Killing some time on Friday afternoon avoiding most things a responsible adult doze. I decided to take a wander threw the local u pull. Among the late model stuff sat a 65 ford galaxie . Pretty far gone but still has motor in it. not 100% sure what it is but its big . Not much else worth saving except glass and window trim .
-- Edited by slim on Saturday 8th of June 2013 10:48:21 PM
I always check the diff because if it has a 390 or bigger there is a chance it would have a N stamped on the 9 inch for nodular I have found lots in the wagons.We have a pull yourself on bronte that I go to once in a while,more of a crushing wrecker than a parts seller.Nice guys good prices and free admission
Randy
-- Edited by v8deuce on Sunday 9th of June 2013 08:33:18 AM
you guys have a u pull down that way? interesting. i am pretty sure we don't have any around are area. as you said, nice place to kill some time and the beer isn't 5.00 per.
and you know there is the odd time a guy needs a beer. so with that in mind maybe you should of snooped on that motor in the 65 you mentioned, that looked big. the odds of it being so are huge against it but, if it had of been a side oiler motor you could of bought a lot of 5.00 beers and maybe a couple of them could of been in one of them places where girlies like to dance alone for just you. but the beer would of probably cost more than 5.00 though. lol
when i visit my sis in san antonio tx's the brother-in -law and i spend a lot of quality time being alone in the u-pul's and pick-n-pulls. they have some huge ones and some smaller ones, usually in an area that the tourists don't see, and just gawk and gawk for hours. the oldies are pretty picked over but you do stumble into the odd one fresh in that has some stuff on it. him being an air force pilot it was something he had never done before either. welcome to the family dave. lol
anyway, i didn't know we had any in ontario. i know years ago you could usually walk around the yard but they would take off the part you wanted. now they usually wont even let you snoop. interesting.
By 1965, I think they had stopped making the 406.....Were still making the 352/390 in those cars.....I dont think the 428 had come out yet.
i guessing the oiler was in that year. i know a guy in the day had a 64 500 XL vert 427? 4spd, factory, and another buddy had a 64 500 XL 390-4spd factory. wouldn't want one of them back would ya. want to bet a nickle that we are about to find out or not. thats what makes this forum a good place. i am curious now to. saves a bunch of googleing. lol
and while were at it, i'd like to know the production #'s on my 67 XL vert with the 428. some one will have the info bookmarked making it easier than google from scratch.
Wikipedia Generation 1 332 332 engine configurations and applications [show]
The smallest big-block Ford was the 332 of 331.8 cu in (5.4 L) actual engine displacement, with a 4.0 inches (101.60 mm) bore and 3.3 inches (83.82 mm) stroke. It was used in Ford-brand cars in 1958 and 1959, domestically marketed U.S. and Canadian-built Edsel-brand cars in 1959, and in export-configured 1958 and 1959 Edsels.[17][18][19][20] A two-barrel version produced 240 bhp (179.0 kW), while a Holley or Autolite four-barrel version produced 265 bhp (197.6 kW). 352 352 engine configurations and applications [show] 352 FE V8 in a 1964 Galaxie 500 XL
Introduced in 1958 as part of the Interceptor line of Ford V8 engines, the Ford 352 of 351.9 cu in (5.8 L) actual displacement was the replacement for the Lincoln Y-block. It is a stroked 332 with 3.5 inches (88.90 mm) stroke and a 4 inches (101.60 mm) bore, and was rated from 208 bhp (155.1 kW) with a 2-barrel carburetor to over 300 bhp (223.7 kW) on the 4-barrel models. When these engines were introduced, they were called Interceptor V-8 on the base models and Interceptor Special V-8 on the 4-barrel models.[18] The Interceptor was the base-performance engine in 1958. For the 1959 model year, the FE engine series was renamed the Thunderbird V-8 and the Thunderbird Special V-8.[19] When installed in Mercury vehicles, these engines were named "Marauder". This series of engines usually weighed over 650 lb (295 kg).[22] In 1960 Ford created A High Performance version of the 352 rated at 360 horsepower (270 kW) it featured an aluminum 4bbl intake manifold, A Holley 4160 Carburetor, cast iron "header" style exhaust manifolds, 10.5:1 compression ratio and A solid lifter valve train. 361 Edsel 361 Edsel engine configurations and applications [show] 361 FE V8 in a 1959 Edsel Corsair
