The damage recently done

[Greg Hill]

Looking back at the parts books from 1970 would be an eye opener. I know more about Chevys because I worked two summers at the Chevy dealership in my hometown. I spent $26 for a 327/350 hp cam for a 283 in 1967. If you go by what's in the parts books and not how the cars came from the factory things would be a whole lot different. The 396 guys could run the zl-1 cam and the 850 carb. The small block guys would get the off road cam which was made for the trans am cars. All the manufacturers had high performance items in their parts books but they were never allowed into stock until the last few years. The reason that these parts were not in the NHRA class guide is that first they didn't come from the factory that way and second Farmer would have never and didn't put them in the guide.

Oh and by the way, the police interceptor manifold was only approved for the cobra jets for super stock and not stock in 1968. To suddenly after 40 plus years find these documents that support letting these parts in is a little suspect at best.

[Billy Nees]

Originally Posted by Greg Hill

Oh and by the way, the police interceptor manifold was only approved for the cobra jets for super stock and not stock in 1968. To suddenly after 40 plus years find these documents that support letting these parts in is a little suspect at best.

Greg, not that I'm a FFFord guy but the original 50 681/2 CJs had aluminium intakes. The passenger cars didn't but, NHRA isn't going to start checking VIN#s to see which are which so they let all of the 68s have them. The 69s shouldn't have gotten the aluminium intakes.

How long untill we are gone? a couple of weeks? End of this year? In 5 years? What do all of you think of this? Truth to this? or old guys whining because we are not following the 1975 rule book?

Originally Posted by Jack McCarthy

can i just get the 459 intake i am the ONLY 283 in the world who cannot run it ???

please ... jeff who do i call ???

captain jack
its just a big joke anymore race now we will be gone soon .

[Greg Hill]

Originally Posted by Billy Nees

Greg, not that I'm a FFFord guy but the original 50 681/2 CJs had aluminium intakes. The passenger cars didn't but, NHRA isn't going to start checking VIN#s to see which are which so they let all of the 68s have them. The 69s shouldn't have gotten the aluminium intakes.

Billy, those cars if you remember ran SS at the 1968 winter nationals. The reason that manifold was never in the book for stock is that it was never approved for stock.

[Bruce Noland]

Originally Posted by Todd Hoven

How long untill we are gone? a couple of weeks? End of this year? In 5 years? What do all of you think of this? Truth to this? or old guys whining because we are not following the 1975 rule book?

Shortly after the OEM's stop ruining Stock and Super Stock.

[Billy Nees]

Originally Posted by Greg Hill

Billy, those cars if you remember ran SS at the 1968 winter nationals. The reason that manifold was never in the book for stock is that it was never approved for stock.

Greg, my point being that they are now legal for Stock just like a T-Bolt or a 68 Hemi Cuda and the aluminium intake came "stock" on them. It did NOT come on any 69s.

[CycloneFE]

Originally Posted by Greg Hill

Billy, those cars if you remember ran SS at the 1968 winter nationals. The reason that manifold was never in the book for stock is that it was never approved for stock.

Ford's 428 Cobra Jet engine made its "en masse" drag racing debut at the eighth annual National Hot Rod Association (NHRA) Winternationals held from February 2 - 4, 1968, at the Los Angeles County Fairgrounds in Pomona, California. Ford Motor Company sponsored five drivers (Gas Ronda, Jerry Harvey, Hubert Platt, Don Nicholson, and Al Joniec) to race six 428 CJ-equipped Mustangs. The Mustangs raced in the C Stock Automatic (C/SA, 9.00 - 9.49 lbs. per advertised horsepower), Super Stock E, and Super Stock E Automatic (SS/E manual transmission, SS/EA automatic transmission, 8.70 - 9.47 lbs per advertised horsepower) classes. The engine lived up to expectations as four of the cars made it to their respective class finals. Al Joniec won both his class (defeating Hubert Platt in an all-CJ final) and the overall Super Stock Eliminator (defeating Dave Wren) title.

Information from the 428 CJ Registry.

[Billy Nees]

Originally Posted by Jack McCarthy

can i just get the 459 intake i am the ONLY 283 in the world who cannot run it ???

please ... jeff who do i call ???

captain jack
its just a big joke anymore race now we will be gone soon .

Todd, I don't think that Jack is whining. I think that he's tongue-in-cheek bitching about the 65-66 283s getting the 327 intake. Which is as wrong as a 290 AMC getting an Edelbrock R4B intake.

[69Cobra]

If I'm thinking right. The PI intake is the same casting as the CJ intake except it is aluminum instead of cast iron. Basically the only advantage is the difference in weight between the iron and aluminum. It's not going to make any more power than the CJ intake. But I'm sure the difference in weight is worth .20

[CycloneFE]

Originally Posted by 69Cobra

If I'm thinking right. The PI intake is the same casting as the CJ intake except it is aluminum instead of cast iron. Basically the only advantage is the difference in weight between the iron and aluminum. It's not going to make any more power than the CJ intake. But I'm sure the difference in weight is worth .20

Kris, you are correct. Here is some more history on the PI.

The aluminum PI intake is the same as a later-design of the 427MR intake. Early MR intakes had different throttle mount bosses and did not have the machined-in features that allowed fitting the three-fingered rocker oil control baffles used in all FEs (except the 427MR) from 1958-66, so to fit the 427MR intake to a non-427MR engine six extra cutouts at the pushrod holes needed to be machined into the aluminum intake. Note that all FEs would inherit the simpler 427MR rocker oil control baffles from 1967-76. By the time the 428PI was developed in 1966, the 427MR intake machining protocol added the extra counterbores to the intake, and also modified the throttle linkage bosses so the intake would work in both 427MR and 428PI applications. As for the penny-pinching part, the PI did not earn a special intake casting, but 1966 was the first year of both the of the Chrysler 440 and Ford 428, so it was clear some free breathing was in order. It made sense to install the MR aluminum intake onto the 428PI to keep competitive with the 440, even though the intake was not cheap to cast. It wasn't until the 428CJ was born that the accounting department saw a cost-benefit to designing a low-cost iron alternative to the MR intake, so about a month or so after the iron intake was being installed onto 428CJ engines, the 428PI engine lost the aluminum and gained the CJ iron intake, thus making the Ford a more profitable police vehicle.


Seems funny to me that in 1968 the CJ was slotted into the C/SA catagory and you will find it STILL there today. Sounds to me like there are little or no improvements other than just keeping up with the rest of the pack.