Ford’s family of big-block engines encompasses a wide variety of cylinder heads and applications. Ford engineers stayed busy focusing on engineering changes that drive enthusiasts crazy. Most of these engineering changes are hard to see on the surface, but each had a purpose. Few of these changes have any effect on power. Port size variation is something having little, if any, effect because ports are generally too large or too small, depending upon which engine family you are addressing.
FE Series port sizing is befuddling because there’s very little difference in port size across the board unless you’re talking 427 cylinder heads. The 385 Series big-block employs four basic cylinder heads even though there are a number of casting/part number differences. The MEL was a low-revving luxury car engine. However, it achieved fame in powerboat cruising and racing. Despite both factors, Ford produced one basic cylinder head for the MEL with slight variations.
FE cylinder heads are identifiable by their casting number and date code. This is a C0AE-6090-D cylinder head for 1960 352 and 1961–1962 390. The casting number (bottom arrows) is almost never the same as the Ford part number. The alphanumeric casting date code of “0E6” (top arrow) indicates the exact date the part was cast: May 6, 1960.
The real beauty of Ford big-block heads is easy identification and broad selection in each engine family.
FE Series
A big plus for FE big-block buffs is a plethora of factory head castings, with the added bonus of OEM-style head castings from Blue Thunder, Robert Pond, Bear Block Motors, Survival Motorsports, and Edelbrock that give an FE build a stock demeanor without revealing what’s inside. These manufacturers offer more choices than ever and that means unprecedented power gains.
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FE cylinder heads have 10 head bolt holes and 4 rocker arm pedestal attachment bolt points. Each end sports 3/8-inch threaded bolt holes for accessories. What makes the FE cylinder head odd is that it shares the valvecover with the intake manifold. That makes the FE head narrow compared to the 385 and MEL series heads. All valves are on a common plane of 13 degrees in relation to the block deck. Combustion chambers range in size from 58 to 88 cc, depending upon which head you’re thinking of.
Most FE cylinder heads have the smaller chambers at 58 to 74 cc. High-performance cylinder heads such as the 427’s traditionally have larger 77- to 88-cc chambers, with compression regulated by piston dome configuration. Exhaust port passages jut way out from the valvecovers as they do on a Pontiac or Oldsmobile cylinder head.
It is well known that massproduction FE cylinder heads don’t vary much across all castings. Port sizing across FE production history varies little despite dozens of part and casting numbers. For example, the GT High Performance cylinder head doesn’t have enough of a port/valve size difference to be worth its distinction. It is basically the same head found on Galaxies and pickup trucks with only minute variations.
The C0AE-D cylinder head has these terrific 59- to 62-cc chambers, which offer great quench. One issue could be valve shrouding, which can be improved with the talents of a seasoned cylinder head porter. Valve sizing is 2.020/1.550-inch intake/ exhaust. This is considered one of the best FE heads Ford ever produced due to its smaller chambers
Here’s a C8AE-H (top arrow) 390 Thermactor cylinder head cast on September 27, 1968 (bottom arrow). In dyno testing at JGM Performance Engineering, a 390 stroked to 431 ci with these heads managed 450 hp with comparable torque without port work.
This is the 1967–1969 390 GT head, C7AE-A, with 2.020/1.550-inch intake/exhaust valves, 2.340 x 1.340– inch intake port sizing, and 1.840 x 1.340–inch exhaust. Chamber sizing is 67 to 70 cc.
The casting date code on this C7AE-A head is “6H24.” That translates to August 24, 1966.
The C8AE-H head has 67- to 70-cc chambers making it comparable to dozens of other FE head castings out there. Although Ford called this casting the GT head, it is challenging to see the difference between it and garden-variety FE castings. Valve, port, and chamber sizing are the same.
Viewed from above, it’s easy to see that the C8AE-H 390 GT High Performance head sports the same 2.340 x 1.340–inch intake ports as the rest of the FE lineup. This is why head selection isn’t that critical if you’re building an engine for cruising or even weekend racing. It is best if you avoid the Thermactor head unless you’re performing a matching-numbers concours restoration. Thermactor exhaust ports are restrictive.
