BLOCK INFO gathered by DJOHAGIN

This info was taken from the old forum. It has been cleaned up and edited. Thanks for the good info.

Ford Production 460 Block Differences

Courtesy of Paul Kane

The available production cast iron block casting numbers are C8VE-A, C9VE-A, D0VE-A, D1VE-("xxx") and D9TE-AB.

I like to refer to all but the D9TE as the "early-style" blocks. The D9TE casting arrived in the 1979 model year and was utilized until the end of 460 production ( to 1996).

For the most part, all blocks and rotating asemblies are interchangable between all blocks except the D9TE. A D9TE rotating assembly will fit into an early-style block, but the opposite is not true.

All 429/460 Fords are internally balanced engines except for the D9TE 460, which is externally balanced.

These block identifying marks (D1VE, etc.) are not actual casting numbers but are engineering revisions that are cast into the block castings themselves. And they are what we enthusiasts refer to when identifying our factory iron, as they give not so much the year that the block was made but rather the revision of the block as specified by said engineering revision. (Actual date code is in the lifter valley.)

Early-Style Blocks: For the most part (and with small exception), the C8VE, C9VE and D1VE blocks are all essentially the same configuration casting with the thinner main webs. The thicker main web block is the D0VE block, which may or may not have 4-bolt main caps on 2,3 & 4. (Very few D1VE blocks may be thick webbed.) All Ford production 385 blocks can be decked as needed, so this is a non-issue detail.

D9TE Blocks: The externally balanced rotating assembly utilizes a crankshaft that has slightly smaller counterweights. This was done to so that the cylinders of the D9TE block could be extended about .1875" deeper towards the crankcase. I believe the cylinders were lengthened in the D9TE block because this block was revised to double as a big equipment truck block, and the dump truck rotating assemblies consisted of a very deep skirt piston that benefitted from the extended cylinder walls for support.

The deeper cylinders of the D9TE blocks are the reason that the early-style, internally balanced rotating assemblies will not fit (internal balance crank throws will not clear D9TE cylinders).

Since most prefer to use internally balanced rotating asembies in the performance applicaton, we usually opt for any block except the D9TE. There are also advantages to specific blocks within the group of early-style blocks, such as the D0VE-A's thick main webs...

Further, the D9TE block was presumed to be a lightweight ("late model") casting and therefore not very strong and also limited in it's overbore capability. But this belief is currently being re-evaluated for a couple of reasons:

1) No-one had yet evaluated D9TE cylinder wall thickness with a sonic checker, and preliminary testing suggests the block may not be so bad afterall.

2) Strokers have become popular and the D9TE's deeper cylinders offer more support for the increased-stroke rotating assemlies.

3) Most all aftermarket stroker kits use a crank with the dimensions of the externally balanced crank and so they fit the D9TE block as well as the early blocks.

Block Summit

Courtesy of Dave McLain

Here is a list of different blocks with weights and cylinder wall thicknesses:

http://misn.com/~frd460/blocksummit.html

If you have trouble finding the page, just use www.mclainsautomotive.com there is a link on the homepage to the block summit page.

Block Weights

2-bolt D9TE-AB 4.36 bore = 229 lbs

2-bolt D9TE-A2 4.39 bore = 221 lbs

2-bolt C8VE 4.36 bore = 206 lbs

2-bolt C9VE-B 4.36 bore = 210 lbs

2-bolt D1VE-A2B 4.36 bore = 223 lbs

2-bolt D1VE-A2B 4.39 bore filled = 245 lbs

2-bolt D0VE 4.36 bore = 219 lbs

2-bolt D0VE 4.440 bore = 204 lbs

4-bolt D0VE-A block = 221 lbs

A460 block, factory rough undersize bore = 302 lbs

A460 block, 4.473" bore, roller cam brgs = 265 lbs

A460 block, 4.625" bore, roller cam brgs, unfilled with caps = 255 lbs

A460 block, 4.634" bore, roller cam brgs, filled to deck with caps = 268 lbs

Screw In Block (Freeze) Plugs

Courtesy of Damon Sea

385 Series engines use 1 1/4 - 11 1/2 Pipe Plug. You can pick these up at any hardware stores.

Ford FE Series Engines use 1 1/2 - 11 1/2 Pipe Plug.

One will need to get the appropriate quality tap for the block and take it SLOW. I suggest mounting the block upside down on a level surface and go SLOW!! using lots of lube. A good tip is to measure the distance from the block to the cylinder wall and then mark or place some tape on the tap so you don't interfere with the cylinder walls. Don't go too deep or your plug will be recessed into the block. AND TAKE IT SLOW!!

IDT Block Info

Courtesy of Jay

Difference in block castings and machining:

Premier vs. Ultra

The Premier and the Ultra use the same block casting and machining. If the main bearing caps were removed from both the Premier and Ultra blocks then would look the same. The main caps on the Premier blocks are of 8620 billet steel. Also, the Premier uses chrome moly studs and bolts. The Ultra uses cast Nodular caps with a standard grade 8 fastener. The cam bearing bores on both the Ultra and Premier are machined to accept a roller cam bearing (2.500" diameter). The as supplied bore diameter is slightly uder 4.500".

Premier vs. Sportsman HP

The block castings are different. The lifter valley is the most noticable change. The Sportsman HP has a production looking lifter valley. The Premier has a "beefer" lifter valley that includes the possibility of moving lifters locations. Also, the Premier has a siamesed water jacket which allows for a maximum bore of 4.700". The Sportsman HP block has a water thru water jacket that allow water to pass between the bores. The maximum bore capability is 4.500". The difference between the water jackets and the lifter valley is the primary difference in weight between the two blocks. Also, the main bearing caps and fasteners that are used in the Ultra block are used in the Sportsman HP. The cam bearing bores on the Sportsman HP is machined to accept the standard Ford cam bearing (2.250"). The as supplied bore diameter is slightly under 4.360".

Total Engine Weight

Courtesy of Phil

I just weighed my 545 today. Set up as follows it weighed 573lbs. 545 with canton main girdle,new style scj aluminum heads,edelbrock alu water pump,victor intake with dominator carb,older starter,gm 1 wire 55amp alternator,stock ford elec dist,stock type valve covers,stock flex plate. I have a rather small homemade alt bracket that doesn't weigh much. Hope this info will help some of the folks.