|429/460 Cylinder head casting #'s and
application information / brief descriptions
|C8VE-A & E. First year of 385 series engine. 429 introduced in '68 Thunderbird as the "Thunderjet" 460
introduced into the '68 Lincoln line up
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 emmissions.
Thermact-air boss is slightly smaller than on newer castings.
Like all of the BBF castings the exhaust port needs alot 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 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
similer 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 point 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 valvetrain used non shouldered rocker studs. Non adjustable valvetrain used positive stop shouldered
stud with 3/8" fine pitch threads on top..
All Super Cobre-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 measureably.
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 neccesitated tucking the exhaust manifolds as
close as possible to the engine for clearances' sake
|D2OE-AA,D2OE-AB '72 to '74 Police interceptor cylinder head.
These heads are very similar to the Cobra Jet castings with adjustable valvetrain.
The port sizes are middle of the road between pass car and Cabra Jet. 2.20" x 1.93" intake and 2.06" x 1.31" on the
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 etc. 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
immensly. 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
|Note: Valve inclination angles are 5 degrees / 9 degrees 30 minutes ( inclined in 2 planes) for the intake and 4 degrees 30 minutes on the exhaust. They are
known as "poly angle" or "canted valve" heads. The valves open toward the bore centerline unshrouding as they open. This is an advantage compared to in
wedge heads. The flow path has a straigher shot from the back of the valves to the port entrys/exits.
|There are pics of most of these castings, at this point in
time, elswhere on this site
|260 to 270 CC
|260 to 270
CC intake port
|260 to 270 CC
|300 to 310 CC
|290 to 300 CC
|255 to 265 cc intake port