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Previous owner history of Brickhouse: Soon after Ford completed Brickhouse at the Dearborn plant, it was released to Courtesy Motors Inc., in Littleton, Co. James Patton was the original owner, and bought it on August 30th, 1971 from Courtesy Motors Inc. A few years later on August 8th 1975, he took the car to Richards performance center, in Englewood, Co. to sell (it may also have been a trade-in). At that time, Brickhouse was registered in Colorado, and had tag "PS-8492" Mileage was documented at 10,519.
It didn't stay there long, on August 23rd 1975, 9 days and only 47 miles of test drives, Daryl Frieling bought it from Richards performance center. The sales person was Don P. Saucier. Mileage was documented at 10,566.
Daryl Frieling placed the car up for sale three years later. Terry Warby on 7/28/78 took over ownership, and took it to Green River, Wyoming. Transfer documents show Terry as having address in Hanford, Ca., but registered in Wyoming with tag "04-54AG". It looks like Terry was maybe in the Military or something, being the yearly registration shows he was in the Green River area for a few years. In 1979, the paperwork shows a continued Wyoming reg, but with a tag change to "04-430AL". It looks like Terry returned to Hanford Ca. in 1981. Well, less than a year later, Terry (or someone for Terry) placed it at a consignment car lot in Hanford, Ca., and was sold to Richard Plummer, a Navy man stationed at NAS Lemoore, Ca. He got the car on September 18th 1982 with the miles stating 38,336, Registration and license plate changed to California with the blue and gold tag. To this date, she is still in the same area, but now under my care and feeding.
To date, I have only been in contact with Mr. Frieling, and Mr. Plummer. I would like to hear from the other previous owners.

The 429 CJ and SCJ
Both the CJ and the SCJ came in two Ford engine codes. One being the C-Code, and the other the J-Code. Both are four-bolt main bearing blocks, topped with high compression, canted valve cylinder heads, to accommodate very large intake and exhaust valves, huge cylinder ports, and other high output features.
As with the 428 CJ and SCJ in the 1968 1/2 to 1970 Mustang, the 429 also came in improved performance Cobra Jet and Super Cobra Jet configurations, and also had a version of it's own Ram Air system.
But since both the 429 CJ, and the 429 SCJ had two different but same codes, a person would have to look closely to see if it was in fact a Drag-Pac car or not. Confusing? You bet. Lets spell it out in
digits. The C-code came two ways (CJ - NON-Ram Air), and (SCJ - NON-Ram
Air). Then we have the other J-code (CJ-R Ram Air, SCJ-R Ram Air). It's
easier to say the C stood for non-ram air equipped, and the J-code for ram air
equipped. But the differences don't stop there. Go to the Megasite for details.

Drag-Pac option:
There were only two rear end gear ratios available for the Drag-Pac option, the "V"
Traction-Lok 3.91's, or the "Y" for Detroit-Locker 4.11's. The other components
of the 1971 Drag-Pac option included the following engine modifications: * A long
duration, high lift camshaft with mechanical lifters; * Modified crankshaft; * Cap-
screw connecting rods; * Modified flywheel; * a modified vibration damper; * and
a duel point distributor.
You can see then that the 429SCJ has solid lifters, while the CJ has hydraulic -
which is the main difference cited all the time between the two engines. The 429 block itself was designed first and foremost for racing, and then it was put into regular production, in various states of tune. For Ford, this was a 180-degree difference from the 428, which was first designed to power the big Ford and Mercury full-size cars, and then adapted for high output street performance. The 429 gave the Mustang a quantum leap forward in performance, but were not to last do to new Federal rules and smog restrictions. Even though the CJ version was available for other Ford vehicles that year (Cougar, Torino), the SCJ version was only available in the Mustang, and was discontinued after it's one and only production year.
Another easy way to tell if your C or J code car was a CJ or a SCJ was to check the number of fuel lines. Look in the engine bay, drivers side rear compartment. Just near the firewall, but on the wheel well itself. Are there one or two fuel lines there? If one line, your car is a SCJ, if two lines, it's a CJ. Lets state why this is. The Rochester Quadrajet required a fuel return line for unspent fuel, and the Holley did not. Yes this is a simplified description, but accurate.
Also note, the there were no CJ cars with the drag-pac option. The Drag-pac was the SCJ version.

Lets look at the this series Mustang itself.
The class of 1971 was groomed to be the best and brightest ever, and in many ways it was. This body style was a radical change to say the least, but in terms of size, consider these 1970/1971 comparisons: Wheelbase was now 109", up only one inch from 1970. Length was increased by 2.1", and the wider stance up front measured 61.5 inches, exactly 3.0 inches more than the previous year. And, as for the lower stance, the car was just a half inch closer to the ground: It was the radical 60-degree windshield slope, greater by 5.50-                                               degrees from 1970 that that made the car look that much more sleeker.                                                The main point is that Ford was still building the horsepower theme, for the                                                 top pony car image out of Detroit, and this class graduated to the top two,                                                 again beating out Camaro, Firebird, Javelin, ‘Cuda’, and Challenger for the                                                 number one sales position, and this fact alone speaks volumes on the                                                 popularity of the 1971 Mustang. The class of 71 was a success, even if it                                                 stands alone…
                                                Alone? Yes, and that is due to the climate of the early ‘70s. No gas crisis yet,                                                 but the government wanted the lead out, and with the switch to low lead and                                                 finally unleaded (by 1975), we entered the smogger era. 1971 was the final                                                 year for the big-blocks, and for
                                                high compression, with c.r.’s still up and over that magic 10.0:1 mark - in                                                 fact, the 429 versions had 11.3:1. But the whole new Mustang series was built                                                 around a performance theme - more than any other Mustang back then. - so it was a sad passing when horsepower went out to pasture, leaving the Mustang a cosmetic supercar.
So the class of 71 will forever remain special. No model of the mustang before has had such radical performance styling and such a large regular production V8 as an option. On the street, the 429 CJ and SCJ rivaled anything ever put into production in a Mustang for brute power.

Hello, and welcome to the site of BRICKHOUSE. The last Big Block Mustang.

First of all, I would like to thank the site that helped me the most, and it's members; The 429 Megasite. This site and it's members are there for all, and the info and preservation of the rare 71 Mustang's and Cougar's with the venerable 429 CJ and SCJ engines. Click the link to visit the site.