429 / 460 reference book

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Jan 30, 2006 | 06:06 PM

86rustbucket

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Joined: Oct 2003

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From: Metamora

429 / 460 reference book

Anyone got a good reference book for the 429 / 460? I'm looking for one that lists all of the changes, parts, what happened why and when throughout the engine's history.

There is a ton of information on this forum, but I'd like to have something that is a little more concise.

For example, it seems like there has been more cylnder head variations than can be counted.

C8VE
C9VE
D0OE
D0VE
D2VE
D3VE
D2OE
E7TE
F3TE

I need to find out what would work on my 87 460, I'm assuming that the E7 and F3 heads are out since they would require the EFI manifold. The others are all possibilities, but some folks here say that the D3VE's are junk, others say that they are decent. Others swear by the D0VE's. What are the valve sizes, chamber shapes and volume, port sizes, flow ratings, what cars had each casting as original equipment? Ford is killing me with the changes from year to year... need help....

Thanks

Jan 30, 2006 | 06:49 PM

quehele

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Joined: Jan 2005

Posts: 389

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From: Visalia, California

Quote:

Originally Posted by 86rustbucket

Here's what I have on the subject...unfortunately I have no info on either the E7s or the F3s.

429/460 Cylinder Head casting types and applications

C8VE-A & E -- First year of 385 series engine. 429 introduced in '68 Thunderbirds as the "Thunderjet"...460 introduced into the '68 Lincoln line up as “460”. These heads have 75 to 77cc combustion chambers. They will give about 10.5 to 1 on pre '72 blocks. This assuming factory type pistons...9.5 to 1 to 10 to 1 on later blocks with increased deck height. Thermact-air boss and passages not drilled for 49 states emissions. Thermact-air boss is slightly smaller than on newer castings. Like all of the BBF castings the exhaust port needs a lot of help. Used positive stop shouldered rocker studs and cast iron rail self aligning rocker arms 1.73 to 1 ratio Valve sizes are 2.09" intake and 1 65" exhaust. C9VE-A is basically the same as the '68 unit. Used beginning with the '69 model year vehicles...includes engineering revisions to the '68 casting.

D0VE-C -- Again a revision of the original casting. Used beginning with the '70 model year through the end of the '71 model year run. Similar to the proceeding listings. Slightly larger Thermact-air boss. All 3 being used for passenger cars. D0VE-A is a less revised version and very similar to the D0VE-C's. The cylinder heads used from '68 to '71 are interchangeable.

D00E-R -- The fabled Cobra Jet and Super Cobra Jet castings. Combustion chamber volume comes in slightly smaller at 71 to 75 cc's...11 to 1+ compression ratio with 429 flat tops, or with the dished 460 pistons. About 1/2 points lower on '72 and up blocks. Cobra Jet engines built before 11-'69 had adjustable valve train. They were non adjustable after that date. Adj. castings came with pushrod guide plates, sled fulcrums and stamped steel 1.73 to 1 rocker arms. Adjustable valve trains used non shouldered rocker studs. Non adjustable valve train used positive stop shouldered stud with 3/8" fine pitch threads on top. All Super Cobra-Jet engines used a solid lifter camshaft and adjustable valve train. Valve sizes are 2.24" intake and 1.72" exhaust. Intake ports are larger at 2.51" x 2.11" ovals. Exhaust ports are also larger at2.25" x 1.30" rectangular oval port shape. Although the exhaust ports are larger they share similar architecture with the passenger car castings. Removal of the Thermact-air boss along with blending of some of the weird casting bumps will help flow measurably. All of the 385 series castings suffer from a very poor intake/exhaust flow ratio. This due to the fact that shock towers in the intermediate line up necessitated tucking the exhaust manifolds as close as possible to the engine for clearances' sake.

D2OE-AA, D2OE-AB and D3AE-FA -- '72 to '74 Police interceptor cylinder head. These heads are very similar to the Cobra Jet castings with adjustable valve train. The port sizes are middle of the road between pass car and Cobra Jet. 2.20" x 1.93" intake and 2.06" x 1.31" on the exhaust. Valves are 2.19" intake and 1.72" exhaust and the combustion chambers come in at 87 to 90 cc's. These castings are an excellent alternative to the CJ castings and are more plentiful. In addition the reduced cross section of the intake port offers excellent low end torque and response.

D2VE-A2A -- This casting shares the same port sizes and shape with the other passenger car castings. It is basically a revised D0VE-C casting with slotted pedestal rocker arm bosses. Beware as this is the only year of the large round OPEN combustion chamber design. Chamber size is near 100 cc's. They are prone to detonation due to the lack of a quench pad and are unsuitable for high performance use! Valve sizes are 2.09" intake and 1.65" exhaust.

D3VE-AA, A2A -- For '73 the casting was completely reengineered. The bath tub chamber shape was back but at 97+ cc's. The chamber is slightly larger but the main difference is valve seat depth. The seats are .100" deeper compared to the '72 and older castings. The valves are consequently .100" shorter. They have pedestal rocker arm bosses and use stamped steel 1.73 to 1 ratio rocker arms. The short turn radius in the exhaust port is said to be improved however the cross sectional area between the crest of the short turn and the port roof is reduced. This in my opinion hurts flow as compared to the older castings, which were dismal to begin with. Porting will help the exhaust immensely. I have seen this casting number on vehicles until the early '80's models trucks and '79 Lincolns.

I have also heard tell of a D4VE casting and a D8VE casting. All castings until the advent of the E7TE and F3TE fuelie cylinder head are very similar and are interchangeable.

Hope this helps.