Edsel 361 engines were assembled in Cleveland Ohio, and Dearborn Michigan. They were standard equipment in the 1958 Edsel Ranger, Pacer, Villager, Roundup and Bermuda.[20] The Edsel 361 was the very first FE block engine to be offered for sale in any market, having been introduced to the public in the U.S. on September 4, 1957, almost two months before any 1958 Fords were sold.[26] The 361 cid 4V FE engine was also sold on 1959 Edsels in the U.S. and Canada, and 1958 and 1959 Ford and Meteor brand automobiles in Canada in place of the 352 cid, which was not available with any Ford Motor Company of Canada brand until the 1960 model year. Edsel 361 engines were available to U.S. law enforcement agencies and state and municipal emergency services purchasing fleet Fords as the 1958 Ford "Police Power Pack."[27][28][29] 360 Truck 360 Truck engine configurations and applications [show]
The 360, of 360.7 cu in (5.9 L) actual displacement, was introduced in 1968 and phased out at the end of the 1976 year run; it was used in the Ford F Series trucks and pickups. It has a bore of a 390 (4.05 inches (102.87 mm)) and used the 352's 3.5 inches (88.90 mm) rotating assembly. 360s were also constructed with heavy duty internal components for truck use. Use of a standard 352/390 cam for use in passenger cars along with carburetor and distributor adjustment allowed the 360 to give performance similar to that of the 352 and 390 car engines. Rated at 215 bhp (160.3 kW) at 4200 rpm and 375 lb·ft (508 N·m) of torque @3600 rpm (2-barrel carb, 1968). The 360 used the same block, heads and other parts as a 390, this makes them indistinguishable from each other unless the stroke is measured. 390 390 engine configurations and applications [show] 390 FE V8 in a 1969 Ford Mustang
The 390, with 390.06 cu in (6.4 L) true displacement, had a bore of 4.05 inches (102.87 mm) and stroke of 3.785 inches (96.14 mm). It was the most common FE engine in later applications, used in many Ford cars as the standard engine as well as in many trucks. It was a popular high-performance engine;[32] although not as powerful as the 427 and 428 models, it provided good performance, particularly in lighter-weight vehicles. The 390 cu in (6.4 L) 2v is rated at 265 bhp (197.6 kW) @ 4,100 rpm, while the 4v version was rated at 320 bhp (238.6 kW) @ 4,100 rpm in certain applications. Certain 1967 & 68 Mustangs had 390 4v engines rated at 335 horsepower (250 kW), as did some Fairlane GTs and S code Mercury Cougars. When the 390 was first offered for 1961 model there was a 375 horsepower (280 kW) High Performance version that featured an aluminum 4bbl intake manifold, cast iron "header" style exhaust manifolds, 10.5:1 compression ratio and a solid lifter valve train. Many of these cars came with an aluminum 3x2bbl intake manifold in the trunk that was meant to be installed by the dealer and raised the engine's output to 401 horsepower (299 kW). Generation 2 406 406 engine configurations and applications [show] 406 with TriPower intake and carbs, on a Ford Galaxie.
The 406 engine used a new 4.13-inch (104.90 mm) bore with the 390's 3.785-inch (96.14 mm) stroke, giving a displacement of 405.7 cu in (6.6 L), rounded up to "406" for the official designation. The larger bore required a new block casting design allowing for thicker walls, but otherwise was very similar to the 390 block.[33]
It was available for less than two years before it was replaced by the 427.
Testing of the 406, with its higher power levels, led to cross-bolted mains – that is, main bearing caps that were secured not only by bolts at each end coming up from beneath, but also by bolts coming in from the sides through the block. A custom fit spacer was used between the cap and the block face. This design prevented the main bearing caps from "walking" under extreme racing conditions, and can be found today in many of the most powerful and modern engines from many manufacturers. 410 410 engine configurations and applications [show]
The 410 engine, used in 1966 and 1967 Mercurys (see Ford MEL engine regarding 1958 senior series Edsels), used the same 4.05 inches (102.87 mm) bore as the 390 engine, but with the 428's 3.98 inches (101.09 mm) stroke, giving a 410.1 cu in (6.7 L) real displacement. The standard 428 crankshaft was used, which meant that the 410, like the 428, used external balancing. A compression ratio of 10.5:1 was standard. 427 427 engine configurations and applications [show] 427 FE V8 in a 1966 Galaxie XL Tunnelport intake showing the brass tubes for the pushrods to pass through
Ford's 427 V8 was introduced in 1963 as a race-only engine. It was developed for racing. The true displacement of the 427 was actually 425 cubic inches, but Ford called it the 427 because 7 liters (427 cu in) was the maximum displacement allowed by several racing organizations at the time. The stroke was the same as the 390 at 3.78 inches (96.01 mm), but the bore was increased to 4.23 inches (107.44 mm). The block was made of cast iron with an especially thickened deck to withstand higher compression. The cylinders were cast using cloverleaf molds—the corners were thicker all down the wall of each cylinder. Many 427s used a steel crankshaft and all were balanced internally. Most 427s used solid valve lifters with the exception of the 1968 block which was drilled for use with hydraulic lifters.
