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I have a C9VE-B Block and DOVE-A Heads on my engine and what can anybody tell me about these to things. 2nd when im driving for some reason everything will be normal then all of the sudden i lose power and when i hit the petal it has a VERY dificult time moving the vehicle. also it diseal's. So does anybody have any ideas on the matters.
A C9ve-B block is a 2 bolt main 429 CJ for a 69 or 70 torino.
71 429 mustangs have a casting on the block
Slightly larger thermact-air boss, 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.
Valve sizes are 2.09" intake and 1 65" exhaust.
I am pretty shure those are both desirable pieces...the block and heads....:D
The motor is dieseling because you are operating a high compression motor on low compression fuel. Dieseling is detonation. The fuel is exploding before the piston gets to top dead center. This can result in broken pistons and rings or pistons with a hole burned through the crown if you continue to operate it on junk fuel. Either lower the static compression ratio by changing to dished pistons or bolt some later heads onto the block that have a larger combustion chamber, such as D3 (1973) or D4 (1974) heads. Do not use D2 heads, they're junk. Or, use high octane fuel in the motor.
Back when these motors were built, we had good quality leaded fuel available at the pumps. The tetraethyl lead in the fuel slowed down the burn in the combustion chamber so that the motor could operate at a higher static compression ratio without detonating. We no longer have that fuel available to us at the corner gas station.
The power loss could be anything. I'd start with the least expensive first. Run a ground cable from the motor to the firewall and from the firewall to the frame. Disconnect and clean all wire terminals and tighten them up. Make sure you have a ballast resistor or resistor wire in the feed line from the switch to the coil. This will allow a full 12v to the coil for starting, then the wire/ballast will begin to cut the voltage after warm-up to keep from frying the coil/points.
The block and heads are standard passenger car block and heads from the 1969 & 1970model years. The heads may or may not be drilled for Thermactor (smog air pump passages drilled into the heads...not a big deal). The heads are considred to be the desirable facotry iron passenger car heads.Quote:
Originally Posted by ryanmax88
Does it act this way as soon as the engine warms up? Check to make sure that the automatic choke is not stuck in the closed poisiton...for starters....Quote:
Originally Posted by ryanmax88
Paul
No, it is not. It is a widley used passenger car block, usually used in 1969 model year passenger car vehicles that had 385 Series engines (which the 1969 Torino did not). CJ/SCJ blocks are almsot always casting "D0VE-A."Quote:
Originally Posted by mooneye777
The Thermactor bumps are essentially unchanged over the years. Tom Monroes book is filled with incorrect techincal data; please do not refer to it as gospel because it is filled with erorrs.Quote:
Originally Posted by mooneye777
Paul
Hello, my name is travis, iv been reffering to these threads, hoping to find out what kind of 429 i have,i think the info you guys posted shined light on my situation,i purchased a 70 torino that happen to have (not stock) a 429 w/ a c6 auto for $500 bucks, well i thought it was just a plain jane 4v block, well it has D0VE-C heads,and D0VE-A block,which with the info posted it could OR could not be a 4bolt, but should have thick webbs, either way i gotta pull the damn oil pan off to find out if it is 2 or 4 bolt, o well i want to pull the motor & tranny to clean up the engine bay,ill find out soon,( even has a dual point distributer are those as good as every one says they are?......lazytorino
"even has a dual point distributer are those as good as every one says they are?"
Not compared to what's available today in the aftermarket.
this is some very good info... i have a d3ve block...cant remember the following letter...i was curious to as to what i have..a 429 or a 460...i will post up with the exact info for clarification
well of course i can get an electronic ignition, but i am using ford stuff,i was asking if they are a desirable, good to use, i hate electronic ignitions, there to easy, any ways nobody answered my question,D0VE-A blocks could be a 2 or 4 bolt, and they were used as CJ s ? i know CJs were D0VE-R, but all the info is stepping over its own toes. let me know....lazytorino**)
D3VE-A2A is a cylinder head casting number. Those heads were used on both 429s and 460s from 1973 through 1986, but they were on 429s for only one year: 1973.Quote:
Originally Posted by roostracing
What you can do is remove a valve cover and look for the alphanumeric casting date in the valve train area. Should be something like "3B20" or "7D27." If you can get this number and your engine is original as from the factory (not rebuilt), then we can determine if it is a 1973 or later engine which in turn will tell us whether or not you have a 429 or 460 (unless it is a 1973 casting, in which case it could be either a 429 or 460....but there are deeper probiing markings to look for that may confirm one way or the other).
