I finally managed to spend some time in a local boneyard just across the line in South Carolina. Came across a 64 F100 that someone had tossed a 460 into. I noticed the heads were D3VE-A2A stamped right on the lower edge of each head. Are these heads rare and valuable enough that I should grab them? If so what would you pay for a set assuming they're rebuildable? By the way I'm assuming it was a 460, to tell you the truth I guess it could have been a 429 and I wouldn't know the difference. The intake manifold looked huge though - very wide. Anyway what do you guys think? Thank you!

Kris
Augusta GA

 

Those are ok heads, nothing special. They are emissions era heads. The ones to get would be the D0VE or c9VE or earlier. Avoid D2VE or any open chamber heads.

c9=1969
D0=1970
D1=1971 and so on...

V=lincoln
T=truck

I'm sure others can add to this, I'm not familiar with ALL the heads for the 460/429.

 

Nothing special..........Big chambers. Like RanDawg said, the better ones to get would be C8VE, C9VE, DOVE-A and DOVE-C. D3 heads are all over the place and not rare at all. I wouldn't pay more than 50 bucks a head at a wrecking yard. Just my 2 cents


77 F250 Highboy 4X4
"The Money Pit"

"If it wasn't for Chevy's my tools would rust"
https://www.ford-trucks.com/user_gallery/displaythumbnail.php?&photoid=10344&.jpg

 

Thanks guys - I won't give these heads another thought let alone buy them. I've decided against a 460 in my 61 anyway. I was just thinking if the heads were the D0VE or older they might be worth grabbing and reselling. Once again this site proves it worth in gold with knowledgeable members like you! Thanks!!

Kris

 

Wait a minute... If you are going to rebuild it anyway, D3VE heads are great to use! After some basic port work, that you could probably do yourself, you just need some flat top or pop-up pistons to increase compression. That will save you a lot of money in the end, and work quite well....$50 bucks for both heads is what I would pay here, in Canadian dollars!
Can someone post that link with the head work on the D3's??? This should help you decide. You will like the 460; all it needs is the 1970 or 71 timing set (which are all over in aftermarket) to bring valve timing back from the dead. (It was a factory 'trick' to pass emissions, but it killed power)
Headers and 750 cfm carb will make you smile, without touching the heads!
Mark


https://www.ford-trucks.com/user_gallery/displaythumbnail.php?&photoid=5362&.jpg
Ford started it; Ford will finish it!

 

Of course D3VE heads are ok to use, I have them. They just have smaller valves and a larger combustion chamber. Just that D3's are everywhere compared to earlier ones. You have to grind off the bump in the exhuast. I think the link your referring to is http://www.reincarnation-automotive.com/index.html
http://www.reincarnation-automotive.com/BBFindex.html
http://www.reincarnation-automotive.com/D3-specific-porting-guide-index.html

 

The nicest thing about the D3VE heads is that you can play with your compression ratios a little more. The earlier castings gave you high compression raios. For instance I have a D1VE block out of a 76 Lincoln with D3VE heads. I am putting flat top pistons with 8 cc valve notches in them. I will run about 9.5-1 with the block milled .021 bringing my piston to deck height to 0.004. If I were to use a C9VE head 75 cc chambers I would have 11.1-1 CR. Now I don't know about you but the price of primium gas is getting more and more expensive. Running the 9.5-1 CR will still give me over 516 TQ and 502 HP. Not bad really for cam, intake, and engine work. So I will leave it at that. Just remember you need to keep the tires planted at some point.

 

 

Oh yeah, I forgot to mention that the bigger valves canm be installed in the D3's if you want to... I don't know if I would care to, since I don't come close to 5000 rpm. I just like tire smoke...
Mark



https://www.ford-trucks.com/user_gallery/displaythumbnail.php?&photoid=5362&.jpg
Ford started it; Ford will finish it!

 

>The nicest thing about the D3VE heads is that you can play
>with your compression ratios a little more. The earlier
>castings gave you high compression raios. For instance I
>have a D1VE block out of a 76 Lincoln with D3VE heads. I am
>putting flat top pistons with 8 cc valve notches in them. I
>will run about 9.5-1 with the block milled .021 bringing my
>piston to deck height to 0.004. If I were to use a C9VE head
>75 cc chambers I would have 11.1-1 CR. Now I don't know
>about you but the price of primium gas is getting more and
>more expensive. Running the 9.5-1 CR will still give me over
>516 TQ and 502 HP. Not bad really for cam, intake, and
>engine work. So I will leave it at that. Just remember you
>need to keep the tires planted at some point.


I have the D1VE block out of a 76 Lincoln with D3VE-A2A heads too. (They are quite common.) Only difference is I have a stroked crank and dished pistons. I'm looking for around 9.5:1 as well. With good quench.

 

Randawg look in the tech article section all the way at the bottom. You will find the compression ratio spreadsheet. Very handy in computing CR with your setups. I also have the Desk Top Dyno 2000 to help with computing your TQ and HP if you want. Unless you are running a 10cc dish or less on those pistons and no piston/deck clearance it will be hard to get above 9-1 CR with 92CC heads. But if you are using a set of Probe Domed pistons you will be in there. Just some food for thought.