As an engine designed for racing it had many performance parts available for it, both from the factory and from the aftermarket. FE 427 exhausts. Left to right: Factory Ford cast iron header, aftermarket header with crossover tubes, aftermarket Tri-Y design, Factory Ford design "bundle-of-snakes" for use in the GT40 FE 427 injection manifolds. Left to right: Algon (1 of 2 versions), Tecalmit-Jackson, Hilborn (converted to efi), Factory Ford design tunnelport crossram for use in the GT40
Two different models of 427 block were produced, the 427 top oiler and 427 side oiler. The top oiler version was the earlier, and delivered oil to the cam and valvetrain first and the crank second. The side oiler block, introduced in 1965, sent oil to the crank first and the cam and valvetrain second. This was similar to the oiling design from the earlier Y-block. The engine was available with low-riser, medium-riser, or high-riser heads, and either single or double four-barrel carburetion on an aluminum manifold matched to each head design. Ford never released an official power rating. Other models were rated at over 400 horsepower (300 kW).
In addition, Ford also produced tunnel-port heads and matching intakes for the FE engine. These lacked the limitations imposed by the other intakes' need to squeeze the intake port between two pushrods by running the pushrods through the intake's ports in brass tunnels.
The 427 FE engine is still a popular engine among Ford enthusiasts, some 40 years after winning Lemans. 427 SOHC "Cammer" SOHC engine showing cam, rockers and timing chains Examples of racing 427 SOHC's
The Ford Single Overhead Cam (SOHC) 427 V8 engine, familiarly known as the "Cammer",[34] was released in 1964 to maintain NASCAR dominance and to counter the Chrysler 426 Hemi engine. The Chrysler 426 used an extremely large block casting that dwarfed the earlier 392 Hemi. The Ford 427 block was closer dimensionally to the early Hemis than to the elephantine 426 Hemi: the Ford FE bore spacing was 4.63 in (117.6 mm) compared to the Chrysler 392's bore spacing of 4.5625 in (115.9 mm). The Ford FE's deck height of 10.17 in (258.3 mm) was lower than that of the Chrysler 392 at 10.87 in (276.1 mm). For comparison, the 426 Hemi has a deck height of 10.72 in (272.3 mm) and bore spacing of 4.8 in (121.9 mm); both Chrysler Hemis have decks more than 0.5 in (12.7 mm) taller than the FE.
The engine was based on the high performance 427 side-oiler block, providing race-proven durability. The block and associated parts were largely unchanged, the main difference being use of an idler shaft instead of the camshaft in the block, which necessitated plugging the remaining camshaft bearing oiling holes.
The heads were newly designed cast-iron items with hemispherical combustion chambers and a single overhead camshaft over each head, operating shaft-mounted roller rocker arms. The valvetrain consisted of valves larger than those on Ford wedge head engines, made out of stainless steel and with sodium-filled exhaust valves to prevent the valve heads from burning, and dual valve springs. This design allowed for high volumetric efficiency at high engine speed.
The idler shaft in the block in place of the camshaft was driven by the timing chain and drove the distributor and oil pump in conventional fashion. An additional sprocket on this shaft drove a second timing chain, 6 ft (1.8 m) long, which drove both overhead camshafts. The length of this chain made precision timing of the camshafts an issue to be considered at high rpms.
The engine also had a dual-point distributor with a transistorized ignition amplifier system, running 12 amps of current through a high-output ignition coil.
