Your attention to detail on your builds is impressive. Brings me back to 1971 when I built the engine on my 69 CJ Mustang. After the machine shop and Pittsburgh Crank did their thing I just slapped it together. Amazingly it ran 11.80s and stayed together for over 500 drag strip runs. Imagine if I knew what I was doing.
I remember an article in Hot Rodding magazine or another mag about a Super Stock 428 running in that class. Basically stock motor except for cam and headers. Ran high 10s. "Only" revved to 6.2k But I believe some of these guys would be like changing bearings every 50 runs or so. There was a guy named Kip Martin in my area (Wichita) that used to run a 352 in his 64 Galaxie in Super Stock that run high 12s and pulled it with a 428 station wagon if memory served me right. His latest ride (before his death) (pull it up on youtube) was a 289 Mustang in Super Stock that ran I believe high 10s or in the 11s with mostly stock parts except for highly modified heads but he had to rev the crap out of it for those kind of times. ua-cam.com/video/YvEwFnPx8rs/v-deo.html
I love FE’s, I have a lifelong friend I helped build a 427 sideoiler after a complete disassembly and machining of the block when we were in our teens. We topped it off with dual holleys on top of a 671 and it makes massive power. We dropped it in his ‘73 F100 and backed it with a T10 and it has absolutely smoked a ton of muscle cars over the years. Having said that I will say one thing we were told by the old drag racer he bought the engine from was 100% True and the only bad thing about that series of engines and that was, “FE stands for Fucking Expensive!”🤣
This is exactly how I gasket match intakes to cylinder heads. I focus on my short turn radius. We used to kick ass on the streets with the poor mans FE stokers. Cool to see you building these engines.
My pop owns operates an automotive machine shop in phx az he says the exact same thing about "quality parts"he says essential stuff such as lifters i guess the Chinese lifters splat with anything over 480 lift or 100lbs of seat pressure dont recall exactly why it was he said but he did been searching for older new/used to try and help but its hit & miss......love vr channel......paul jr phx az
NHRA stock eliminator blueprint specs allow the C6AE-H aluminum intake manifold as a replacement for the cast iron intake , this same casting number is legal for 1966/1967 390/ 320 hp engines. Blue Thunder is making 1 casting number that will serve multiple engines and years so they don't need to cast a C8OE-C intake to serve the 428 cj crowd
@@2429scj I have to figure that there are many more 428 CJ cars that are not Stock Eliminator racers than ones that are. And you can bet most of those would love to shave 50 lbs off the nose while having a factory-appearing intake. Did I say anything about NHRA or 390's? I don't think so.
Question on cam recommendations. I rebuilt a stock 428 to replace my 390 in my 72 f250 c6. 373 gears. I am trying to find a cam that would work. I sent my core in to have it custom ground. Got it back and the note said keep compression to 9 to 1. Well that sucks the build it 10 to 1. Any help with a cam grind that might work? This cam intake closes at 38 deg abdc. Prob would work in my lower comp 390
Your attention to detail on your builds is impressive. Brings me back to 1971 when I built the engine on my 69 CJ Mustang. After the machine shop and Pittsburgh Crank did their thing I just slapped it together. Amazingly it ran 11.80s and stayed together for over 500 drag strip runs. Imagine if I knew what I was doing.
I remember an article in Hot Rodding magazine or another mag about a Super Stock 428 running in that class. Basically stock motor except for cam and headers. Ran high 10s. "Only" revved to 6.2k But I believe some of these guys would be like changing bearings every 50 runs or so. There was a guy named Kip Martin in my area (Wichita) that used to run a 352 in his 64 Galaxie in Super Stock that run high 12s and pulled it with a 428 station wagon if memory served me right. His latest ride (before his death) (pull it up on youtube) was a 289 Mustang in Super Stock that ran I believe high 10s or in the 11s with mostly stock parts except for highly modified heads but he had to rev the crap out of it for those kind of times. ua-cam.com/video/YvEwFnPx8rs/v-deo.html
I love FE’s, I have a lifelong friend I helped build a 427 sideoiler after a complete disassembly and machining of the block when we were in our teens. We topped it off with dual holleys on top of a 671 and it makes massive power. We dropped it in his ‘73 F100 and backed it with a T10 and it has absolutely smoked a ton of muscle cars over the years. Having said that I will say one thing we were told by the old drag racer he bought the engine from was 100% True and the only bad thing about that series of engines and that was, “FE stands for Fucking Expensive!”🤣
I love the way you pay so much attention to details, you are one fine engine builder 💯🇺🇸
This is exactly how I gasket match intakes to cylinder heads. I focus on my short turn radius. We used to kick ass on the streets with the poor mans FE stokers. Cool to see you building these engines.
It would be great to see an old film of the rough block castings being machined back in the days they were being produced.
My pop owns operates an automotive machine shop in phx az he says the exact same thing about "quality parts"he says essential stuff such as lifters i guess the Chinese lifters splat with anything over 480 lift or 100lbs of seat pressure dont recall exactly why it was he said but he did been searching for older new/used to try and help but its hit & miss......love vr channel......paul jr phx az
Duh....forgot to say said the same about covid-19 screwing up parts supply chain
Ever try a couple of stands of thread across those gasket joints , works for me .
Works on timing cover to oil pan corners too .
It's beautiful 😍🔧👊💪🔴🇺🇲💯🚗🚦
Lookin' good! Francis needs to make a C8OE-C intake for sure. Would probably sell way more than the C6-H piece here, don't you think?
NHRA stock eliminator blueprint specs allow the C6AE-H aluminum intake manifold as a replacement for the cast iron intake , this same casting number is legal for 1966/1967 390/ 320 hp engines. Blue Thunder is making 1 casting number that will serve multiple engines and years so they don't need to cast a C8OE-C intake to serve the 428 cj crowd
@@2429scj I have to figure that there are many more 428 CJ cars that are not Stock Eliminator racers than ones that are. And you can bet most of those would love to shave 50 lbs off the nose while having a factory-appearing intake. Did I say anything about NHRA or 390's? I don't think so.
Great video as always. Is there a significant advantage to the blue thunder PI intake vs performer RPM ?
Question on cam recommendations. I rebuilt a stock 428 to replace my 390 in my 72 f250 c6. 373 gears. I am trying to find a cam that would work. I sent my core in to have it custom ground. Got it back and the note said keep compression to 9 to 1. Well that sucks the build it 10 to 1. Any help with a cam grind that might work? This cam intake closes at 38 deg abdc. Prob would work in my lower comp 390
Can you let me know the information on the rocker arm assembly would really like to order a set. Thank you