 |
| |
Buy with confidence!
If for any reason
you're not
completely satisfied
with an item, simply
return it within 30
days and the
purchase price will
be refunded.
|
|
 |
|
|
We ship world wide.
All international
orders must be paid
online. Checks or
money orders
drawn on non-US
banks will not be
accepted.
|
|
|
|
|
Ford Muscle Cars of 1968
Cobra Jet, A Star is Born
|
|
|
 |
|
|
|
All new for 1968, the Fairlane
500 Torino featured smooth,
fastback styling which
immediately proved itself on the
high-banked ovals of NASCAR.
Initially offered with a detuned
427, the new Cobra Jet 428
made Torinos very quick cars.
(Mike Mueller)
|
|
|
|
|
|
For many Ford enthusiasts, 1968 is seen as the end of one era and the beginning of another.
The end of one era came with the last regular production 427-powered cars by any Ford division,
and the beginning of a new era of the new Cobra Jet 428 engine, a regular production option in
the intermediate Fairlane series and in the Mustangs, as well as their Mercury counterparts,
Montego and Cougar.
The famous and expensive 427 had been around in basically the same form as originally
introduced (with oiling improvements) in 1963 1/2. In the five years of production, the 427 earned
a reputation as an ultra reliable engine capable of producing gobs of horsepower for nearly any
kind of automotive competition. They were used in everything from Stock class drag cars to
supercharged Top Fuel Dragsters with great success, in nearly every form of oval track racing
with phenomenal success, and even in boat racing with great success.
|
|
|
If the 1965 through 1967 solid-lifter equipped, “side oiler” 427 with dual quads represented the
ultimate 427, then the 1968 427 was at the extreme opposite end of the scale. The 1968 version
was little more than a hydraulic cam equipped, low -riser 427, with lower compression ratio, milder
cam specifications, a single four-barrel carburetor, and regular exhaust manifolds instead of the
beautiful “header” style manifolds used on earlier 427s. With 390 horsepower, it was still a very
lively performer, especially when used in one of the lighter models, but it was about as far from
the “old” 427 as could be. By 1968, the insurance companies and our Uncle in Washington, D.C.,
were beginning to take a dim view of performance cars. It was determined that, because the 427
was a definite performance option, it should be tamed down as much as possible. In addition to
the restrictions that limited the big engine to 390 horsepower, it was also available only with an
automatic transmission—in any car. As a result of very poor sales, high expenses, and the
development of the 428CJ, the hydraulic-lifter 427 engine option was phased out in mid-1968.
The greatest obstacle to the 427s popularity was the tremendous expense involved in owning
one, and the restrictions placed on their availability by Ford Motor Company. You could walk into
your local Chevrolet dealer, put approximately $500 dollars on the salesman’s desk, and have
one of its 427s and four-speed transmissions installed in any full-size Chevy, including station
wagons. If you wanted a Ford 427, you had to eliminate station wagons, and you were required
to buy several “mandatory options” which raised the option package price to well over $1,000!
Also, the Ford 427 was really a very mildly disguised all-out racing engine, where the Chevy 427
was considerably more civilized and better suited to street use than the big Ford.
|
|
|
In spite of the negative cost factor, to this day if a Ford from the 1960s appears with those
famous gold fender flags in place, a crowd is immediately drawn to the car. Ford enthusiasts
recognize those flags for what they represent, the ultimate “wedge” engine produced during that
decade. As a result, anything with the “R” engine code in the serial number automatically
commands a considerably higher asking price than its more common relatives. In light of the
427's relative obscurity outside Ford enthusiast circles, it’s hard to believe the engine was
actually produced in 14 different configurations, including marine and industrial applications.
