I have a 428 from a mercury metor, i started it and made sure the c6 selected 1st and reverse. I pulled the engine and box and stuck it under the bench and there it been for the last 37 years. I was going to use it in a cobra replica but that never happened, id like to put it in a 64 galaxy, but they are thin on the ground in Ireland 😂 ,though it is nice to hear someone likes them.
@@ricksoldcargarage We’re relatively new to the Y-block scene but with a ‘55 Fairlane with a 272, a ‘61 Starliner with a 292, and two ‘60 Edsel Rangers with 292’s we’ve got a lot to learn real quick. There will definitely be some Y-block stuff coming.
I've been resurrecting a 1970 Cobra Jet Cougar. It was missing its power train. I started with looking on Craige's list amd Market Place. I found a few F series trucks listing 428 and 428CJs as powering them. I looked at a couple and was not convinced they had a 428 in them. I then found a 1971 F250 that was advertised with a 1970 428PI. I did a little investigation on what to look for. The seller had stated the heads had been changed. So, I went and looked it over. The block and CJ/PI intake were cast with in 2 weeks of each other. I took the plunge and bought it. It is what he said. After selling the transmission and body I have a running 1970 428 for about $2000.00. I then found a set of CJ heads and exhaust manifolds for less than $1500.00. Deals are out there. Just take your time and keep looking. With all the other little and big (like a CJ speck C-6) I have maybe $4500 into a hard-to-find power train. Not numbers matching. but correct otherwise,
I have a 66 428 pi engine that is super rare. And it’s is definitely a performance engine. Got it in 74, came from a unmarked highway patrol car that believe it or not Was a T-bird. Factory special build, Solid liters, Factory performance camshaft, pi aluminum ford intake, performance rods windage tray, etc. Even in 74 not much was known about this engine. I know 66 pi ‘s are out there but have never seen another 66 pi. Most people never knew they existed. Visually they standout due to the pentroof valve covers and if the engine is out, on the back side there’s no oil plugs because the lifter galleys aren’t drilled in the block for a hydraulic cam and liters. 😊 And mine would turn 7,000 grand easy
Unless one was after the bragging rights or concours reasoning of having a 428, even they are not worth the $$ they command. I've found dollar for dollar, throwing the same $ into a 390 as you would a 428, a modified 390 will out perform a 428 any day of the week. Dollar for Dollar spent. With the aftermarket support the FE has, getting a 428 crank and stuffing it into a 390.... or just go crazy and stroke it as much as you see fit, is still better money spent IMO. And don't forget.... any 360 is 1 crank and a set of pistons away from being a 390. Most all the 360 blocks have the stronger webbing on the bottom end. If money is no object, enjoy the 428 or even 427 hunt... they are out there but nothing is cheap! Great video Jeff, and an excellent topic of discussion. (BTW it's 50 degrees here in the SW corner... lol)
For what a 445 stroker kit costs, you can take any 352,360 or 390 and turn it into something that will blow the 428's doors off for less than what some people want for a used 428. Especially by the time you have a crank turned, rods reconditioned, new pistons, over bored, etc. I paid just about the same to build a 390 as I did a 445 stroker by the time I bought a 390 crank, a set of rods, had them reconditioned, pistons, had it balanced, etc. Both are very good running engines but the 445 just blows that 10:1 390 into the weeds and it's no slouch by any means. Oh yeah, both get pretty much the same gas mileage too.
@@OlysGarage last I priced one it was about $2200 for a scat kit which is about what it cost me to buy a reconditioned 390 crank, a set of rods, have them reconditioned, a set of forged pistons, had it all balanced in 2021. I'm real happy with how that engine turned out but if I did it over I'd just buy another stroker kit. If I had a 390 to start with and not a 352 it would have been quite a bit cheaper but still.
@@MattsRageFitGarage That scat kit have upgraded rods and forged pistons? I know the pistons get real spendy, especially in the forged variety in that bore size. $2200 seems a bit cheaper as I think it was $3500 when i last looked 8 or 9 years ago. But i was also finding good used 428 cranks (.010/.010 or .020/.020) for 250-350 and having them internally balanced back then. The 428s weren't actually sky high back then either, but std. 360/390 blocks were practically given away.
