the 385 family (ford 429-460)

grumpyvette

Administrator
Staff member
finding a decent 460 ford seems to be a bit easier than finding a decent 454 chevy and they tend to sell for less also, now Im no expert on fords 460s ,having only built a half dozen or so in the shop, but I can tell you that some cylinder heads are far better than others, and some factory intakes are obviously designed far more for hood clearance than power, potential, so if your planing on a high performance application do your homework and find decent heads and an intake
BBF Head Heirarchy from best to worst

1. C&C C-441 Hemi
2. C&C B-441 Hemi
3. HFD Pentroof Hemi
4. C&C A-441 Hemi
5. Ford Motorsport A-441 Hemi (No longer in production)
6. Indy Cylinder Hemi
7. Ford E-460 Pro Stock
8. Blue Thunder Thor Gen II
9. Blue Thunder Thor Gen I
10. Profiler C-Replacement
11. Ford C-460
12. Ford D-460 Pro Stock (No longer in production)
13. Ford Motorsport bastard Pro Stock (There are various stages) (No longer in production)
14. IDT Eliminator A-460
15. EX514
16. New TFS A-460 18-bolt
18. New TFS A-460
19. EX514 Cast Iron A-460
20. IDT Eliminator Cast Iron A-460
21. Older TFS A-460 (No longer in production)
22. Ford Motorsport A-460 (No longer in production)
23. Ford Motorsport A-460 (Ford exhaust port) (No longer in production)
24. Kaase Hemi
25. Boss 429 Replacement
26. Ford Stock Hemi (No longer in production)
27. TFS B-460 (small port) (No longer in production)
28. Ford Motorsport B-460 (small port) (No longer in production)
29. Kaase P-51
30. Ford Racing Parts SCJ
31. Blue Thunder CJ with Chevy exhaust flange
32. Blue Thunder CJ with raised Ford exhaust port
33. TFS Street
34. Blue Thunder CJ with stock Ford exhaust port location
35. TFS CJ (No longer in production)
36. Ford A-429 CJ (No longer in production)
37. Edelbrock CJ
38. Ford Cast Iron DOOE-R CJ (No longer in production)
39. Edelbrock 75cc Standard Port
40. Ford Cast iron PI (No longer in production)
41. ProComp Aluminum 74cc
42. Ford Cast Iron C8VE (No longer in production)
43. Ford Cast Iron C9VE (No longer in production)
44. Ford Cast Iron DOVE (No longer in production)
45. Edelbrock 95cc Standard Port
46. ProComp Aluminum 95cc
47. Ford Cast iron D3VE (No longer in production)
48. Ford Cast Iron E6TE (No longer in production)
49. Ford Cast Iron F8TE (No longer in production)
50. Ford Cast Iron "Fuelie" F3TE (No longer in production)
51. Ford Cast Iron "Fuelie" E7TE (No longer in production)
52. Ford Cast iron D2VE (No longer in production)
53. Ford Cast Iron D8TE (or E9TE, to be confirmed) (No longer in production)
BTW the guy with the last 460 ford said he used these heads on the last 460 build, he ordered they work really well

http://store.summitracing.com/partdetai ... toview=sku

http://home.earthlink.net/~kaneofthenat ... /id15.html

more info or parts sources

http://www.jonkaaseracingengines.com/products.html

http://www.carcraft.com/techarticles/cc ... index.html

http://www.popularhotrodding.com/engine ... index.html

http://www.proformanceunlimited.com/spe ... 0drop.html

http://www.projectresponder.com/ford-46 ... lock~9.htm

http://www.projectresponder.com/460-big-block~120.htm

Ford 385-Series Family

FINALLY GOOD HEADS
http://garage.grumpysperformance.com/index.php?threads/afr-new-bbf-460-heads.10911/#post-55266

Although there were several variations to the engines of the 385-series family, only two displacements were available---the 429 cubic inch and the 460 cubic inch. Both were introduced in 1968 and lasted until 1973. These engines were heavier and larger than Ford's predecessor---the FE Family.