|
|
|
 |
|
|
|
The C-stripe identifies this
1968 Torino as a GT,
powered by the optional
428CJ. (Mike Mueller)
|
|
|
|
|
|
Ready to jump in and fill the void left by the 427’s demise was the new 428 Cobra Jet and 428
Super Cobra Jet engines. By combining parts from the standard Thunderbird 7-Litre 428 with
some of the bulletproof 427 parts, Ford engineers created an engine with almost as much power
as the 427, but with considerably better street manners. The new CJ engines utilized the same
type high-alloy cast-iron engine block as the previous 427, with the same 4.13-inch bore and
3.98-inch stroke as the Thunderbird 428 of the previous two years. Because of their long stroke,
all 428s are externally balanced, and the date of engine manufacture is a critical factor in the
balancing. To quote the original Ford Muscle Parts catalog, “1968 and 1969 (428CJ) engines
built before 12-26-68 use a (nodular controlled cast-iron) crank that maintains balance within
tolerances with either a 680-gram or 592-gram piston. Engines built after 12-26-68 use a crank
that balances with 712-gram pistons.” The main and rod journals were identical to those used in
the 427 engines. The 428 Super Cobra Jets utilized stronger bottom pieces, with forged 427 type
rods with cap screws. As with the standard Cobra Jet, knowing the date of engine manufacture is
critical for balancing a Super Cobra Jet. Once again, quoting the Muscle Parts catalog, “Two
crankshafts are used; one with 692 gram pistons before 12-26-68, and another with 712 gram
pistons after 12-26-68. This requires cranks with different balance weight, along with the
appropriate flywheel, damper and spacer counter weights to accommodate the different piston
weights. Do not interchange Super Cobra Jet parts with each other, or with standard Cobra Jet
pieces or imbalance will result.” Ordering a 3.90:1 or 4.30:1 rear axle ratio would automatically
include the 428 Super Cobra Jet in place of the 428CJ. An external oil cooler was also included
as part of the Super Cobra Jet package. For reference, the engine identification codes were as
follows: 428Cobra Jet, 418S, 419S, 420S and 421S: 428 Super Cobra Jet, 422S, 423S, 424S
and 425S.
|
|
|
 |
|
|
|
Adding a select number of
good parts from the 427 to
the existing Thunderbird 428,
produced the Cobra Jet 428,
humorously under-rated at
335 hp, 10 hp less than a
standard 428. These engines
actually put out more than
400 hp. (Mike Mueller)
|
|
|
|
|
|
Both versions of the CJ used an improved upper half, with a 180-degree type cast-iron intake
manifold patterned after the manifold used on the 428 Police Interceptor engines, and with much
improved cylinder heads, featuring low -riser 427 style intake ports, which measured 2.34 inches
x 1.34 inches. The valves were larger than those used in the standard Thunderbird 428,
measuring 2.097 inches in diameter for the intake and 1.660 inches in diameter for the exhaust.
The heads were so efficient that they became the standard replacement head for Low Riser 427
engines! In an obvious move to place Cobra Jet-powered cars at an advantage, Ford underrated
the CJ engines at 335 horsepower, in both standard CJ and SCJ form. This was 10 horsepower
less than the original Thunderbird 428’s 345 horsepower, which was a bit optimistic, and
probably closer to an actual 300 horsepower. Almost as soon as the CJ-powered Fords hit the
drag strips, NHRA refactored the engine’s output to 400 horsepower, which was closer to the true
output, a figure that was never officially acknowledged by Ford.
Cold air induction was the trick setup in 1968, and every brand of musclecars could be seen on
the streets of America with all manner of plumbing and ductwork around the front of the car. The
purpose was to direct as much cold air as possible into the carburetor, creating a more dense
fuel mixture, and hopefully, adding a slight “ram” effect for more power. “Ram Air” was another
trend pioneered by Ford in the 1963 1/2 Galaxie lightweight cars, with large-diameter flexible
ductwork replacing the inner headlights, directing colder outside air directly into the carburetors.
In 1968, Oldsmobiles used two large, flat scoops located under the front bumper, connected to
flexible ductwork, directing air to the carburetors, and Plymouth used a manually controlled air
scoop, with teeth painted on the sides of the scoop, to achieve the same purpose. The rest of
the auto industry had scoops located in every conceivable position on the hood to achieve the
same goal.
|
|
|
Ford pioneered a unique system to provide air to the big 428 Cobra Jet-powered Mustangs and
Torinos. The standard air cleaner top was replaced with a special unit, containing a flapper valve
actuated by a vacuum motor. During normal operation, the valve and butterfly assembly
remained closed and air was drawn into the carburetor through the duct on the side of the air
cleaner, then through the air filter and into the carburetor. However, when engine rpm provided
sufficient vacuum, the large butterfly in the air cleaner top was opened and colder, more dense
outside air, drawn in through the functional hood scoop, was forced directly into the carburetor,
bypassing the air filter altogether, resulting in more power. Even though “Ram Air” Cobra Jet
428s are rated at the same 335 horsepower as the non-Ram Air versions, the cold air system
was worth at least 10 horsepower.
