontinued in late 82). In 1984 (XF Falcon) the EFI version of the engine gained a Ford EEC IV ECU, to replace the previous Bosch unit. In 1986 the engine was detuned with a lower compression ratio to deal with Unleaded fuel. In 1988, for the new EA Falcon, the engine was completely reworked, it gained an overhead cam and all models received fuel injection.They also had engine capacity reduced 3.3 and 4.1 litre became 3.2 and 3.9 litre.. the smaller engine had single point injection, the larger could be optioned with multipoint. The 3.2 was a slow seller and was soon dropped. In 1992 the EB Falcon saires 2 had another upgrade, all engines gained multi point injection the capacity was increased to four litres. The engine basically stayed the same, with detail improvements until 1998 when the AU Falcon was introduced. The sports model was available with variable valve timing on the SOHC. The engine received its' last major upgrade in 2002. When it got double overhead cams, and four valves per cylinder. it also got standard variable valve timing on both inlet and exhaust cams. there was also an option turbo charged model available.. This engine was known as the "Barra". Yes, the Turbo charged Barra that you may have seen at drag week, is a long lost relative of the humble 250 cu in six from 1970. The Falcon, and the Barra six both ended production in 2016.

Adrian, I truly appreciate your attention to detail. Would you consider doing a Maverick specific episode? Got my eye on a V8 four door that has potential....👍🏁

A very informative video and well presented. As the original owner of a 1969 R code 428 Super Cobra Jet Mustang Mach 1 I would like to comment on the availability of the SCJ engine in 1969. I special ordered my car in October 1968. The car was not built until December 19, 1968. I had ordered a 3:91 axle ratio, note there was no "Drag Pack" option at the time of ordering. I found out later that by selecting the optional axle caused a delay in the build. As you stated the Drag Pack option was introduced in February 1969 but SCJ engines were indeed built and sold prior to that date. The cost of the optional axle was less that 10 dollars as I recall.

God this is good info but do you really have to repeat the sa e info over and over

The integrated cylinder head / intake manifold design always made the Ford 144,170, 200 and 250 straight sixes non performance engines. Offenhauser did make an aluminum three one barrel slab that would bolt on after milling the log intake top completely open. The 240 and 300 sixes are much better for building horsepower.

Wonderful videos, thank you.

I assume these are all Winsor engines?

Interesting the 171 was sold here in Australia in early falcons very rare to find now the 200 and 250 are common and easy to find

I had a 200 sick cylinder in a 1972 Maverick. Complete pile of garbage. So was the 3 speed stick shift. It was as slow as a carburetor Ford Escort. I was SO happy to junk that car. After the subframe split in the back and the driver floor fell out of it.

I never understood why there were 3 separate engine codes for the same spec engine. Do you have any knowledge on that, like cooling capacities or anything?

I'm going on what I read on the pages about them from this video. I agree that gears either require a reverse grind, or idlers so that the crank and cam rotate the same way. Ford didn't include diagrams in their sales literature, so I don't know which they did.

During design, part numbers , last digit indicated if left and right were different. A C9AB 5427846/7. Would be a 69 ford, 4 door sedan, quarter panel, 6 is left, 7 is right. I was a summer inter in the door land quarter panel design and detail group. I logged all the design changes. The part number might be off. Part number change for service and after market. That was 1968.

I had a 1972 Gran Torino Sport with engine code Q 351 CJ. Drove it for several years and sadly sold it in the early 90s.

My grandfather and grandmother only had Studebaker cars, until my grandfather passed away in the 1960's. When my grandmother needed a new car, my uncle convinced her to get a new 1968 Volvo. When she test drove it, she didn't take it on the highway. She later had nothing but problems with the car and it didn't have enough power for her. She decided to shop for a new car on her own. She went to a Ford dealer and told the salesman that she wanted something with some passing power. He ended up selling her a brand new 1970 Torino with a 429 CJ engine. It did not have Ram Air. She loved that car. Some late 1970 production 429 CJ engines got the four bolt mains that all of the 429 SCJ engines got. In 1971 all 429 CJ engines got four bolt mains.