A pair of 1967–1969 390 GT combustion chambers fitted with hardened steel exhaust valveseats for use with unleaded fuels. Hardened exhaust valveseats are mandatory for any big-block if you want real longevity.
Viewed from above, it’s easy to see that the C8AE-H 390 GT High Performance head sports the same 2.340 x 1.340–inch intake ports as the rest of the FE lineup. This is why head selection isn’t that critical if you’re building an engine for cruising or even weekend racing. It is best if you avoid the Thermactor head unless you’re performing a matching-numbers concours restoration. Thermactor exhaust ports are restrictive.
A pair of 1967–1969 390 GT combustion chambers fitted with hardened steel exhaust valveseats for use with unleaded fuels. Hardened exhaust valveseats are mandatory for any big-block if you want real longevity.
A valve job should include 16 new stainless steel valves. Much depends upon the condition of the existing valves and that dictates whether you reuse or replace them. Face and stem condition should determine your decision. There are two ways to approach valveguides. Bronze guides are the most economical. However, you should replace all 16 guides and start fresh in the interest of durability, budget permitting. A standard three-angle valve job will work for most builds. If flow is crucial to your build, opt for a multi-angle valve and seat. Multi-angle valve jobs cost more because there’s more set-up time.
The FE valvetrain receives its lubrication from the network of block oil galleys to this transition point in the cylinder head. From here, oil travels through a galley to the number-2 rocker arm shaft pedestal (driver’s side) or the number-3 pedestal (passenger’s side).
To expedite return oil flow from the top end, Ford added this stamped steel drain channel, which captures oil coming off the rocker arm assembly. It also keeps excessive amounts of oil from overwhelming the valve seals. The drain channel doesn’t always clear aftermarket rocker arms. You can trim the channel for fit or eliminate it entirely
When you opt for new valves, hardened exhaust seats, and new guides, you’re building a new cylinder head casting. If guides are outside your budget, bronze liners are a suitable alternative. Bronze guides are liners that go inside the existing guides.
Before committing any time or money to a cylinder head casting, have it Magnafluxed to check for cracks, along with a detailed inspection to check for other flaws.
If you’re searching for noticeable horsepower gains, the 427 Medium Riser/428 Cobra Jet head is your best option in a factory iron head. You will find that dyno room port and bowl work makes a significant difference in FE power. Boosting compression, while keeping available pump gas in mind, is the quickest way to FE power. Compression should never go beyond 10.0:1 unless you can come up with a suitable cam profile designed to control dynamic compression.
The 332/352/360/361/390 and 410 all have 2.020-inch intake and 1.550-inch exhaust valves. Differences lie mainly in combustion chamber and port dimensions, with combustion chamber sizing having a direct effect on compression ratio. Huge differences exist when you examine the 427 cylinder head grouping. For street and weekend racing you’re not going to need any more than the 427 Medium Riser casting. For all-out racing the 427 High Riser head is the best choice in a factory casting. The 427 Low Riser head isn’t really any different than most FE heads of the era.
What made those first FE 332/352 cylinder heads distinctive were their machined combustion chambers, which went away when Ford started looking at cost. This is when Ford went to “as-cast” FE chambers. FE cylinder heads didn’t change much after that. The beauty of the FE big-block head family is selection and interchangeability. The negative is the absence of choice. There’s just not much difference in FE cylinder head castings; the exceptions are the 427 Medium Riser, High Riser, and Tunnel Port heads along with the 428 Cobra Jet head (which is basically the 427 Low Riser).