@@OlysGarage The last scat kit I bought was in 2013 it had a Scat 9000 series cast steel crank, H beam rods and Mahle power pak pistons. Last I checked the price hadn't changed much and there's eagle kits available cheaper. I bought that kit from survival motorsports but that guy has quite the bad reputation nowadays taking peoples money and not fulfilling orders for a number of years now. I bought my 390 crank from him in 2021 for a good price and it shipped right out the next day, so I don't know what to say about all of that.
I was told by Bob Tasca III that when Ford sent his grandfather (Bob I) a 428 to play with when the 427 was being discontinued and as he got it sorted out he told Iaccoa (I believe) that it flew like a Jet. Ford added Cobra and it became the 428 Cobra Jet. Is that true? Sounded cool and Tasca has been a factory team for Ford for a long time.
@FullSizeFord Bob III told us that in his hospitality area in the pits at Epping, NH drags. And as I recall, the Tasca Ford Mustang was one of the original funny cars when they were born.
"Performance engine" is an arbritrary and debatable term. The early 1966 428 PI had the 1961-1965 390 Police Interceptor engine solid lifter camshaft. With the relativey small Ford 4100 4V carb, it was designed more for torque. But, performance includes more than horsepower and torque. Ease of maintenance and durability are among engineering compromises made. Ford's FT engine series is an example of "truck" high performance - the 391 4V coming from the factory with an OEM 100,000 mile warrenty. It had 1.75” intake valves, 1.50” sodium filled exhaust valves, externally balanced steel crankshaft, governed Holley 4V carburettor (3600 rpm), 4,000 rpm horsepower peak, 2,000 rpm torque peak, tach drive distributor, cast iron combination timing cover/motor mount, Ram's Horn exhaust manifolds, dual cast iron thermostat housing, a full sump 8 quart oil pan with a large pickup tube, 4 ring pistons, and a 7.6/1 compression ratio. The crankshaft front accessory drive in the 391 has a 1 3/4" diameter, rather than the FE 1 3/8", to better drive an air compressor and other accessories. A high performance design for long life and low rpm operation.
No way in HELL would i pay that kind of money for a 428....i will take any 352,360,390 and build one of those for far cheaper. there are many crank kits to stroke one of those to big cubic inches and with aluminum heads you would have a real beast. i did a 390 at .030 with cast pistons edelbrock cam and mild port job on iron heads and turned it to 6k all the time with no problems.
Being a car guy and not really a brad specific guy I will tell you for me, If performance was my objective I wouldn’t use any of these blocks. I have (2) FE both pretty upper 500 hp mild builds, What I paid for both of them I would have been better off getting a Aftermarket block anyways. If there is one thing about Ford I can’t really stand is they have some of the worst performance engine platforms. The FE is a terrible platform to build off of, Just think about all of the modifications it takes just to get the thing to oil properly. They are NOT easy to make look good either, just look how terrible the fitment of the intake and heads are to the block and China wall. With all that said, If you are set on building a FE, my opinion is save more money and get yourself an aftermarket block and build it. Let those junkyard turds continue to rust away.
I have a 428 from a mercury metor, i started it and made sure the c6 selected 1st and reverse. I pulled the engine and box and stuck it under the bench and there it been for the last 37 years. I was going to use it in a cobra replica but that never happened, id like to put it in a 64 galaxy, but they are thin on the ground in Ireland 😂 ,though it is nice to hear someone likes them.
@@jaws6869 Thanks for sharing!
Hey the Y Blocks need love to, I have a pile of them!
@@ricksoldcargarage We’re relatively new to the Y-block scene but with a ‘55 Fairlane with a 272, a ‘61 Starliner with a 292, and two ‘60 Edsel Rangers with 292’s we’ve got a lot to learn real quick. There will definitely be some Y-block stuff coming.