Fascinating!! What a deep dive into a color line named "lime." I almost feel like car designers helped shaped public tastes at the time, rather than the other way around. Thank you for this great video!

This series of videos (30 - 33) will be solid reference for many years to come. I am more partial to the 1971 line of Fords having owned a few and always looking for more. Now if there were a series like this on not only the '71 models but also a separate series on transmissions, that would make at least me (and I suspect others) very happy.

Thanks for this my dad owned a 39 Ford side banger V8 and i've been fascinated with Fords and V8s since. RIP dad.

FoMoCo has (had?) a policy of providing replacement parts for every part of every car for a period of at least 10 years. These replacement parts are not always the exact same parts as the original parts, but serve as replacement parts. In the 1970's, I ordered a 428 engine block from the local Ford dealer. The cylinder block delivered was a heavy duty truck 391 block, with an external oil passage blocked and the thick cylinder walls bored to the correct 428 bore diameter. This was the available 428 service replacement engine block at the time. When Ford came out with the 428 CJ in 1968 it had heavy valve springs for high RPM and 3.91 and 4.30 gears were available, but only with the new 1968 1/2 heavy duty Traction Lok rear, as FoMoCo only sold the Detroit Locker only over the counter in 1968. There was an issue with the 428 cast pistons breaking at high RPM in the 428 CJ. Ford then came out with, stronger, revised 428 cast pistons, that were used in all 428 engines, not just 428 CJ engines. The 428 SCJ originally had a third design, even stronger. "super cast" piston, but at some point this 428 SCJ piston became the standard 428 piston, or at least the service replacement piston, for all 428 engines, depending on source of info. FoMoCo informed the NHRA that the 428 CJ could be factory equipped with the 428 cast iron intake manifold, or the aluminum Police Interceptor intake manifold or the 427 medium riser aluminum sidewinder intake manifold. Early test versions of the 1968 428 CJ were assembled with aluminum Police Interceptor intake manifolds. The 427 medium riser sidewinder intake reportedly made more power, but its larger ports didn't match the intake ports in the 428 CJ cylinder heads. Prior to 1968, 427 cylinder heads had machined combustion chambers. The 1968 427 and the 428 CJ cylinder heads have cast combustion chambers. The 428 CJ cylinder heads have intake ports and valves the same size as the early 427 low riser cylinder heads, but the intake and exhaust port shapes are based on the shapes of the later 427 medium riser cylinder heads. In 1968 FoMoCo did sell over the counter high performance, "X" part number, replacement parts for the 428CJ, including forged, higher compression pistons, contracted to TRW, a high performance hydraulic camshaft, rated at 0.500" valve lift, but really having about 0.480" valve lift, a dual disc clutch, a Detroit Locker rear differential and more rear axle gear ratios. The FoMoCo designed TRW pistons differ from the TRW sold high compression 428 pistons, mainly in the shape of the piston pin bosses, as seen on the underside of the pistons. The FoMoCo designed version has curved radii around the piston pin bosses, while the TRW designed pistons have more sharp, 90 degree right angles around the piston pin bosses. the 428 CJ and SCJ has the camshaft retarded eight degrees, for improved emissions, as did all 1968 and newer FE engines, except the 428 Police Interceptor engine, which did not have its camshaft retarded, because "emergency vehicles" were not subject to federal emissions regulations. In the 1970's, my father and I purchased a 1970 police car, with a 428 Police Interceptor, at a local government auction. The 1970 428 Police Interceptor with a hydraulic camshaft, had the same high RPM, limited plunger travel, hydraulic lifter as the 1970 429 CJ engine, which called for adjustable rocker arms. The engine had a high-rise cast iron intake manifold, similar to the cast iron 428 CJ intake manifold and the crankshaft timing gear, had its timing mark in line with the keyway in the gear. The 428 CJ crankshaft timing gear has its timing mark offset from its keyway, retarding the camshaft by eight degrees.

