I own a '34 3 window coupe and have just bought an engine and drive-line (C6 4.11 LSD 9"). It is believed to be a 514ci SVO Crate motor (with a BDS 671, 2 x 800cfm) however the car it came from was purchased in the States (I'm in Australia) from a dealer who claimed it was the above. I know and trust the seller and believe he believes it's a 514ci SVO crate motor. I also bought the complete ignition and fuel system as well as some headers (that won't suit the 34 but might make a good start).
Here is the information I have been able to gather by walking around and photographing the crank and rocker assembly. I'd like to identify what I have for my own peace of mind seeing as though there is no way to verify who built it or what's inside. I'm hoping that from the information and pics below someone in here might be able to help me work out what I have.
Block Casting number: D1VE-A2B
Block Code at Water Pump: 101
Crank Casting Number: 2YAB
Crank Stamping number: PR9004
Cylinder Head Type: Cobra Jet
Cylinder Head Casting number: M-6049-A429
Connecting Rods: Eagle
Pistons: JE
Piston Casting number: 737F
Piston Laser Part Number: None (Pre 2004)
Valve Rockers: Roller
Images:
First of all, here's the engine... Ford 385 Series, Cobra Jet Heads, BDS 671 Supercharger 2x800cfm Holley
(yes, I go out to the garage just to look at it every day)
The Block Casting Number
Bottom End
The Crank Casting Number (note Eagle ARP Fasteners)
Crankshaft Stamped Number
JE Race Pistons Casting Number (no part number present so it's Pre 2004)
Aluminium Motorsport Cobrajet Head
Cobra Jet Head Casting Number
Roller Rockers with Ford Pushrod Guides
Any help or observations are appreciated.
I wish I could contribute more to this forum before asking for your help but this is my first ford motor (may as well start at the top right). Normally I'm a GM guy (Buick Nailheads are my favourite). I've been researching all day and have found the following info...
Is there a way to tell if this is a genuine Ford Racing Built 514 Crate motor? For example are there any giveaways such as the type of gaskets they might have used or anything else like that?
This is clearly a special motor but haven't got the tools (yet) to measure the bore and stroke and am curious as to what the numbers reveal. In the meantime I'll keep searching.
First, let me just say that you have a very beautiful engine there! A lot of good parts went into it and it looks like some thought went into the build.
A 514 crate motor, it is not. All Ford Racing 514 crate engines used D9TE-AB cylinder blocks, and yours is a D1VE block (1971-1978). The crankshaft is a 460 production 2Y cast crankshaft from an internally balanced engine. I can say that the crankshaft and cylinder block were both made sometime around 1972 or later, so those two components coincide with one another.
Also, A429 heads have not been produced since the '90's and the Ford Racing valve covers that have "SVO" on them have not been offered since the '90's as well. Add to this that your JE pistons have no part number on the underside and I begin to speculate that your engine might have been originally built somewhere between 1995 and 2005. The connecting rods are Eagle H-beams with ARP's standard 8740 rod bolts. The rocker arms are by Harland Sharp.
What we don't know at this point is what the engine displacement is. Even though the crankshaft is a 460 crank, it was not uncommon to offset stroke them for increased discplacement. Standard stroke is 3.85", but they are often stroked to 4.14" which makes a 501 at 0.030" overbore. That being said, I think that the JE 737 piston slug is the slug they used for regular 460 pistons...which makes me think that the crankshaft would not be stroked, but I might not be correct on that. But...further, my trained eye tells me that the Eagle rods look to have a big end journal size fitting ot the OEM (non-stroked) 460 crankshaft.
The cast 460 crankshafts and OEM 2-bolt blocks are both incredibly strong, and if the engine is kept in good tune they are up to the job. Eagle rods should be fine too.
Please check the ends of your A429 heads and find the 4-digit serial numbers on them. Numbers 2000-5000 needed some attention after they were shipped and so you should find out what the numbers of your heads are.
Basically, your engine appears to have started as a base model 460 passenger car engine that was disassembled and built up to be a nice blower engine. And based on the period in which is seems to have been built, I'd say it it looks about right.
Thanks a lot Paul, that's great info and thanks for taking the time to reply.
The car it came from was a Pro Street early 90s style large 60s car with enormous tyres and the whole nine yards. Quite amazing to look at you're right, it's a great motor with some cool bits but the capacity is the next thing I need to work out.
I went out and had a look at all four ends of the heads and found no numbers so I took the the valve cover off and found these numbers stamped on the heads (6087) so it looks like the heads are not the ones that needed some work (though as a rev-head I'm interested to know what if you can point me to a thread that goes into that). Anyway, here's a photo of the stamping for reference...
Cobra Jet Head Stamping 6087
There seems to be a "429" theme running through the engine. For example, on the head casting numbers and also on the push-rod guides. Is there a link to a thread I can read that will save you repeating what the 429 numbering is all about? I'd feel a lot better if it at least said 460 but I'm brand new on this side of the oval but I'm a fast learner.
Is there a way to determine the bore and stroke from underneath (to avoid pulling the heads off a good running engine with no leaks)? It's a running motor which I heard running just a few weeks ago so I just want to establish what it is exactly It sounded amazing by the way. You would all loved to have been there listening and watching - I think I'm going to have my hands full in the rod...as it should be...lol) . So far, it's a supercharged 460 with what seems like all the good bits...but is it more? To be honest I really wasn't prepared for a motor like this to land in my lap so bear with me while I get the low down off you guys.