From top to bottom are the intake sides of four FE cylinder heads: 427 Tunnel Port, High Riser, Medium Riser, and 428 Cobra Jet. (Photo Courtesy Barry Rabotnick)
On the exhaust side are four FE examples, from top to bottom: 428 Cobra Jet, Medium Riser, High Riser, and the 427 Tunnel Port. The intent of each head is clear; the Tunnel Port is a pure high-performance race head. The Low Riser is not shown. (Photo Courtesy Barry Rabotnick)
Four FE performance cylinder heads, chamber side, from top to bottom: 427 Tunnel Port, High Riser, Medium Riser, and the 428 Cobra Jet. The High Riser sports a 73- to 76-cc chamber with 2.180/1.720-inch intake/exhaust valves, 2.780 x 1.380–inch intake, and 1.780 x 1.300–inch exhaust ports. The Medium Riser is the best all-around head with 88- to 91-cc chambers with 2.180/1.720– inch intake/exhaust valves, 2.780 x 1.380–inch intake, and 1.780 x 1.300-inch exhaust ports. The 428 Cobra Jet head has 73- to 76-cc chambers with 2.080 x 1.650– inch intake/exhaust valves, 2.340 x 1.340 intake, and 1.840 x 1.340–inch exhaust ports. Finally, the Low Riser head (not pictured) has 2.080/1.640–inch intake/ exhaust valves, 2.340 x 1.340–inch intake, and 1.840 x 1.280–inch exhaust ports. (Photo Courtesy Barry Rabotnick)
From top to bottom are the same four FE performance heads: 427 Tunnel Port, High Riser, Medium Riser, and the 428 Cobra Jet. The High Riser’s casting numbers are C3AE-K and C4AE-F. Medium Riser casting numbers are C5AE-F, C5AE-H (aluminum), C5AE-R, SK-35369 (Canadian), C6AE-F, and XE (aluminum). Expect to see several XE iron and aluminum castings in your search. You will see XE followed by any number of digits. (Photo Courtesy Barry Rabotnick)
You must also watch combustion chamber size and piston profile when you’re shopping cylinder heads. It is easy to mismatch and wind up with either too much compression or not enough, which leads to unnecessary expense. For example, not all 427 heads bolt onto all FE engine blocks. Because the 427 has huge 4.230-inch cylinder bores, Ford was able to step up the 427 to larger valves. If you’re going to bolt 427 heads on your 390 block, the 427’s valves may not clear the smaller diameter cylinder walls, especially if you’ve copped a set of Tunnel Port heads, which very few would ever consider bolting onto a 390 block. A competent machine shop may be able to machine valve reliefs in the block deck depending on your application. It is best to keep 427 heads on 427 blocks or face the complications of mixing them up.
In your search for FE cylinder heads, be mindful of exhaust port configurations. You must have compatible exhaust manifolds/headers. There are three basic exhaust configurations with FE/FT cylinder heads: 16-bolt (four bolt holes at each port), 14-bolt (four bolt holes outer and three bolt holes inner), and 8-bolt (two bolt holes at each port). The cylinder heads with 16 bolt holes are specific to the 428 Cobra Jet in the Mustang, Cougar, Fairlane, Cyclone, and Comet due to shock tower clearance issues. The 14–bolt-hole 390 GT head is more common. The 8-bolt FE heads are easily the most common cylinder head found in most Ford passenger cars and trucks.
All Low, Medium, and High Riser cylinder heads are 427 castings. The best all-around FE cylinder head is the 427 Medium-Riser. This head delivers a good balance of street and strip performance. The 427 High Riser head is a standalone casting engineered for racing only, even though some have applied it to street use. This casting is a high-RPM piece and of little value for the street due to its tall ports and smaller chambers (translated higher compression and the need for race gas). The High Riser head does its best work at high RPM, 6,500 to 7,800. The 427 Low Riser cylinder head isn’t much different than a 1961–1962 390 High Performance casting, and is priced accordingly. It is a good performance head and advanced for its time.
The 428’s larger exhaust ports (right) offer improved scavenging. The early 390 High Performance exhaust ports are more stifling. Also note the four-bolt exhaust ports on the CJ head, which are necessary on Ford/ Mercury compact and intermediate models. This is known as the 16-bolt head. On the left is the 8-bolt head.