The amount of repetitions of info makes this series of videos makes watching them extremely tedious. One-hour-plus videos could be at least 20 minutes shorter, and more palatable to watch! (For example, the Q and R-Series could have been 2/3 shorter to tell the same info)

The last of your wonderful 1970 engine videos is great as well! I've owned (and currently own) cars with the 385-series engines. All are very reliable, though they all have run a bit warm, even with their large radiators and with dual exhaust on two of them.

Very interesting topic great presentation. Are you able to tell us why the V-Code 240 and the B-Code 240 differ from one another other than intended customers? All of the specs here seem to be identical. This would also apply to the E-Code as well. Thanks.

My favorite of these episodes, Adrian, as I seem to have had more cars with these V-8s than any others.

My first car was an early '65 Mustang that I purchased in November of '68 for $1,400 dollars. It was white with a white interior. I was so proud of that car. My monthly car payment was 54 dollars and I was a sailor in the Navy making 97.50 a month at the time. Sadly it was destroyed when it was rear ended by a '62 Oldsmobile 98.

Good job well done thanks

Fun fact, here in Australia the 250 L code 6 was a very common engine for our falcons and went through one barrel log intake ,to a two barrel (2V) bolt on alloy intake, to a alloy crossflow head, polysphere combustion chamber, to a single OHC with a active variable length and variable camshaft timing. intake , to finally the DOHC four valve turbo,(the "barra" 6) . The barra 6 can, with mostly factory parts, be installed straight into where the 1970 250 came out of , despite the only remaining giveaway of its heritage being the bore spacings are still the same.

Ford Australia built its own 6 cyl of the same design as the US one . They were 188 ci and 221 ci that were in the 1968 1969 and 1970 Falcons .

🥝✔️. Nice work. Ford had running changes, like deleting the quoted 2.23" Boss intake valves for 2.19" valves shared with the M code. The ratification of the Clean Air Act ment the M code was in a different state of tune to the 1969 Windsor 351 4V M code. The Cleveland 4V had an air pump on some versions, like the Boss 302 did in some destination states. None of those variances were catalogued by Ford in terms of a differing horsepower and torque output. The Distrovac ignition advance control was found on some cars, not others. FoMoCo suddenly had a lot of emissions related tune issues that weren't covered with a different hp or lb-ft rating. And even compression ratios varied...some early M's were quoted as 11:1, while 10.7:1 was the later figure.

Thank you for a well researched and informative UA-cam video. I have a 1973 Thunderbird which is why I watch your show so something on that would be great!

Great pic of that '70 Galaxie.I had the 4 door.

Very well done Adrian. From listening to you state the engine specifications for these big blocks It's certainly seems like Ford was understating the horsepower those engines were delivering probably due to insurance or government regulations of one or another. That blue Cougar ragtop is an absolutely gorgeous car.

Man that video went fast. Highly enjoyable! Thanks as always!!

Another very enyoyable and informative video, Adrian. I love the inclusion of the Marti Reports and window stickers.

An excellent video covering a subject rarely discussed. Well don, Adrian.

I drove a 1971 Maverick 250 part of HS and it was the quickest zero to 70 of all other kids 6 cyl. 225, 250, 258 and other AMC, Ford, GM and Mopar cars even though it was a 4 door. C-4 trans. 3.20 axle. A red light runner T-boned the car and and I put that 250 plus a Toploader 4 speed in my '66 Mustang and then I had the fastest 6 and only 6 cyl. Mustang around. It all bolted together like factory using the Maverick gas pedal and cable, V-8 Mustang driveshaft and a Pinto axle yoke on the original 4 lug rear end. Strong running I-6