The engines were essentially hand-built with racing in mind. Combustion chambers were fully machined to reduce variability. Nevertheless, Ford recommended blueprinting the engines before use in racing applications. With a single four-barrel carburetor they were rated at 616 horsepower (459 kW) at 7,000 rpm & 515 lb·ft (698 N·m) of torque @ 3,800 rpm, and while equipped with dual four-barrel carburetors they made 657 horsepower (490 kW) at 7,500 rpm & 575 lb·ft (780 N·m) of torque @ 4,200 rpm. Ford sold them via the parts counter, the single four-barrel model as part C6AE-6007-363S, the dual carburetor model as part C6AE-6007-359J for $2350.00 (as of October, 1968). Weight of the engine was 680 lb (308 kg).[35]
Ford's hopes were cut short, however. Although Ford sold enough to have the design homologated, NASCAR, after protests by Chrysler Corp., effectively legislated the SOHC engine out of competition. This despite having earlier permitted the Chrysler Hemi to be used for years even though it had never been installed in a stock production car. The awaited 1965 SOHC versus Hemi competition at the Daytona 500 season opener never occurred. This was the only engine ever banned from NASCAR. Nevertheless, the SOHC 427 found its niche in drag racing, powering many altered-wheelbase A/FX Mustangs (after NHRA banned it from stock classes),[34] and becoming the basis for a handful of supercharged Top Fuel dragsters, including those of Connie Kalitta, Pete Robinson, and Lou Baney (driven by "Snake" Prudhomme). In 1967 Connie Kalitta's SOHC-powered "Bounty Hunter" won Top Fuel honors at AHRA, NHRA and NASCAR winter meets, becoming the only "triple crown" winner in drag racing history.[36] It was also used in numerous nitro funny cars including those of Jack Chrisman, Dyno Don Nicholson, Eddie Schartman, Kenz & Leslie, and in numerous injected gasoline drag racing vehicles. 428 428 engine configurations and applications [show] Ford FE 428 Police Interceptor engine from a 1967 Shelby Mustang GT500
With its 4.235" bore size, the 427 block was expensive to manufacture as the slightest shifting of the casting cores could make a block casting unusable. Therefore, Ford combined attributes that had worked well in previous incarnations of the FE: a 3.985 inches (101.22 mm) stroke and a 4.135 inches (105.03 mm) bore, creating an easier-to-make engine with nearly identical displacement. The 428 cu in (7.0 L) engine used a cast nodular iron crankshaft and was externally balanced.
428 FE engines were fitted to Galaxies (badged simply as '7 Litre') and Thunderbirds in the 1966 and 1967 model years. It was also found in Mustangs, Mercury Cougars, some AC(Shelby)Cobras and various other Fords. This engine was also available as standard equipment in 1966 and 1967 in the Mercury S-55.[37]
The 428 Engine is said to be more tractable and usable than its more famous and noted brother, the 427. 428 Cobra Jet
The 428 Cobra Jet, launched in April 1968, was a version of the 428 FE engine built for the performance market niche. The 428 Cobra Jet could be made on a regular production line, but used special cylinder head casting # C8OE-6090-N. This casting had larger intake ports and valves than the production FE. The Cobra Jet used heavier connecting rods with a 13/32 rod bolt and a nodular iron crankshaft casting # 1UB. The engine was rated at 335 horsepower (250 kW) at 5200 rpm, but true output approached 410 horsepower (310 kW), particularly in engines equipped with a functional hood scoop and unrestricted cold air induction. The low rating reflected management concerns with rapidly escalating insurance surcharges, which were hurting sales of high-powered muscle cars.[38] The low rating also inspired the NHRA to factor Cobra Jet Mustangs to 360 horsepower (270 kW) for drag racing match ups. The 428 Cobra Jet had a 735 cfm Holley four-barrel carburetor.