The 1966– 1969 390 High Performance head (left) is often mistaken for the 428 Cobra Jet casting (right). However, the Cobra Jet head has larger intake ports and both intake and exhaust valves. The same holds true for the C8AE-J, C8AE-N, and C8WE-H 427 Low Riser heads of the period
The 1961–1962 389 High Performance head (left) and the 428 Cobra Jet (right) with identical shovel-shape chamber sizing. The 390 Hi-Po’s 65- to 68-cc chamber mirrors the 428 CJ’s larger 73- to 76-cc chambers. Close inspection reveals the 428’s larger chambers with less valve shrouding.
The Edelbrock 390/428 Performer RPM series for FE engines is based on the 427 Medium Riser and 428 Cobra Jet heads, which includes 16-bolt exhaust flanges for compact and intermediate Ford and Mercury
What makes the Edelbrock Performer FE head better are these high-swirl chambers, which are clearly a better chamber than the stock Ford shovel-type chambers.
It is unlikely that you’re going to be searching for 427 SOHC heads, but here’s one in the John Vermeersch Total Performance inventory: C5AE-6090-E. These are heavy iron castings that make the 427 SOHC the heaviest FE big-block ever made. Early 427 SOHC heads had spark plugs positioned on the exhaust side. Ford improved spark plug positioning by moving them to the intake side of the head for easier access. Tip penetration is virtually the same.
The 427 SOHC’s hemispherical cross-flow chambers made it an optimum competitor for the Chrysler Hemi. The 427 SOHC head is a Tunnel Port design originally conceived for NASCAR competition. It wound up in drag racing after being rejected by NASCAR. There were at least two basic SOHC heads. The early head had spark plugs positioned on the exhaust side. The more familiar limited-production head had spark plugs positioned on the intake side. This is the C5AE-6090-E head casting.
Robert Pond Motorsports offers this incredible cast-aluminum 427 SOHC Cammer cylinder head for those who like life on the edge. These 427 SOHC cylinder heads are a direct replacement for the original SOHC head. The only visual difference is that Pond added five additional bolt holes to the exhaust flanges for better gasket seal.
The Pond SOHC heads as-shipped are CNC-ported. Flow is about 15 percent better than the original SOHC iron heads, with 2.350-inch intake and 1.900-inch exhaust valves. Flow is 393-cfm intake at .700-inch lift and 270-cfm exhaust at .700-inch lift.
FE Thermactor emissions heads are identifiable by the manifold ports at each exhaust port. When Thermactor is not employed, these ports are plugged (arrow).
This is the intake side of a C5AE-H Medium Riser aluminum cylinder head casting. These were produced in limited numbers for Ford’s GT40 racing program in the mid-1960s. Legend has it some were custom installed in new 427 Cobras.
Ford produced a limited number of experimental 427 Medium Riser aluminum heads. Here’s one set found at JGM Performance Engineering, bolted to a 427 Side Oiler. These are C5AE-H limited-production aluminum castings produced for the GT40 program in the mid-1960s for the Le Mans racing program.
The exhaust side of the C5AE-6090-H aluminum head with eight-bolt exhaust ports.
The C5AE-6090-H head has 427 Medium Riser 88- to 91-cc combustion chambers with 2.180/1.720-inch intake/exhaust valves.
This close-up of the C5AE-H 427 aluminum head shows that it is obviously an experimental casting with “PROCESS FD1 .” Earlier castings show “PROCESS FB.”
Instead of an alphanumeric date code on these rare Ford FE aluminum heads, the actual casting date is cast into the block. Here, “1-8-65” means January 8, 1965.
