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The fully functional hood scoop was body color and was noticeably larger than anything else offered on any Ford or Mercury vehicle. That scoop would carry over to the 1970 model year, but would be painted black on all cars. To this day, it is the largest factory hood scoop ever installed on a production Mustang.
This allowed for an 11.3:1 compression ratio, increasing output to 370 hp. The engine was fitted with or without a hood scoop, matched with a 3.25:1 rear-axle ratio. When fitted with a "shaker" hood scoop, a 429 CJ-Ram Air equipped vehicle received a 3.50:1 rear axle. In 1971, the CJ engine also used a four-bolt main block DOVE-A. Applications:
Additionally, a variety of performance packages were introduced that included the Mach 1, the Boss 302, and Boss 429. The two Boss models were to homologate the engines for racing. The 1969 Mustang was the last year for the GT option (although it did return on the third-generation Mustang for the 1982 model year).
The Boss 302 was created to satisfy Trans Am rules and featured distinctive hockey-stick stripes, while the understated Boss 429 was created to homologate the Boss 429 engine (based on the new Ford 385 series engine) for NASCAR use. The two Boss models received fame on the track and street.
It was based on the Mustang SportsRoof model and replaced both the Boss 302 and the Boss 429 models. The Boss 351 engine was a 351 Cleveland four barrel engine with a mechanical cam, solid lifters, 11.0:1 compression ratio, aluminum intake, and a 4 bolt main bearing block. It was topped with an all-new 750 CFM Ford 4 barrel carburetor.
The Ram Air 428 CJ included all of the above, but had a 3.50:1 open differential, and the functional hood scoop. With Ram Air, "428 Cobra Jet" emblems were placed on each side of the hood scoop; without Ram Air, "428" emblems were placed on the front fender. The 428 Cobra Jet had a 735 cfm Holley four-barrel carburetor.
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