So, I need to measure bore and stroke but is this possible from underneath the engine? To have the heads off would tell us the whole story and I could measure the cam as well. Apparently I can remove the rear cam plug and get a number off the cam but I need to know what sort of compression and camshaft I'm running to know how to tune it but again, the previous owner assures me it ran fine and was very easy to drive with enough power to keep me busy for ages and just by looking at the thing you can only nod at the last statement.
However, enquiring minds want to know so I have to keep measuring. If it's a 460 then I agree, it looks like someone has put some real thought into it. The plot thickens.
Also, if it's been going since the 90s it might be time for a freshen up anyway.
The use of "429" in the part number is just a designation of sorts and does not imply that the components work with the 429 only and not the 460. For any given year of production, the 429 & 460 use virtually all identical components....just different crankshafts (stroke) and pistons (pin location). Even the cylinder boresize is the same between the two and so are the connecting rods, waterpumps, timing covers, cylinder heads, valve train, intake manifolds, balancers, cylinder blocks, etc. I suppose that the aluminum heads that you have use a "429" in their part numbers since they are based on the iron version of the 429 Cobra Jet engine, but these parts are used on either the 429 and 460 engines.
The A429 heads with serial numbers 2000-5000 were machined slightly incorrectly and this was cause for the intake and exhaust valves on any given cylinder to clip with VERY high lift & long overlap valve timing events (but not in most engine applications). The simple fix was to replace the original 2.25" intake valve with a 2.20" intake valve. Since your heads are serialized in the 6xxx area, your heads were machined as they should be....but Ford did go ahead and stay with the 2.20" intake valve diameter with all subsequent A429 cylinder head runs after the 2000-5000 glitch.
As far as bore and stroke, this is usually evaluated with the heads off the engine, but I suspect that your crankshaft is a non-stroked 460 crank based on the size and shape of the big end of the Eagle rods, and the way they wrap around the crankshaft journal. By the way, we know it is not a 429 stroke because the 460 = 2YAB while the 429 = 4UAB (on the same year of crankshaft production). Since your crank says 2YAB, we know it's a 460 crankshaft. You might be able to ballpark the stroke by feeding stiff wire (or a long screwdriver) down a spark plug hole and attempting to measure stroke....this may not be very accurate but it will be obvious if it is 3.85" or much more such as 4.14".
If it were me and the engine were running fine, I'd probably run it the way it is and not worry so much as even the camshaft part number. When it becomes time to freshen the engine, then I'd build it as I want it. Don't take it apart if it doesn't seem to need anyting (exeption: racing engine of unknown history).
A sensible person would do as you say and just drive it. It's clearly going to go harder than I need now but the curiosity is killing me. I was really hoping to find a stroker crank under there that I could use the casting number to prove the stroke, button it all back up again and live life as a very happy hot rodder. I have read your website (every word) and was not aware of how tough these 460s are. Pleasant and unexpected surprise.
I've always wanted an engine like this since "discovering" hot rods and now that I have one I'd like to make sure it's perfect. I bought it as a 514 so my heart's set on a 5 something. If it's not one then I declare this engine as requiring a freshen up and I may as well put a new stroker assembly in it.
I've spent many hours this weekend on here reading your advice to everyone and I like the sound of your 521 with the longer rods but does anyone you like still make a 514 kit? Speaking of which, I remember reading a comment you made something like "..514 (521 same thing)...". Can you remember saying that and what you meant by it. If this topic fascinating and have learned more about Big Block Fords this weekend than I ever did or expected to. Lovin' it.
Let's say it needed a freshen up anyway and I was deciding on going large while I was at it. I'm guessing you would stick to the 521 combo. But for a supercharger the build would have to be a bit different with low comp pistons. I'm not looking for the most performance I can get (half throttle on a stock 460 would be enough for a 34 coupe) I just want the thing to be drivable while being enormous enough to get a good laugh from me every time I drive it...and I really like the idea of having a 500+ci engine. Under-driven or not.
I removed the blower, spun her over and started measuring (these are rough figures at best). The stroke is certainly around or bang on 3.85" (98mm) and bore is at best 4.40" (approx 112mm)
Until I remove the heads this appears to be a very solid 460 with probably an 80 thou overbore and standard stroke.
Can I remove and replace the CJ heads without machining them again for flat?
Replace the head gaskets and install the heads. Since the engine is a runner, there is no need to resurface them just because they've been removed. Checking them for flatness is a good idea while they are off but not mandatory in your case. Looks like OEM head bolts, so follow the torque sequence and step up the torque as specified by Ford (30-70-140 foot pounds).
Today is a travel day for me so I will answer other questions later,
Yes, 501/514 rotating assmblies are plentiful. SCAT and Eagle both offer them, for example. Usually a 4.14" or 4.15" crankshaft (cast or forged), 6.7" or 6.8" rods (H-beam or I-beam) and forged pistons. I have a preference for SCAT products.
I really don't know why I would say, "..514 (521 same thing)..." unless the engine being discussed was a Ford Racing 514 crate engine, since they are the same thing as a 521 (the crate engine has always used a 4.30" crank, started as a standard bore engine but later was offered as a 4.39" bore engine). Or unless I was discussing the application of a certain component to be used in either engine.
Yes, you will really need to pay close attention to your compression ratio because of the small chamber volume of the A429 cylinder heads. Assuming you have a good 0.030" overbore and your engine will be a 501, I would think that you're going to need a very deepd dish piston, such as a JE brand that is offered with 39cc's of dish volume. This would get you down to about 9.2:1.
Thanks again Paul. I'll try to find that thread but I think it's the bore size that you were probably talking about. My block is about 80 thou from our measurements but we have yet to remove the head for a proper measurement to the thou.
I've also sent you an email to see if you can help me professional as well.
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Re: 514ci SVO identification help needed
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