Does anyone either have the information or a link to find the combustion chamber volume on various 460 cylinder heads? I have a couple of sets available to me and wanted to see what the differences are.
Thanks,
Bill

 

429/460 Cylinder Head casting types and applications

C8VE-A & E – 1968 was the first year for the 385 series engine. The 429 was introduced in ‘68 Thunderbirds as the "Thunderjet"...the 460 was introduced in the ‘68 Lincoln line up simply as “460”. These heads have 75cc to 77cc combustion chambers. They will give about 10.5 to 1 on pre-'72 blocks assuming factory type pistons...9.5 to 1 to 10 to 1 on later blocks with increased deck height. The Thermact-air boss and passages were not drilled for 49 state emissions. The Thermact-air boss is slightly smaller than on later castings. Like all of the BBF castings the exhaust port needs a lot of help. The heads used positive stop shouldered rocker arm studs and cast iron rail self aligning rocker arms at 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 – D0VE heads were a revision of the original casting. Used beginning with the '70 model year through the end of the '71 model year run. These are similar to the preceding listing. 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.

D0OE-R -- The fabled Cobra Jet and Super Cobra Jet castings. Combustion chamber volume comes in slightly smaller at 71cc to 75cc...11 to 1+ compression ratio with 429 flat tops, or with the dished 460 pistons. About 1/2 point lower on '72 and up blocks. Cobra Jet engines built before November, 1969 had adjustable valve train. They were non-adjustable after that date. Adjustable 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 trains used positive stop shouldered studs 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 at 2.25" 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 is due to the fact that shock towers in the intermediate line up necessitated tucking the exhaust manifolds as closely as possible to the engine for clearances' sake.

D2OE-AA, D2OE-AB and D3AE-FA -- '72 to '74 Police Interceptor heads. 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. The ports are 2.20" x 1.93" intake and 2.06" x 1.31" exhaust. Valves are 2.19" intake and 1.72" exhaust and the combustion chambers come in at 87cc to 90cc's. These castings are an excellent alternative to the Cobra Jet 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 100cc's. Caution! 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 re-engineered. The bath tub chamber shape was back but at 97cc'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 is said to hurt flow as compared to the older castings, which were dismal to begin with. Porting will help the exhaust port immensely. This casting number is seen on vehicles until the early '80's models trucks and '79 Lincolns.

There’s also a rumor of a D4VE casting and a D8VE casting, but unfortunately I don’t have any information on them.

All castings until the advent of the E7TE and F3TE “fuelie” heads are very similar and generally interchangeable.

Hope this answers your question.

 

Thanks, that's pretty comprehensive, but does anyone have the info on the EFI heads? I wanted a comparison as I am converting my truck to EFI, and wanted a comparison of the E7TE/F3TE with the earlier low compression heads. My 86 engine only has 116K on it, but the pistons are different from the carbureted engine to the EFI engine. The 86 pistons have a .240 deep recess, and the EFI pistons, 87 1/2 through 92 or 93 have a .065 deep recess. According to one source the EFI engines are 8.5:1 and another they are 8.9:1. The carb engines are 8.0:1.

 

E7TE: http://www.diyporting.com/E7OV.html

I couldn't find much on the F3TE. Sorry.

 

"E7" in FORD language means '87. They used these heads on '87 to '92 460 EFI engines.

F3TE: These heads came out with a smaller closed chamber fast burn design. They used them from '93 to '97 with a deeper dish 460 EFI piston.

I can't find specifics on either head on the net -- yet. I'll keep trying.

 

Appriciate the effort so far, I am saving it as future reference material. I found that the pistons changed in 1993 from the Sealed Power cataloge at my local machine shop.

 

the 1972 460 head's d2ve-a2a are 91cc 1973 to 1978 head's are 96cc

 

actually ever set of D2VE heads I have ever seen were at or more than 100cc.