429 (Thunderjet)
two-bolt main bearing cap

Bore and Stroke 4.36x3.59

cast-iron crankshaft

forged-steel connecting rods with 3/8 inch rod bolts

cast-aluminum pistons

hydraulic lifter camshaft

2.08 inch/1.66 inch intake/exhaust valves

non-adjustable rocker arms

cast-iron intake manifold

4 barrel or 2 barrel carburator

Was available in Ford and Mercury automobiles
429 Cobra Jet
Four-bolt main engine block (with exception to some early 1970 models).

Larger cylinder heads---2.25 inches/1.72 inches intake/exhaust.

Rocker arms were stamped steel 1.73:1 ratio with sled type fulcrums, threaded screw-in rocker studs and pushrod guide plates.

The rocker arms on the 429 cubic inch Cobra Jet were also adjustable prior to 1969.

Cobra Jet used a Rochester Quadrajet carburetor atop a spread-bore cast-iron manifold.

429 Super Cobra Jet
4 bolt main engine blocks

Forged aluminum pistions

Mechanical lifter camshaft

Adjustable rocker arms

780cfm Holley four-barrel carb

429 Boss
All aluminum cast cylinder heads

Cresent type combustion chambers

Intake/Exhaust valves of 2.28in and 1.90inch

Exhaust valves are "D" shaped

4 oil galleries

Identified by casting 429HP on block

Higher iron nodularity content with thicker cylinder walls

2 Versions of the 429 Boss existed, they were 820-S & 820-T

Forged steel cross-drilled crankshaft

Forged aluminum pistons

Aluminum dual plane manifold w/735cfm Holley four barrel carb

429 Nascar
Larger Outboard bolts in #1 main bearing cap.

Deck height was grooved for O rings.

Larger machined refliefs for exhaust pushrods

Longer street rods, than the Boss 429-820S type

Some blocks had full hemi design, others crescent type

Stainless steel intake valves

Magnesium valve covers and intake manifold.

460
Produced from 1968 to 1996.

Available in Ford, Mercury and Lincoln.

Same as 429, but with longer stroke. (3.85 inch)

During its earlier years, pre 1973, horsepower was rated at 365. After 1972 horsepower ranged from 208 to 275.

Intake/exhaust valves are 2.08/1.66
 
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http://www.carcraft.com/techarticles/cc ... index.html

http://www.speedomotive.com/s-11-big-block-ford.aspx

http://www.trickflow.com/egnsearch.asp? ... toview=sku

http://www.trickflow.com/egnsearch.asp? ... wordSearch

520 C.I.D. 460

Now we swing the cubic inch needle way past 11 with Summit's 520 c.i.d. 460 big block. If you have the room, there just ain't no substitute for the natural torque production of a big block -- or the unnatural torque of a stroked big block.

To create the 520, Summit took a 1972 460 2-bolt block, bored it .030 over, then added one of their new 4.300 in. stroke cast cranks, 6.700 in. Trick Flow big Chevy connecting rods, and a set of custom Arias 12:1 compression flat top pistons. With this combo, no block clearancing or special bearings are required.

Rounding out the engine combo is a Crane .718 in. lift solid roller cam, Trick Flow A460 aluminum cylinder heads with a Crane valvetrain, Trick Flow A460 single plane intake manifold with a 1,150 cfm Holley Dominator (with #94 primary and secondary jets), and an MSD Pro-Billet distributor with an MSD crank trigger ignition. The Hedman Husler 2 1/4 in. primary headers we featured in the 520 buildup article were swapped for Hooker dyno headers with 2 1/8 in. primaries. Total timing was set at 34 degrees.

Since the 520 was built as a strip-oriented engine, we expected big numbers way up in the powerband. We were not disappointed: Horsepower peaked at 752 at 6,250 rpm, and torque hit 660 foot-pounds at 5,250 rpm. And in grand stroker tradition, torque production at the lower end was just as impressive, with 540 ft.-lbs. of the stuff available at 3,500 rpm. If you can't make a car go fast with that kind of moxie under your accelerator foot, you can't go fast.
 
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