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The SCJ also had a slightly different piston (with SCJ makings instead of CJ), and the LeMans rods for the SCJ had a special short-head bolt- the bolts should be kept for the "original" factor, but should be replaced in the engine like the rest of the breakage-prone necked-down tri-lobe stockers- the weak point of the rod assembly. The SCJ also uses a different crank code with a different balance factor to go with the cookie-cutter front spacer. The SCJ actually was included, along with the oil cooler, in the Drag Pack option of 3.91 or 4.30 gears.
Going for 500cid with a 428 block isn't too realistic, and CJ blocks are pretty expensive- but you can get 500 and over with a Genesis or Pond block and it'll still have solid cylinder walls, for a little more money. Taking bigger overbores just for the sake of a few more ci usually isn't a good idea, the weaker walls aren't worth it. I'm doing a CJ that's original to a car right now, it was already .030, but cleaned up on the CK10 at .035, and rings are readily available at that size- much easier than at .040. A set of custom Ross pistons, and back in business. As it was already bored with weaker walls, I went wth a 4.125 crank instead of the 4.25, and filled the block up to the freeze plugs to beef it a bit, gets 450 cid, and helps to preserve the original-car block
The SCJ also had a slightly different piston (with SCJ makings instead of CJ), and the LeMans rods for the SCJ had a special short-head bolt- the bolts should be kept for the "original" factor, but should be replaced in the engine like the rest of the breakage-prone necked-down tri-lobe stockers- the weak point of the rod assembly. The SCJ also uses a different crank code with a different balance factor to go with the cookie-cutter front spacer. The SCJ actually was included, along with the oil cooler, in the Drag Pack option of 3.91 or 4.30 gears.
Going for 500cid with a 428 block isn't too realistic, and CJ blocks are pretty expensive- but you can get 500 and over with a Genesis or Pond block and it'll still have solid cylinder walls, for a little more money. Taking bigger overbores just for the sake of a few more ci usually isn't a good idea, the weaker walls aren't worth it. I'm doing a CJ that's original to a car right now, it was already .030, but cleaned up on the CK10 at .035, and rings are readily available at that size- much easier than at .040. A set of custom Ross pistons, and back in business. As it was already bored with weaker walls, I went wth a 4.125 crank instead of the 4.25, and filled the block up to the freeze plugs to beef it a bit, gets 450 cid, and helps to preserve the original-car block
The SCJ piston was different because of the Le Mans rod. Different weights.
The SCJ piston was different because of the Le Mans rod. Different weights.
Yes, along with the differently-balanced crank and the cookie-cutter front sleeve. And a lot of early regular CJ's actually came equipped with the standard 1U crank
I got a cherry set of SCJ rods out of a 428 shortblock someone had run in a pickup, it had an early standard 428 block, the original short-head bolts in the rods, and a 1U crank with no cookie-cutter- and about a gazillion holes drilled in the flywheel to get it to balance
Can anybody tell me where I can a Ford 428 Cobra Jet Engine Block & Cylinder Heads,And can anybody tell me why the Ford 428 Cobra Jet is hard to find,Is due to the popularity of the engine make so hard to find to use,Also how far can I Overbore & Stroke the Ford 428 Cobra Jet (5____ cu. in.),Safely w/o having an Aftermarket Aluminum Engine Block of the Ford 428 Cobra Jet Engine Block
06-28-2009, 11:22 AM