The 427 Tunnel Port C7OE-K head conceived for NASCAR was the ultimate FE wedge race head beyond the High Riser with a vast 2.170 x 2.340– inch intake and 1.780 x 1.300–inch exhaust ports. Exhaust port width is a pinch narrower for aggressive scavenging. The Tunnel Port concept was strictly for high-RPM use and never intended to be a street head. (Photo Courtesy Scott Walter)
The exhaust side of the C7OE-K Tunnel Port head shows generous port work in addition to size. These offer the correct sizing so that you have good flow but just enough restriction to step up velocity. (Photo Courtesy Scott Walter)
The Tunnel Port’s 88- to 91-cc chambers are the typical FE shovel shape with plenty of quench. (Photo Courtesy Scott Walter)
As with other FE head castings, the Tunnel Port head sports the Ford casting number of “C7OE-6090-K” (right arrows) along with the alphanumeric casting date code of “8F15” (left arrow), indicating June 15, 1968. These heads were never installed on a production vehicle and were made available to racers only. (Photo Courtesy Scott Walter)
Here’s the stamped steel chromed “POWER BY Ford” FE valvecover. It arrived in 1967 and was in production through 1970.
Finned cast-aluminum FE valvecovers began appearing in 1966– 1967 on the Shelby GT500 Mustangs atop the 428 and dealer-installed 427s. The Cobra and Cobra Le Mans covers are very popular and available as reproductions.
This is the reproduction Cobra Le Mans finned aluminum valvecover in wrinkled black.
This is the finned aluminum Cobra Le Mans valvecover in natural metal finish.
Chromed steel pent-roof FE valvecovers were common in the early to mid-1960s. Early versions were void of crankcase ventilation, which was located via the intake manifold.
Chromed steel pent-roof FE valvecovers were common in the early to mid-1960s. Early versions were void of crankcase ventilation, which was located via the intake manifold.
The MEL
Because the MEL was developed as a large-displacement luxury car engine, cylinder heads didn’t evolve much because they didn’t need to. The MEL head isn’t your typical Ford head. In fact, there’s no other Ford cylinder head like it. It has a flat deck like a diesel cylinder head void of combustion chambers, which are at the top of each cylinder. Actually, combustion chambers, if you can call them that, were flat from 1958 to 1959. Where the MEL head varies is the pocketing of combustion chambers from roughly 1959-on in order to reduce compression and detonation (pinging) issues. Instead of a flat surface, these heads got small combustion chambers around the valves and spark plug.
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This flat-deck head void of combustion chambers was designed that way, with the block deck cut at a 10-degree angle to the piston dome giving the top of the cylinder a wedge chamber instead of the cylinder head. Ford (and also Chevrolet with its 348/409-ci W Series big-block engines) did this as a means to compression control, although it didn’t work very well.
When you’re selecting pistons for your MEL project, it is crucial to keep cylinder head design in mind. Not all MEL heads have a flat deck surface at the valves and spark plug. Later heads have a small pocket chamber around the valves to reduce compression and change the dynamics of combustion. Piston dome size and shape determine compression in the MEL, as does cylinder head selection. This means you must be mindful of cylinder head type going in.
MEL cylinder head selection directly affects piston selection. If you get this wrong, you can wind up with too much compression or not enough. If you opt for a flat-top piston, expect to lose compression, especially if you’re using the later MEL head with the small chamber.
You will have to look to custom piston manufacturers, such as Wiseco and Egge, for your MEL project because pistons for these engines are not widely available. There’s simply not enough demand for them. Before these companies can make a piston for you, they must know what you have for cylinder heads. The MEL piston was originally designed to not only compress the air/fuel mix and transfer power, but to manipulate how air and fuel were compressed. Ford learned this through trial and error with at least three known cylinder head revisions intended to eliminate rough running and detonation.
The MEL cylinder head was produced in at least four casting types in its 10-year production life. Early in the 1958 model year, the MEL cylinder head sported large valves and enormous compression. Midyear, Ford reduced valve size to improve drivability and torque. In light of continuing detonation and rough operation, Ford engineers revisited the MEL cylinder head. They kept the same valve sizing but with reduced compression via pocket chambers.
The MEL’s intake ports are huge, which helps horsepower, but doesn’t do much for low- to mid-range torque. Horsepower isn’t really necessary in a luxury car engine. However, it is important if you’re going racing. Intake ports were later reduced in size to follow to improve low-to-mid-range torque. The torque advantage in the MEL comes from the tremendous arm of stroke.
