![]() Then save up for an engine overhaul, to either have the 429 thunderjet heads rebuilt and massaged or, some aftermarket aluminum ones-and slap them onto a fresh 460 shortblock, which will have better connecting rods-stock, plus 30 more cubes. I would run the 429, since it sounds to be a non daily driver, deal with high octane fuel, and additives for the valves. The transmissions should be very similar, I have heard the C6's behind 460's had one more clutch in the trans, more holding power. Also, sadly the thunderjet heads will not have hardened valve seats(leaded fuel), which will wear faster than the smog heads, which have induction hardened seats. The 429 will make more horsepower and torque-however the high octane fuel required to utilize the compression will cost big $$, especially nowadays. This was back in the 70's, and it ate head gaskets at an unbelievable rate - no Fel-Pro's back then. Just as an example, my 74 F100 with a 429 thunderjet, 780 vac holley, headers, 298/510 hyd cam, and a 3000 stall converter ran mid 13's at close to 105 in the 1/4 with 3.25 gears. If you were swapping heads and had access to a die grinder, porting the exhausts out a bit will help. Any improvements to the exhaust side of either engine will help a bunch. Changing the crank gear to straight up will give you another 20lbs/ft of torque. If your looking to roast the weinies, the 79 460 will still do that. I'm bad at math, so someone else can figure the ratio out. Like dirt racer said, the 460's heads would work on the 429 and lower compression. The heads are quite detonation resistant, thanks to the zero piston deck height, and the closed combustion chambers, but you might run into some problems with detonation due to the high compression ratio. The 429 will blow the 460 into the weeds. The camshaft was also retarded 8 degrees to reduce smog. Later heads went to 95 cc and the block deck height was increased to help lower compression. The C9VE heads have a 75cc chamber, and piston deck height is at or near zero. ![]()
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