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Old 07-13-2006, 03:24 PM   #1 (permalink)
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429 thunderjet vs 429 cobra jet

could anyone tell me the difference between the two. the only diff i see is that one has mech cam, diff carbs,headsand intake but is everything internal the same????
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Old 07-13-2006, 03:51 PM   #2 (permalink)
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429 thunderjet vs 429 cobra jet

same on the inside I believe.

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Old 07-13-2006, 07:43 PM   #3 (permalink)
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429 thunderjet vs 429 cobra jet

I'd read the CJ/SCJ had wristpins offset to help straighten the rod earlier on the power stroke- checked my old 69 copcar engine last week, its got offset pins too.
One parts book I looked in years ago said my heads were CJ castings, but the valves were smaller? C8VE-A if I recall correctly...think the early C8/D0 heads were all basically similar closed chamber/very high compression with valve diameter machining the biggest difference...but dunno, just a guess. I remember looking up numbers on this motor long ago(1981 when I wrecked car/rebuilt it) and 429 compression varied from 10:1/10.5:1/11.3:1 depending which book you looked in...
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Old 07-13-2006, 07:53 PM   #4 (permalink)
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429 thunderjet vs 429 cobra jet

near as I can tell, just about ANY Ford engine I've torn down has offset wrist pins.

CJs and SCJ's had a different rod, which is the same rod as a truck rod.

Thats about all I know
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Old 07-13-2006, 08:00 PM   #5 (permalink)
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429 thunderjet vs 429 cobra jet

429 CJ/SCJ Blocks

The Four Types of 429s
(Thanks to Dan Davis)

First was the base 429, known as the Thunder Jet (TJ). It came in T-birds and full size Fords in the late 60's and early 70's. Typically 360 horsepower. By far and away the most common -- they made 100,000+ of these. Can be ID'd be block casting numbers of C8SE, C9VE, D0VE, D1VE among others and head casting numbers of C8SE, C9VE, D0VE among others.

Then there was the 429 Cobra Jet (CJ). It was built only in 1970-71. It was only installed in mid-size (1970-71) and pony cars (1971 only). 370 HP (likely underrated), thick strong blocks and massive ports int he heads. ID'd by D0VE-A and D1VE-AA casting numbers on the block and D0OE-R on the heads. No other numbers are CJ. Not too common, maybe a total production of 15,000.

The 429 SCJ was a stronger version on the CJ. The difference was forged pistons, solid lifter cam and four bolt mains*. The rest of the info is the same. Even less common with a production of maybe 3,000.

The baddest of them all is the Boss 429. It was rated at 375HP (grossly underrated). It came in special Mustangs (and 2 Cougars) in 1969-70. It had four bolt mains, aluminum hemi-style heads and looked like no other engine. ID by casting number on the block of C9AE. The heads ID themselves. Very rare and very expensive as only about 1,200 were made.

(* Correct for 429 SCJ Torino. On 71 429 SCJ Mustang, both 2 and 4 bolt mains were possible - JB)

I would list the link, but for some reason it gets screwwed up... hate to not give credit to the author.


<font size=-1>[ This Message was edited by: Beoweolf on 7/14/06 11:05am ]</font>
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Old 07-17-2006, 12:29 AM   #6 (permalink)
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429 thunderjet vs 429 cobra jet

One of my '70 Ranchero GT's has a 429 C9VE engine
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Old 07-17-2006, 08:17 AM   #7 (permalink)
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429 thunderjet vs 429 cobra jet

http://429mustangcougarinfo.50megs.com/components_3.htm
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Old 07-17-2006, 08:28 AM   #8 (permalink)
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429 thunderjet vs 429 cobra jet

Quote:
On 2006-07-17 08:17, 64 TBOLT wrote:
http://429mustangcougarinfo.50megs.com/components_3.htm
Great...thats the one! I couldn't get it to link back...it kept changing to fordmuscle for some reason.
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Old 12-23-2006, 11:00 AM   #9 (permalink)
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429 thunderjet vs 429 cobra jet

Hi All,
I have a D1VE-A 429 block. Is this a CJ block?

Thanks,
AJ.
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Old 12-23-2006, 12:20 PM   #10 (permalink)
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429 thunderjet vs 429 cobra jet

CJ's and SCJ's had more compression than the TJ.
The TJ was rated at 10.6:1 while the SCJ was listed as 11.3:1
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Old 12-23-2006, 01:30 PM   #11 (permalink)
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429 thunderjet vs 429 cobra jet

Quote:
On 2006-12-23 11:00, aj100 wrote:
Hi All,
I have a D1VE-A 429 block. Is this a CJ block?

Thanks,
AJ.
According to the information on the link. ONLY D0VE-A and D1VE-AA casting numbers on the block signify CJ/SCJ blocks. A visual indication should clear up any doubt - go to the link and read the information.

http://429mustangcougarinfo.50megs.com/decoding.htm

429 CJ/SCJ Main Bearing Webs

In addition to the casting numbers, CJ/SCJ blocks were signified by having thicker main bearing webs than the standard 429 blocks. The webs on the CJ/SCJ block get thicker, stepping from 1 to 1.4 near the intersection of the web to the sidewall while the base 429 block webs are noticeably narrower*.

* see the pictures on the link/web site, its obvious what they are talking about, once you see the picture.

Also the CJ/SCJ webs are taller and machined to the same height as the oil pan rail. By contrast, main bearing webs on the base 429 (Thunder Jet) block at right get thinner as they meet the sidewall and are not as tall as their CJ/SCJ counterparts. Instead they are as cast and end below the oil pan rail.

Two -vs- Four Bolt Mains

Since the two or four bolt caps were added after the block was cast, the casting number WILL NOT tell you if it is a two or four bolt main block. What it WILL tell you is that the block has thick main webs, making it a CJ/SCJ block (PI too).

Finally - 2 things to remember. First there are no "bad" LIMA blocks, just some are better than others. Second, these cars/engines are 40 years old and they were performance engines. It is likely that somewhere down the line the original engine may have been replaced, swapped, stolen, moved to another car... drop the oil pan and check the main bearing web to be sure.


<font size=-1>[ This Message was edited by: Beoweolf on 12/24/06 4:33am ]</font>
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Old 12-23-2006, 09:48 PM   #12 (permalink)
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429 thunderjet vs 429 cobra jet

The very early CJ/SCJ blocks were both 4 bolt mains, 2,3,4. After a certain point in very late 69, 70 production year, the CJ went to a 2 bolt cap. Then for 71 production they both had the 4 bolt mains again. Crank is a little better quality on CJ/SCJs, rods are diff with the "football" rod bolts. CJ had cast pistons, SCJ had forged, same comp, 11.3-1. Heads themselves are the same, only real difference is the rocker are studs. CJ is torque down, SCJs is 7/16" adjustable with locknut. SCJ mechancial cam, CJ hyd. SCJs noramlly had a 3.90 or 4.30 gear ratio with and oil cooler. But if it was ordered different, you never know what you might find. The CJ was also labeled Police Intercepter in 70-71 then they got their own heads in 72+ along with becoming a 460 to. When the CJ/SCJ engines endend in the Spring of 71 Ford used the blocks on the shelf to go into anything. So don't be surprised to find one in a wagon. Easy way to clear the shelves. IMAO, best setup is, a 460 with forged pistons in a SCJ/CJ block, with the regular heads with CJ/SCJ valves and more modern valve train setup. I had a 71 Torino Cobra, SCJ, 4sp. and it was a dog under 3000rpms. Once you had it rolling it really came on. 460 with the smaller ports, ported out on the exh side mainly, bigger valves, is a strong tough to beat setup.
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