The MEL’s shaft-mounted rocker arms are lubricated the same way as the FE’s via block and cylinder head galleys and pedestals.
This is a B9ME-6090-A MEL head casting. Note the oil galley that feeds the rocker arm assembly, visible through the bolt hole.
As MEL cylinder head design changed, so did pistons, which further punctuates why you must pay close attention to piston and cylinder head selection as a package. Because the MEL was a challenging engine, there were ongoing changes in cylinder heads, pistons, and induction.
The MEL’s head deck surfaces are perfectly flat and void of combustion chambers. Because the block decks are 10 degrees off piston deck, the top of each cylinder bore is the combustion chamber, which leaves chamber size and shape up to the piston crown. The piston dome size and shape control the compression. Later on, MEL heads were changed with a small pocket chamber in the head surrounding the valves; it was employed to reduce the compression ratio.
Another issue for early MEL engines was excessive compression and low-octane fuels primarily with export vehicles. Ford issued a Low-Octane Fuel Adapter Kit (PN I-502592) consisting of cylinder head gaskets and spacers, intake manifold gaskets and spacers, head bolts and dowels, and longer pushrods. According to Ford documentation at the time, the Low-Octane Fuel Adapter Kit took compression from 10.5:1 to 7.14:1 on the Mercury 383 and from 10.5:1 to 7.25:1 on the 430. The Edsel 410 undoubtedly had the same kit for compression reduction. Ford/Lincoln/Mercury service departments had the option of retarding ignition timing prior to this kit. However, retarding ignition timing hurt power and fuel consumption.
385 Series
Cylinder head selection for the 385 Series 429/460 is straightforward compared to the FE. Throughout the lengthy production life of the 385 there were four basic cylinder head castings you should be concerned with. There is the standard 429/460 casting, Cobra Jet, Police Interceptor, and the Boss 429. The Boss 429 cylinder head with its hemispherical chambers requires no introduction. It is a standalone head and engine.
The hydraulic-lifter 429/460 head is set up for bolt/fulcrum no-adjust rocker arms. Note the slotted rocker arm pedestals for the hydraulic lifter 385 Series 429/460-ci engines.
This is a D0VE-C head casting even though it has been fitted with screw-in studs and pushrod guides. The D0VE-C casting is a standard production 429/460 head casting.
Here’s an E6TE truck head casting with Thermactor provision (arrow), which is plugged for non-Thermactor emissions use. These Thermactor heads have minimal exhaust port restriction.
The 88-cc kidney bean chamber is common across the board for 429/460 engines. Valve sizing is 2.090-inch intake and 1.650-inch exhaust. The 429 Cobra Jet head goes larger at 2.190-inch intake and 1.730-inch exhaust valves.
A D0VE-C 429/460 head void of Thermactor porting. This is a good cylinder head for port and bowl work along with larger valves.
Where the 429/460 wedge heads vary is in combustion chamber shape and size. In truth, the 429/460 cylinder head delivers excellent flow characteristics in all its forms. The most common 429/460 heads are the C8VE-A, C9VE-A, and D0VE-A, which are all basically the same cylinder head casting with 2.090/1.650-inch intake/exhaust valves and 2.180 x 1.870–inch intake ports and 1.990 x 1.300–inch exhaust ports. This is a head casting with 75- to 77-cc wedge chambers you can do port and bowl work on and wind up with significant flow improvement.
Another casting is the D2VE-A2A, which isn’t much different than the aforementioned heads, except for a larger open 100-cc chamber, which delivers poor quench and reduced compression. The D2VE-A2A head is more prone to detonation due to its huge open chamber. The D3VE-A, D3VE-A2A and higher are emissions heads with open chambers with poor quench. Although they have smaller chambers they’re a disappointment from a performance standpoint. Ford continued to cast the basic 460 head through the mid-1990s. When these engines were deleted from the option sheet in 1979, they continued in Ford F Series trucks and E Series vans. These head castings will show up as E7TE, E8TE, and so on, which are basically the D3VE-A casting with engineering revisions designed more for electronic fuel injection and reduced emissions.
