Topic: Cobra Jet Detailing Guide

[Anghelrestorations]

Carl...you are absolutely correct.  I missed that.  I already edited that one and changed the photos so somehow the description got mixed up.  I will change that this week and a few other things and update. 

[Anghelrestorations]

Updated with some changes now to version 1.3  Changed the link at the beginning of this thread as well. 

[krelboyne]

What about the windage tray? Couple of versions, too, from what I have read.

CJ and SCJ for windage tray? Thanks

[Bob Gaines]

What about the windage tray? Couple of versions, too, from what I have read.

CJ and SCJ for windage tray? Thanks

69 vs. 70 version . 70 version has cut outs for starter cable eyelets bolted to block instead of the 69 block bracket location.

[Anghelrestorations]

I recently added three videos to my YouTube channel.  These cover the 1968, 1969, and 1970 Cobra Jet engines since I had them in my shop and just finished detailing them.  It was a great opportunity to put together a video showing the differences between the three years and some other common items that I could cover.  I split up the video into three smaller videos because otherwise it would be too long to watch coming in at about 45 minutes.  So there is a Part 1, 2, and 3.   Adding the chapters in each video makes it easy to search and look for a topic that is covered. 


Part 1
Chapters of this video:
00:00 - 4:10  Intro
4:11 - 5:03  How to Identify
5:04 - 5:39  Heads
5:40 - 6:16  Blue color
6:17 - 8:55  Air Cleaner and vacuum motor
8:56 - 9:39  Shaker scoop
9:40 - 10:22  Service Decals
10:23 - 11:26  Breather hoses
11:27 - 12:31  Air cleaner bases
12:32 - 13:58  Choke tubes


Part 2
00:00 - 1:43  Carb and spacers
1:44 - 2:11  Carb solenoid
2:12 - 3:40  Throttle bracket &return springs
3:41 -  5:58  Coil, coil bracket, and engine ID tag
5:59 - 7:01  Spark plug wires
7:02 - 7:25  Vacuum hoses
7:26 -  8:23  Valve covers
8:24 - 10:09  PCV system
10:10 - 11:03  Brass intake fitting
11:04 - 11:46  Temp sender & distributor
11:47 - 12:46  Fuel line
12:47 - 16:25  Smog system
16:26 - 16:54  Engine ID sticker
16:55 - 17:07  OK valve cover stamp
17:08 - 19:32  Thermostat switch & housing
 

Part 3
Chapters of this video:
00:00 - 0:56  Oil dipstick and tube
0:57 - 1:40  Oil filters
1:41 - 2:14  Oil filter adapter
2:15 - 2:54  Oil senders
2:55 - 3:42  Fuel pump
3:43 - 4:22  Alternator
4:23 - 5:36  Engine insulators
5:37 - 6:37  Engine to frame brackets
6:38 - 7:13  Exhaust manifolds
7:14 - 7:45  Engine lift hooks
7:46 - 7:59  Exhaust manifold flange nuts
8:00 - 8:46  Belts
8:47 - 9:13  Hoses
9:14 - 9:43  Fans and fan clutches
9:44 - 11:30  Air conditioning pulleys
11:31 - 12:40  Bypass and heater hose connection
12:41 - 13:28  Power steering pumps
13:29 - 13:45  Oil Pan
13:46 - 14:38  Outro
 

[Bob Gaines]

I enjoyed watching the #2 video. I wanted to add some meant to be helpful insight. The thermostat housing placed distributor vacuum switch is made of the same pot metal zinc alloy as the carburetor bowls and bodies. Consequently you color them with gold chromate in the same way as you do the carburetor parts. It is a dipped process and not electroplated. Paint gives a much inferior look on the switch compared to the original chromate coating. The switch can be a little tricky to do because the pot metal portion was dipped before being joined to the brass base. You can tape off or carefully wipe off the chromate from the brass base. Yes careful faux finish painting with appropriate paint will get you by in a pinch but the original process like is done on restored carburetors has the most original look. It takes proper chemicals,a learning curve and time to do them authentically but I am a end user and don't mind.

[Anghelrestorations]

Good point Bob.  I have never tried that on those switches...but I like that idea.  I can give that a try on the next ones I do.  The main thing I wanted to point out is that 90% of the ones I see at shows or on cars are just blasted and they dont look good that way and people may not realize what they looked like originally.   

[CharlesTurner]

Nice, thanks for sharing!


I know how much work went into getting those engines to that stage, most folks have no idea!

[Bob Gaines]

I just got finished with video #3 which was excellent also . I wanted to mention that the assemblyline bell shaped oil pressure sender for gauges in 69 typically had a FOMOCO trademark in block letters inside a rectangle . All of the service replacements and possibly some 70 units had Ford in script inside the oval. The very early 65,66 and 67 bell shaped senders also had the Ford script in the oval but the base was square and the late 67 on up were hex shaped. I don't know why they changed the trademarks around over the years. In the the Air Conditioning parts explanation I thought I would mention that the adjustable and the fixed idler pulley center bearing cover were different between 68/69 compared to 70. West Coast Cougar has a excellent article on their website explaining the differences and how to replace the bearing . The lower compressor bracket was typically bare cast iron or zinc phosphate from the assemblyline and not painted. They did have the machining marks for the bolt holes like you replicated however. Possibly some service brackets were painted black.Great job .

[Anghelrestorations]

For the oil pressure senders I agree and I also show the Motorcraft box vs the Autolite box, but thats what I had in the shop at the moment.  So yes a later service piece.  Mainly wanted to show why there is two different styles of senders and their application. 

On the AC parts and pieces I will do some more research on that.  I have to say its not common to get a Cobra Jet engine with AC, but they are not that unusual either so will dig a bit more into that and maybe do a separate piece on that subject.   

Appreciate the comments and time spent to watch it all! 
      

[lightwtjet]

For many of us seeing these great videos is really exciting and helpful - thanks so much Marcus.
  I would like to comment on the intended purpose of the distributor vacuum switch in Part 2. It was stated that it was used for emissions. In conditions where the engine was at idle with high ambients, we added this switch to change from ported vacuum to manifold vacuum for the distributor to give the engine more spark advance and a higher idle speed to cool the engine. Switching occurs when the coolant reaches 225 deg F. Once cooled down it reverts to ported vacuum.
  I learned a lot - I have a few changes to make.

[J_Speegle]

On the AC parts and pieces I will do some more research on that.  I have to say its not common to get a Cobra Jet engine with AC, but they are not that unusual either so will dig a bit more into that and maybe do a separate piece on that subject.   

Great effort and as mentioned a lot of work

Do have a NOS AC parts kit (engine bay kit) for a 390 boxed in 69 if you want to use some details from that.  Many of the parts would have been the same while a couple of the items included would be different from assembly line but depends on how far you go as far as parts covered in the article. Easy to start chancing down rabbit holes

[Anghelrestorations]

Well....chasing down rabbit holes is what we do.  Have to dig into the details to find answers. 
I would be willing to work on something that outlines the AC parts and pieces.  Send me a message and we can get together on that if you want.  That would be a great start with what you have there.