The 428 Cobra Jet engine made its 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.[39] 428 Super Cobra Jet
The 428 Super Cobra Jet (also known as the 428SCJ) used the same top end, pistons and engine block as the 428 Cobra Jet but the crankshaft, connecting rods, and associated balancing were different. A nodular iron crankshaft casting # 1UA was used as well as heavier 427 "Le Mans" connecting rods with capscrews instead of bolts for greater durability. The heavier connecting rods and the removal of the centre counterweight on the stock 428 Cobra Jet crankshaft (1UA), required an external weight on the snout of the crankshaft for balancing. An engine oil cooler was standard equipment with the 428 Super Cobra Jet (later referred to as "Drag Pack") and 3.9 or 4.3 rear end gear ratios. In addition, there was a difference between the CJ and SCJ 428 cast aluminum pistons.[40] All of these changes to the engine components were made to provide greater reliability for engines expected to be raced and abused. Horsepower measurements at a street rpm level remained the same.[41] Horsepower measurements were not advertised for the higher rpm levels usually associated with racing. The 428 Super Cobra Jet engine was never offered with air conditioning from the factory due to the location of the included engine oil cooler. Selection of vehicles in which the FE was installed as original equipment
1965 Ford Galaxie.jpg 1960 Ford Galaxie Starliner.jpg 1968 Ford Torino Squire.jpg
1965 Ford F100 Pick Up.jpg 1967 Ford Fairlane Ranchero.jpg Red 1968 gtcs front.JPG
FE vehicles Thunderbird1965.jpg '63 Ford Galaxie 500 Convertible (Rassemblement Saint-Bruno-De-Montarville '10).jpg '59 Ford Galaxie (Auto classique Laval '10).jpg
By looking at goggle image I'm thinking 352/390 rear end was missing or fell off . It would have to be worth a pile before id pull that pig . Kenny u pull beside American Iron and metal you can see it from the highway . parkdale and Burlington st . Real u pull and I mean it. carts, wheel barrels , gantry with car tires all on gravel. should of payed more attention but I was looking for 17" Steele's to fit my 36 artillery centers in got side tracked looking at stuff to use in a rod Peddle assembly, parking brake, lot of mid 80 90 import with tight cabs ,Volvo, Saab, jag , Mercedes,with a host of Asian stuff Bring your own tools sign waver and your on your own. Not that I'm against killing time at 4.75 for a coke but the sundowner is a good hour drive from Hamilton and I get scared hanging around naked women that can take me. WELCOME TO HAMILTON LOL
In 1987 our son bought a 1970 428SCJ Mustang at the ripe old age of 15. It was minus engine/ trans, but otherwise complete including the front & rear spoiler, rear slats, 389 N rear end, shaker hood and air breather etc. It was in very nice shape, and we picked it up in Surrey, BC, just under the Patello bridge. Dragged it home, and had Don Henderson (rip) from Burford build the proper engine/trans. Don was the man to know if you needed HIPO Ford parts.
By the time Jason was 17, it was on the street. Yes, he came home a few times to change his undies. He sold the car just before he got married, for a down payment on a house. I even got a chance to drive it occassionally.
If anyone is interested, I can dig up some pics.
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If brains were wire, some couldn't short circuit a firefly.
428 FE engines were fitted to Galaxies (badged simply as '7 Litre') and Thunderbirds in the 1966 and 1967 model years. It was also found in Mustangs, Mercury Cougars, some AC(Shelby)Cobras and various other Fords. This engine was also available as standard equipment in 1966 and 1967 in the Mercury S-55.[37]
my 67 galaxie XL is badged 428 not 7 lt. whats the difference? mine was chicago built if it matters.
In 1965 Ford Motor Car Division decided to introduce a new engine, using the FE block from the 352, 360 and 390 ci engines. This new powerplant would sport 428 ci, and would be a high torque, streetable big block. It was dubbed the "Thunderbird 7-Litre " and was slotted to appear on some of the 1966 models. Fords executives decided that what better way to introduce the engine than to create a special marque to showcase it. Using a Galaxie 500, with an XL Interior, some added features and some custom badges, the FORD 7-Litre was born. It was available in either Hardtop or Convertible, in either automatic or 4 speed transmission. Marketed as the "Quietest Quick Car, or the Quickest Quiet Car", the car offered a combination of comfort and muscle. It had available options like Power Steering, Air Conditioning, Power Windows, Power Seats Cruise Control and AM/FM Radio. Available one year only as a separate model, it was also available as an option package on the 1967 model. It is interesting to note that a 1966 XL could be ordered with the 428 for several hundred dollars less, making the 7-Litre that much more rare, as you were paying extra for the badges.
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Buying selling and trading garage toys and big kid stuff.
Brutal loss !! Sad to hear that, i understand a bit what your'e going through, lost my oldest son at 29 suddenly from an anyurism. Thanks for the great photos.
Great looking car . Jason must of been a fine young Man if he managed to keep his license and stay out of Jail driving that. My 16 year old Daughter past away in 2007 so I know its a ruff road to haul and I have no magic answers. Some days its just hard to give a rats a$$ about anything LOL
Thanks guys. No need to tell you how it tares your heart out. Ya, he was a real gear head. We were working on my wagon like the one in my avatar, but just can't gett motivated to back at it since he passed.
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If brains were wire, some couldn't short circuit a firefly.
