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Original Message
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| You've got some neat info there. |
| By Dave Shoe - 06/10/2001 4:07:53 AM; IP 216.243.158.49 |
I made up the part about the auto-tranny requisite being due to emissions limitations, because I'd heard that stick-shift engines failed idle emissions or something like that.
The 427 torque damage is interesting to learn, though it doesn't make a heckuva lotta sense since the 428CJ was stronger than the 427 hyd (because of the new CJ exhaust manifolds), though the staggered shock and extra welding may have solved this problem by the time the CJ came to town.
Keep the info coming. I'm digging it a bunch.
Oh, also, I believe the GTE Cougars were all built in one predefined batch within just a week or two of each other early in the 1968 model year. Ford didn't even want to build ANY of these expensive machines, but the marketing department apparently convinced the brass that SOMETHING needed to be built to keep the "faster-than-390GT" competition off the front page. I only recognize the 427hyd was going to be carried over into 1969 because the 1969 Ford Preliminary shop manual lists it as the top-gun (even above the 428CJ Ram Air) for that year. The lower-cost SCJ was invented after 1969 was underway in order to put the emissions-saddled 427 to sleep.
Shoe. |
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