The rarest 429/460 head is the 1970–1971 Cobra Jet casting, D0OE-R with 2.190/1.730-inch intake/exhaust valves, 2.510 x 2.110– inch intake, and 2.250 x 1.300–inch exhaust ports along with 71- to 75-cc chambers. Because the Cobra Jet head is rare and darned expensive you may opt for the 1972–1974 Police Interceptor castings with the same valve sizing as the Cobra Jet head, yet with smaller ports and 88- to 91-cc chambers. Police Interceptor head port sizes are 2.200 x 1.930– inch intake and 2.060 x 1.310–inch exhaust ports, which means better low- to mid-range torque. Exhaust scavenging is debatable with these heads, with virtually little or no gain.
This NOS D0OE-R 429 Super Cobra Jet head is straight out of the box. Note the screw-in rocker arm stud pedestal provisions across eight valves. This is a Thermactor head (arrow).
The NOS 429 Super Cobra Jet head is shown from the chamber side. These are approximately 88-cc chambers with 2.190-inch intake and 1.730-inch exhaust valves.
The exhaust side of the 429 Super Cbra Jet ead reveals 2.060 x 1.310-inch ports, which are considerably larger than the standard 429/460 exhaust port.
The Police Interceptor heads have hardened exhaust valveseats for use with the unleaded fuels introduced at the time. There are three Police Interceptor castings, D2OE-AA. D2OE-AB, and D3AE-FA, all with 88- to 91-cc chambers. The Police Interceptor head is an alternative to the more expensive Cobra Jet head because it offers better low-end torque for street use.
The 429 Super Cobra Jet’s huge drive-through intake port measures 2.510 x 2.110 inches and leads into a 2.190-inch intake valve.
This 460 D3AE-FA Police Interceptor cylinder head has positive-stop rocker arm pedestals. This is typical of what you will find in truck head castings through the 1970s, 1980s, and 1990s.
A closer look at this Super Cobra Jet head reveals the casting date code of “9J25” indicating September 25, 1969.
A closer look at the 429 Super Cobra Jet exhaust port. All it takes is a little bit of port and bowl work to get more power from these heads.
A closer look at the 429 Super Cobra Jet exhaust port. All it takes is a little bit of port and bowl work to get more power from these heads.
Boss 429
Any way you look at the hemi-head Boss 429, it is not the same as a conventional 429/460. This engine was born for NASCAR competition. There are many variables when it comes to cylinder heads and what to do with them. The street Boss 429 is a detuned version of an all-out factory-born racing engine. There are two basic Boss 429 cylinder head castings: C9AE-A and D0AE-AA. There are also race and experimental cylinder head castings circulating out there. One Boss 429 expert states that he believes there are at least 50 different cylinder head castings out there. Some differences are subtle while others are more obvious.
Chances are slim that you’re building a Boss 429. However, there are two basic Boss 429 street heads: C9AE-AA and D0OE-AA. This is a pair of D0OE-AA castings with 2.380/1.900-inch intake/ exhaust valves. The Ford part number is D0AZ-6049-C. The C9AE-AA cylinder head has 2.280/1.900-inch intake/ exhaust valves.
An overhead view of the D0AE-AA Boss 429 cylinder head shows its true crossflow design with the most unusual valvetrain the Ford big-block has ever had. The Boss 429 was Ford’s answer to Chrysler’s 426-ci Hemi.
Boss 429 valvecovers are specific to the Boss Nine.
Although the Boss 429 was called a hemi, the street head didn’t sport a full hemispherical chamber. Some call these “semi-hemis.”
The Boss 429’s right-hand valvecover looks like this when
installed. These valvecovers are identical from side to side
They are available as a special order from Tony D. Branda.
Written by George Reid and republished with permission of CarTech Inc
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