Hi Guys!

I`m looking for a good strong engine and came across a 1973 429 Thunder Jet out of a Cougar and wounder if that is a good engine like the older 429 engines, or if this one has different heads etc? I have noticed a difference in performance when searching the web, the HP came down drastic from 360 to just over 200 on the 73 model (correct me if I`m wrong). and I wounder if that means that this is a whole other engine or..? Help me out here guys!
Thanks,Andy

 

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The Thunderjet was rated at 345 horses until '73. The CJs at 370 hp and maybe I'm wrong but the Thunderjet was the full size motor and the CJ's were the Cougers' motor. But '73 was a screwy year with the horsepower ratings going from flywheel to rearwheel ratings. The casting numbers off the heads would tell more about the motor than what car it is in.

 

Check the heads and look for the casting number. It's on a small pad (about 3/8" tall) between two of the exhaust ports. The casting number should begin with either a D2 or D3. If it's the D2's, well, I'd only get it if you were picking it up REAL cheap because you are going to junk the heads.

If it's the D3's, that's a different story. The D3's are not the most wanted heads, but they can be made to perform with some basic prep and mods.

Brad

 

the 1968 to 1971 429 4v was 360 hp not 345 hp

 

No carmaker ever rated engines by RWHP. They are always rated at the flywheel. The factory changed their ratings from gross SAE to net SAE in 1972. The difference between the ratings was gross HP was an engine with no accessories and minimal exhaust. Net HP included accessories and full exhaust.

 

Thanks so much for all help guys!

I just want to sum up to be sure...So It`s basicly the same engine when switched from GROSS to NET but the heads tell the true story if it`s a HP engine or not? And i should be looking for D3 heads...right?
/Andy

 

Basically yes. However the 1969-71 ThunderJets sported an 11:1 CR which is one of the big reasons they made so much power. They did this with a 10.300" deck height and the small chamber C9VE or D0VE heads. Beginning in 1972 they started lowering the compression ratio by increasing the comb. chamber size and also raising the height of the deck. D3 heads are OK but D0VE or C9VE heads are better.

 

Now this is where bill and I part company, the DOVE and earlier heads are only better because they will build more compression which isn't always a good thing on a street engine. The D3VE heads when ported even marginally will flow right alongside the early heads, and when max ported are within just a very few CFM but with the larger chamber can be brought to a comp level that is compatable with pump gas witout using a huge dish.

 

Yeah I may be a little old school when it comes to being able to swap heads and get a power bump from the increased compression. I certainly wouldn't buy a set of D3VE heads to replace D0VE heads, I'd go for aftermarket pieces before I'd do that. The stock 11:1 429 I have runs pretty darn strong on 93 octane pump gas and factory spec timing so I guess I'm just a little biased.

If I had a set of D3VE heads I'd probably spend time porting them to make them flow better as opposed to going out & buying D0VE heads but if I happened to have a set of C9s or D0s laying around I wouldn't hesitate to swap them.

My goal when I build an engine is to run the highest possible compression I can get away with based on the fuel available. Higher compression means more power per stroke which means you don't have to work the engine as hard to acheive the same result as a lower compression engine.

 

Well now I won't disagree with you there Bill, I wouldn't swap a set of D3 heads in place of a earlier set either. But if I was building the engine and I had both sitting there I would use the D3 heads and sell the DOVE heads for the rediculas money they bring and use that to put some better parts into the D3 heads.

 

Just to clarify what Brad Johnson said about D2 vs D3 heads. He was refering to D2VE heads as being junk (I think thats whay he meant). If the heads are D2OE though, those are Police Interceptor heads and you would be wise to grab that motor and run.

 

WOW! just found a guy who had several ford BB`s laying around. One 70`s 429 with DOVE heads, so that is a keeper...IF NOT! The "mystery engine" he had turnes out to be a 427 or 428, becouse he had one he didn`t know anything about, just that it was a BB and had black covers on it and a 4bbl, he was getting pics and numbers from it and was to send by email later on today.


Help me out here guys, what numbers should I bee looking for on a 427 or 428 ?

What years to look for or to stay away from?

How much should I max pay for a 427 428 ?

Thanks so far, you guys have priceless info for a newbie like me.
/Andy

 

427's and 428's belong to a completely different engine series. The FE series also includes the 390, 360, 352, and 332. The FE series is instantly recognizeable by the way the intake manifold runs under the valve cover for an inch or so, essentially making the outer edge of the manifold an integrated part of the oil galley for the upper valvetrain.

If it truly is a 427 or 428, it is definitely worth picking up if priced right. If nothing else, it will make good trading fodder. More likely is that it is a 390 or 360. They made about a jillion of the things and put them in everything from Fairlanes to F-Series trucks. If memory serves, they were still going into pickup trucks well into the 70's.

Brad

 

Ok, I got some numbers from the "mystery engine" and need help finding out what it is. I did ask about the valve covers and he said that they did bolt to the engine block on one side and to the intake on the other side. This is a complete assembled engine, carb to pan w flywheel etc and here is some of the numbers:

Engine: EDC6015C
Plus: 76D..1
Plus: W
Plus: -7274
Plus: 1-77c7

Intake: 76DAEBF9425-D

Does anyone have an idea of what this is?


He is asking $750

Does that sound fair if we find out it`s a 427/428 ?

Please reply if you know what this is.
Thanks,Andy