It wasn’t long before 428CJ-powered Fords began reinforcing the reputation earned by the 427
in earlier years. CJ-powered Mustangs captured the Super Stock class at the 1968 NHRA
Summer Nationals at Indianapolis. On the streets, the CJ Mustangs and Torinos performed the
way the Ford advertising people hoped the earlier Fairlane 390 GTs would. Faster cars? You
could count them on two or three fingers, and they were far from what you would call “well
mannered” on the streets. Even the automatics were fast!
|
|
|
The Thunderjet 429 was another all-new engine making its debut in 1968, although availability
was limited to the Thunderbird models. Referred to as the “385” engine family, and based on
design principles used in the 289s, the new 429 featured thinwall block casting techniques to
produce a very lightweight engine block, and an advanced cylinder head design similar to the big
block Chevrolet. As a matter of fact, the head designs are so similar that a set of big block Chevy
valve covers will bolt directly to a 429 head! That’s similar. The new cylinder heads featured
canted valves that were individually mounted, instead of using a single rocker shaft assembly as
on the previous FE engines. When combined with the large round ports, the new 429 engines
would really breathe. Even in standard form and in very moderate street form, the new 429
produced 360 horsepower and a whopping 480 ft-lbs of torque. With weights approaching 5,000
pounds, 429-powered Thunderbirds were not exactly performance machines, but the
“handwriting was on the wall” as racers began exploring the built-in performance potential of the
429. We will discuss the 429 in greater detail in subsequent years, as it became available
throughout the Ford line and not just in the Thunderbirds.
On the small block side of things, 1968 was the first year for the 302 V-8 engine, in both two- and
four-barrel configurations. By extending the cylinder bores, the 2.87-inch stroke of the 289 was
increased to 3.00 inches, with no increase in engine block height. Other improvements over the
289 included lightweight pistons with overhead ribs, stronger crankshaft, hardened SAE 1010
steel caps on the exhaust valve stem tips, and shorter, stiffer connecting rods. The full-size
models only received the two-barrel version, with the four-barrel version being available
throughout the rest of the model line-up.
|
|
|
Galaxies
While generally not considered performance vehicles, the full-size 1968 Fords could be very
lively performers, especially when equipped with the early model run 427s, the Thunderbird 428,
or the four-barrel 390 and the four-speed manual transmission option. It is for this reason that
the full-size 1968 models are included in Super ‘60s Fords. For the first time since 1957, the full-
size Fords did not receive major exterior restyling. Except for very minor trim revisions, 1967 and
1968 Fords were identical from the windshield back. At the front, a new, flatter mesh grille
featured a vertical divider and horizontal headlights, fashionably hidden behind doors in the grille
on the upper trim levels, and slightly modified front fender leading edges. The FORD name, in
block letters appeared cross the front of the hood. Our Uncle in Washington continued to impose
his will on the auto industry, and all 1968 domestic models featured the federally mandated
amber front and red rear side marker lights, which operated in conjunction with the turn signals,
in addition to locking front seat backs with release levers.
|
|
|
 |
|
|
|
Standard Custom and Galaxie 500
models featured an aluminum grille
with exposed headlights. No model
identification appeared on the front of
the hood.
|
|
|
|
|
|
Previous | Next
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
This has been a sample page from
|
|
|
|
|
 |
|
Super '60s Fords - The Inside Story of the
Most Powerful Fords Ever Built
by John Smith
|
|
|
|
|
In the ‘50s, Detroit built cars with style in mind . . . but as the
‘60s arrived, a younger group of car buyers had another
thing in mind: Performance! Ford Motor Company met that
demand with some of the fastest and most powerful cars on
the street. In this book, John Smith covers the entire Ford
performance story in the ‘60s, -- and not just Mustangs and
Cobras, but Galaxies, Torinos, Falcons, Fairlanes, Shelbys,
Mavericks, and every other Ford that got extra horsepower
stuffed under its hood in this fast-moving decade. Models are
covered year by year, from the Supercharged T-birds of
1957 to the last gasp of the muscle car era in 1973, and
everything in between. Performance engines and stats are
listed for each year, and an informative appendix includes
information on deciphering VIN tags and parts codes.
