Hello,

My ignorance about API SM oil trashed the 460 in my F350. I bought a '72 429 & C6 out of a wagon for a cheap fix. Then I learned about the one-year-only open chamber heads. It's a runner, but I haven't put in in the truck yet.

The general consensus seems to be that the D2VEs are not good performance heads, but the conversations seem to center around modified engines.

In stock form, will this engine handle 87 or 88 octane? The truck won't be used for towing or hauling.

Thanks.

 

I don't think you'll have any problems because the compression ratio is much lower (I had a 1971 429 with the D0VE heads which was the last year of the 10.5:1 or 11:1 CR, depending upon what book you look in), but it also depends upon where you set your base ignition timing.

Curious as to what year 460 you lost and exactly what happened? Did you wipe cam lobes due to lack of ZDDP in the newer oils?

 

You will probably have ot make sure the timing isn't to far advanced and might end up running a mid grade gas but yes it should be ok with 87. Just pay attention and listen when your working it, any ping at all and start running less timing or higher octane.

 

Thanks for the responses.

I had changed the oil in the spring and was running on the highway when I noticed light valvetrain noise. It was never as noisy as a collapsed lifter sounds, and it never developed a misfire, but it wasn't right. I got home, dumped the oil out, and put a magnet in the pan overnight. There was a light film on the magnet the next day.

I pulled the engine and found that the original owner must have had his engine exchanged when he needed a rebuild. The truck is a '75, but the block is a '77 with '73 heads and 0.030 over forged flat-tops. He ran the rebuilt engine for about 100k before overhauling. Whoever overhauled it left the same pistons in it, but honed the bores. It had a mild cam with a little lope and probably some stiffer valve springs. The engine had about 20k on the overhaul and the bores still showed the hone marks. The previous owner told me he ran synthetic oil immediately after the overhaul, so I wonder if that's why the rings never seated properly. The crank was 0.020/0.020 and showed some light scoring. The cam didn't look like it had suffered major damage.

I didn't want to invest in a rebuild at that point, but rather find something to keep it roadworthy without spending $4k. Hence the 429. Then I read about the one-year-only heads after I bought it.

If I needed to, I thought I'd do a head swap if the 460 heads are in decent shape and the '72 heads are really as poor as I read about. If the 429 heads will suffice, I'll leave well enough alone. I bought the truck 10 years ago to pull a 5th wheel, but moved on to a '99 F250 SD 7.3 for that job. The '75 is more of a toy now that might see 1-2k miles a year.

I now run ZDDP Plus in my '75 F150 and WD45 so I don't have to pay any more tuition.

Thanks guys.

 

What makes you think the rings didn't seal?

 

What heads are on your 460? The 351m and 400 use the "open chamber" design, and while not optimal for performance, they do work. If you want performance, and your 460 heads are c8, c9 or d0, and in good useable shape, you could port them, add a small cam, performer, 750 holley, and have some fun. Also check to see if you have the retarded timing set. Replace with a FMS 9 key set if you do and degree whatever cam you use.

 

As far as the ring seal, after 20k miles the cross-hatching is still prevalent. The engine didn't smoke after a hot start or normal usage, but would at high-rpm closed throttle (high vacuum) after making sure the secondaries still worked. With synthetic oil, it would take a quart in 250 miles pulling the 5th wheel. Switching to 10W-40 non-synthetic reduced oil consumption significantly.

The 460 heads are D3VE-A2A. I can borrow a valve spring compressor and mike the valve stems, and maybe put a dial indicator on the valve heads to get an idea of the guide condition. The 460 has an Edelbrock Performer with a 670 Holley and headers. I would prefer not to open up the 429, because that will probably start the snowball rolling down the hill. It sounds like I probably should, but I'm going to make sure the 460 heads are useable first.

Thanks.

 

Honestly if you have d3 heads, your not going to gain much if anything, the d2 are like 100cc and the d3 are 97cc-ish so compression wouldn't change, the only thing you would gain is a lower, machined quench pad and if the pistons are below deck, then it would be a waste of time and money other than having fresh heads.

If I were you, I'd put a non-retarded timing chain in, install the performer and carb and run it. Even if the chain is the straight up type, a new double roller is good insurance over an old stretched one.

Is this in a 4x4?

 

It's a 2WD Super Camper Special with the 141" wheelbase, 10,000 lb. GVW.

 

My dad has a 1972 429 in his 1979 F-250. It has stock open chamber heads, stock 4 barrel intake, Holley 600 carb and the stock distributor from the 351m. Its been in the truck since 1985 and has done occasionally towing. No pinging on 87 octane.