Paul
The OEM dual point distributor is not to be confused with the aftermarket dual point performance distriubtors. If you want to use OEM Ford stuff in a performance application, then use the Dura-Spark electronic box and distributor (with a recurve kit). Where do you think MSD get's their pickup coils? ;)Quote:
Originally Posted by LAZYTORINO
D0VE-A blocks are indeed CJ applicable blocks, but they were actually used throughout the entire 1970 productin model year. 1971 is where most of the 4-bolt D0VE-A blocks are to be found. Look for your cylinder block's casting date in the lifter valley, which will be alphanumeric like the cylinder heads. This is not a garantee that your block is 2 or 4 bolt but might be encouraging....gotta pull the pan to be 100% sure. Lastly, all D0VE-A blocks are thick-webbed, there is no "D0VE-R" blocks but only "D0VE-A." The factory CJ & SCJ head castin number is "D0OE-R."
Paul
Try this; Kurt
http://www.aacncclub.com/
First off sorry for reopening a old thread but i have a couple of questions. My 429 has the DOVE-A block i was told this was a thunderjet now your telling me it might be a cj or scj?. Or did they just use the same casting numbers sorry i'm very confused.Quote:
Originally Posted by Paul Kane
Most all 1970 production 429s and 460s, used D0VE-A blocks, whether they be Thunderjets, Cobra Jets, or whatever.Quote:
Originally Posted by whatisit?
Paul
Ford used a lot of engine blocks in different applications, which can be very confusing. The differences sometimes are just stroke length, other times, in combination with head space and stroke length. Paul is the 429/460 expert here. If you wait a while he should check in and be able to guide you. He also has a website where he builds all sorts of big block Ford motors, and has lots of useful info in regards to heads etc.
www.highflowdynamics.com/
So how do i figure out what it came out of or can't I?. This is going to drive me nuts if i can't figure it out lol.Quote:
Originally Posted by Paul Kane
Who cares?? Why does it matter where the engine originated if you're building a unique combo?Quote:
Originally Posted by whatisit?
Or...do you mean that you wish to determine whether it is a Thunderjet or a Cobra Jet? If that's the case, then you need to provide the engineeering revisions of the castings.
We enthusiasts tend to quantify our engines/components by engineering revisions (mistakenly referred to as "casting numbers" or "date codes"). These engineering revisions indicate which components we have and thereby further indicate the overall potential of the engine.
The cylinder head casting numbers are located on the outside of the head, along the valve cover mounting rail and between the 3rd and 4th exhaust ports. The are visible simply by raising the hood and looking at the engine. You should be able to find a cast-in alphanumeric number, possibly one of the following:Or, it may appear similar to one of the above numbers but a little different.
- C8VE-A
- C8VE-E
- C9VE-A
- D0VE-C
- D2VE-AA
- D3VE-A2A
The block casting number is located on the ouside of the engine, at the rear of the cylinder bank, behind the starter motor and reads vertically. There, you should be able to find a cast-in alphanumeric number, possibly one of the following:Or, it may appear similar to one of the above numbers but a little different.
- C8VE-B
- C9VE-B
- D0VE-A
- D1VE-A2B (or other varying suffix)
- D9TE-AB
The above engineering revisions can suggest the potential that may be pulled from the parts you have, and that's all that really matters to most Ford performance enthusasts. If you need actual date codes for some reason (such as for "correct" classic car restoration purposes"), those are the alphanumeric numbers that are cast in the heads (valve train area) and block (lifter valley area).
Paul
I was just wondering if you were still coming around, Paul. I hadn't seen any posts from you lately, or maybe I just missed seeing them. Anyway, glad to see you still here. :)
Don
As mentioned about high combustion with low octane fuel.....to avoind pre detonation....retard the timing back a bit...low octane fuels have a short explosive burn.....where high octane fuel have a longer burn. If the thiming is supposed to be set at around 10 degrees advance......retarrd it to about 5 or 6 advance.....I would keep the setup you have and just get it tuned right for the choice of fuel.....todays new cars have knock sensors to send the signal to the cpu to adjust the timing for choice of fuel.
As fr the D2VE heads.....everyone says they are the worst....but specs show the are one of the better flowing heads and capable of sustaining up to 1500HP. understandably they are lower compressin heads compared to the D0VE heads but for a 90cc chamber.... all they need is a little cleaning, polishing in the chambers to get rid of the casting burs or sharp edges and then set your timing and fuel mixture to fuel choice and atmospheric pressure, and you wont have any issues of detonation.