With 200 black and white and more than 100 outstanding
color photos, this book has the images and information that
Ford fans want on their favorite performance models, from
supercharged Y-blocks to Boss 429s.
|
|
|
Click below to view sample
pages from each chapter.
|
|
|
|
Chap. 1 -1957 The Foundation
Chap. 2 -1958 352 Big Block
Chap. 3 -1959 High Style
Chap. 4 -1960 New Ideas
Chap. 5 -1961 Back to Tradition
Chap. 6 -1962 Legends
Chap. 7 -1963 Fast Backs
Chap. 8 -1964 The First Mustang
Chap. 9 -1965 Big Changes
Chap. 10 -1966 Beat Goes On
Chap. 11 -1967 Changing Guard
Chap. 12 -1968 428 Cobra Jet
Chap. 13 -1969 Boss 302 & 429
Chap. 14 -1970 429CJ & SCJ
Chap. 15 -1971 Last of Breed
Chap. 16 -1972 - 73 End of Era
|
|
|
|
|
|
This is without a doubt one of the best books about
Ford muscle cars ever written!
|
|
|
|
|
Soft bound
8-1/2 x 11
160+ pages
200 b/w photos
100+ color photos
Item #SA25
Price: $Discontinued
|
|
Click here to buy now!
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
This is a book any Ford enthusiast will enjoy to read over and over.
Read the sample pages to learn more.
|
|
|
|
|
|
|
|
|
|
|
|
|
 |
|
|
|
Ford Galaxie & LTD Gold Portfolio 1960-1976
Ford's large cars have always proved popular. 1965 was the
year of the restyle, but the mosts important fact was the 427
engine. The Galaxie 500XL was for those who wanted a
sports car and the LTD was built for luxury. By the early
seventies the big cars were still grabbing a large part of Ford's
sales. This book is a collection of contemporary road and
comparison tests, specification and technical data, driver's
reports, long-term tests and new model introduction articles.
Models covered include Starliner, Town Sedan, 500, 500XL,
Fastback, Convertible, LTD, LTD 428, LTD 429, LTD 390,
Ford XL, Brougham, Wagon, Landau, LTD Town Car.
|
|
|
|
|
|
|
|
|
Price:
$
29.95
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Ford Torino Performance Portfolio 1968-1974
This book is a collection of road and comparison tests,
performance data, full specifications, model introductions
articles, historical information and restoration advice. The 34
articles in this book are sourced from Car and Driver, Car Craft,
Car Life, Cars, Circle Track, Classic American, Ford Motor
Company, Motor Trend, and others. Articles include: 'Ram Air
Cobra restoration', 'A tale of two Torinos, NASCAR Torino
verses Torino Cobra Jet 428, The Brute from Ford's Snake Pit
- Cobra Jet 429, Ford's Torino GT - 351, and many more.
|
|
|
|
|
|
|
|
|
Price:
$
22.95
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Mustang Muscle Portfolio 1967-1973
This book is a collection of road and comparison
tests,
specifications, and model introduction articles on the
Shelby
GT350, GT500; 390 GT, 428 Cobra Jet models, a
Mustang
equipped with a tunnel port engine; Mach 1 models,
351, 428, 429, Boss 302, 351, 351HO and 429 engine
equipped
Mustangs and Mustang Grande. 140 pages and
over 250
black and white photos. Softbound.
|
|
|
|
|
|
|
|
|
Price:
$
22.95
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
 |
|
|
|
 |
|
 |
|
 |
|
|
Payment, Shipping & Sales
Tax: Iowa
residents must pay 7% sales tax. Items usually ship
within one
business day of receipt of payment! Standard shipping is a flat rate of
$4.95 to
anywhere in the United States with USPS Media Mail.
Priority Mail shipping is available for an
additional $3.00, or
$7.95 for shipping. Shipping is combined and discounted for multiple item
purchases as follows: first item regular shipping price, add
$1.95 for each additional item. For
purchases of 3 or more items
shipping is automatically upgraded to Priority for no additional
charge! We offer world wide shipping and ship to Canada and Mexico
with USPS Priority Mail
International for $14.95, and to most
locations in Europe, Australia, Asia, Japan and South
America for
$18.95. Satisfaction is Guaranteed. Our store has a NO HASSLE RETURN
POLICY
within 30 days of purchase.
|
|
|
|
|
|
 |
|
|
|
|
|
|
|
|
|
|