I've been resurrecting a 1970 Cobra Jet Cougar. It was missing its power train. I started with looking on Craige's list amd Market Place. I found a few F series trucks listing 428 and 428CJs as powering them. I looked at a couple and was not convinced they had a 428 in them. I then found a 1971 F250 that was advertised with a 1970 428PI. I did a little investigation on what to look for. The seller had stated the heads had been changed. So, I went and looked it over. The block and CJ/PI intake were cast with in 2 weeks of each other. I took the plunge and bought it. It is what he said. After selling the transmission and body I have a running 1970 428 for about $2000.00. I then found a set of CJ heads and exhaust manifolds for less than $1500.00. Deals are out there. Just take your time and keep looking. With all the other little and big (like a CJ speck C-6) I have maybe $4500 into a hard-to-find power train. Not numbers matching. but correct otherwise,
@@badcatt-the-cougar-guy-7219 well said! Thanks for watching!
I have a 66 428 pi engine that is super rare. And it’s is definitely a performance engine. Got it in 74, came from a unmarked highway patrol car that believe it or not Was a T-bird. Factory special build, Solid liters, Factory performance camshaft, pi aluminum ford intake, performance rods windage tray, etc. Even in 74 not much was known about this engine. I know 66 pi ‘s are out there but have never seen another 66 pi. Most people never knew they existed. Visually they standout due to the pentroof valve covers and if the engine is out, on the back side there’s no oil plugs because the lifter galleys aren’t drilled in the block for a hydraulic cam and liters. 😊 And mine would turn 7,000 grand easy
That is cool, thanks for sharing!
Unless one was after the bragging rights or concours reasoning of having a 428, even they are not worth the $$ they command. I've found dollar for dollar, throwing the same $ into a 390 as you would a 428, a modified 390 will out perform a 428 any day of the week. Dollar for Dollar spent.
With the aftermarket support the FE has, getting a 428 crank and stuffing it into a 390.... or just go crazy and stroke it as much as you see fit, is still better money spent IMO.
And don't forget.... any 360 is 1 crank and a set of pistons away from being a 390. Most all the 360 blocks have the stronger webbing on the bottom end.
If money is no object, enjoy the 428 or even 427 hunt... they are out there but nothing is cheap!
Great video Jeff, and an excellent topic of discussion. (BTW it's 50 degrees here in the SW corner... lol)
For what a 445 stroker kit costs, you can take any 352,360 or 390 and turn it into something that will blow the 428's doors off for less than what some people want for a used 428. Especially by the time you have a crank turned, rods reconditioned, new pistons, over bored, etc. I paid just about the same to build a 390 as I did a 445 stroker by the time I bought a 390 crank, a set of rods, had them reconditioned, pistons, had it balanced, etc. Both are very good running engines but the 445 just blows that 10:1 390 into the weeds and it's no slouch by any means.
Oh yeah, both get pretty much the same gas mileage too.
@@MattsRageFitGarage it's been quite a while since I've priced out FE stroker kits. They must have came down quite a lot, which is great! About time.
@@OlysGarage last I priced one it was about $2200 for a scat kit which is about what it cost me to buy a reconditioned 390 crank, a set of rods, have them reconditioned, a set of forged pistons, had it all balanced in 2021. I'm real happy with how that engine turned out but if I did it over I'd just buy another stroker kit. If I had a 390 to start with and not a 352 it would have been quite a bit cheaper but still.
@@MattsRageFitGarage That scat kit have upgraded rods and forged pistons? I know the pistons get real spendy, especially in the forged variety in that bore size. $2200 seems a bit cheaper as I think it was $3500 when i last looked 8 or 9 years ago. But i was also finding good used 428 cranks (.010/.010 or .020/.020) for 250-350 and having them internally balanced back then. The 428s weren't actually sky high back then either, but std. 360/390 blocks were practically given away.
@@OlysGarage The last scat kit I bought was in 2013 it had a Scat 9000 series cast steel crank, H beam rods and Mahle power pak pistons. Last I checked the price hadn't changed much and there's eagle kits available cheaper. I bought that kit from survival motorsports but that guy has quite the bad reputation nowadays taking peoples money and not fulfilling orders for a number of years now. I bought my 390 crank from him in 2021 for a good price and it shipped right out the next day, so I don't know what to say about all of that.
I was told by Bob Tasca III that when Ford sent his grandfather (Bob I) a 428 to play with when the 427 was being discontinued and as he got it sorted out he told Iaccoa (I believe) that it flew like a Jet. Ford added Cobra and it became the 428 Cobra Jet. Is that true? Sounded cool and Tasca has been a factory team for Ford for a long time.
@@steves9915 that is interesting for sure. Hmmm.
@FullSizeFord Bob III told us that in his hospitality area in the pits at Epping, NH drags. And as I recall, the Tasca Ford Mustang was one of the original funny cars when they were born.
Wow that's cool as hell yeah man that sounds great to me ❤❤❤
Thanks for viewing!
"Performance engine" is an arbritrary and debatable term. The early 1966 428 PI had the 1961-1965 390 Police Interceptor engine solid lifter camshaft. With the relativey small Ford 4100 4V carb, it was designed more for torque. But, performance includes more than horsepower and torque. Ease of maintenance and durability are among engineering compromises made.
Ford's FT engine series is an example of "truck" high performance - the 391 4V coming from the factory with an OEM 100,000 mile warrenty.
It had 1.75” intake valves, 1.50” sodium filled exhaust valves, externally balanced steel crankshaft, governed Holley 4V carburettor (3600 rpm), 4,000 rpm horsepower peak, 2,000 rpm torque peak, tach drive distributor, cast iron combination timing cover/motor mount, Ram's Horn exhaust manifolds, dual cast iron thermostat housing, a full sump 8 quart oil pan with a large pickup tube, 4 ring pistons, and a 7.6/1 compression ratio.
The crankshaft front accessory drive in the 391 has a 1 3/4" diameter, rather than the FE 1 3/8", to better drive an air compressor and other accessories. A high performance design for long life and low rpm operation.
@@OHUQTU thanks for sharing that and thanks for watching!
Lee iacocca said the 428 was a boat anchor compared to 427...😮
@@timr31908 from an all out performance standpoint, I reckon there might be slight justification for saying that. lol
67 T-bird full dashboard, console, and both passenger side interior door panels. Lets talk about that somewhere.
@@20CentMotors absolutely!
The CI of the 427 is actually 425ci
@@thomaspatterson5930 yes, that is correct. 427 just sounds so much better for marketing. lol
Rounded up it would be a 426. The 428 is actually 427 ci. And ford didn't make 3 different 351s. It actually made 4 different 352s.
No way in HELL would i pay that kind of money for a 428....i will take any 352,360,390 and build one of those for far cheaper. there are many crank kits to stroke one of those to big cubic inches and with aluminum heads you would have a real beast. i did a 390 at .030 with cast pistons edelbrock cam and mild port job on iron heads and turned it to 6k all the time with no problems.
@@robertquartier9379 agreed! Thanks for watching!
I think our host is keeping it stock which is also my preference. A 428 out of a Galaxie or Mustang should remain a 428 into the car it's going in.
The 429 boss came out in 1969..it wasnt very powerful
The boss 429 was sold to the public, detuned so people wouldn't do stupid things, imagine that.
Being a car guy and not really a brad specific guy I will tell you for me, If performance was my objective I wouldn’t use any of these blocks.
I have (2) FE both pretty upper 500 hp mild builds, What I paid for both of them I would have been better off getting a Aftermarket block anyways.
If there is one thing about Ford I can’t really stand is they have some of the worst performance engine platforms. The FE is a terrible platform to build off of, Just think about all of the modifications it takes just to get the thing to oil properly.
They are NOT easy to make look good either, just look how terrible the fitment of the intake and heads are to the block and China wall.
With all that said, If you are set on building a FE, my opinion is save more money and get yourself an aftermarket block and build it.
Let those junkyard turds continue to rust away.
@@RipitRon thanks for the input and thanks for watching!