460 Build Info

[ford4wd08]

Who knows anything about rebuilding a 460?

This would be the last year carb motor (86) with the Holley carb.

I'm not after much as I know the sky can be the limit.

Thinking of a good trip to the machine shop, a new intake manifold/carb, straight up timing set (not retarded), new cam, and maybe a set of shorty headers.

From what I've found on other dead forums, that can do a lot to these big block ford's.

Looking for a good torquey motor in a F-350, not a high HP application in a 1/4 mile rig.

I doubt it would see over 3500 rpm.

 

[franklin2]

Just freshen it up like you are planning. It's not much different from any other v8. Make sure the intake is dual plane and stick around a 600 cfm carb. Use a mild rv cam or use a stock type cam.

 

[Uncle Gump]

I know enough about them that you should get a fuel card that saves you money on every gallon purchased.

 

[alwaysFlOoReD]

There was a "fuel saving" intake made back in the 70's. I have one and will post a pic if I remember next time I'm at storage.

 

[ford4wd08]

I know enough about them that you should get a fuel card that saves you money on every gallon purchased.

There was a "fuel saving" intake made back in the 70's. I have one and will post a pic if I remember next time I'm at storage.

Luckily I don't have a long commute anymore!

The truck it is in is desirable as it gets in my opinion. Solid front axle, leaf springs at each corner. Manual hub, manual t case, 5 speed, and dual wheels.

 

[ford4wd08]

Just freshen it up like you are planning. It's not much different from any other v8. Make sure the intake is dual plane and stick around a 600 cfm carb. Use a mild rv cam or use a stock type cam.

That's what I'm thinking. I don't know that I need any porting for what I'm after. Maybe I just keep a look out for heads already ported someone is trying to move. I'll stick with iron heads too.

 

[alwaysFlOoReD]

The intake ports are already huge. Probably too big. I wouldnt bother porting.

 

[ford4wd08]

The intake ports are already huge. Probably too big. I wouldnt bother porting.

I think exhaust side is where the 460 is lacking from my research. For a torque motor might not be that big of a deal.

A 3 angle valve job would probably be plenty.

 

[ford4wd08]

@19Walt93

You have any info on a rebuild of a 460?

 

[Eddo Rogue]

I had an old (Y2k era) issue of "Engine Masters" magazine with a Fueling 460 on the cover. I wonder if its reproduced online now, it would be a good read for you. I love the 460.

 

[19Walt93]

@19Walt93

You have any info on a rebuild of a 460?

Some. I think of the 385 series- 429/460- as basically big Windsors, and like Windsors, some have different crankshaft imbalances but I'm not sure when it changed. There are aftermarket heads available but they're mostly based off the old Cobra Jet heads so the huge ports would hurt low end power. I'd use stock heads and probably just smooth up the ports. A manifold like an Edelbrock Performer would work good, if the "fuel saver" manifold mentioned is an Offenhauser Dual Port don't use it. Offenhauser splits their manifolds down the center instead of matching runners to the firing order. That works great on a 2.8 because of their 1-4-2-5-3-6 firing order and lousy on most anything else. A 600 cfm Holley is plenty for a torque engine, the #80457 is my go to carb, it's vacuum secondary with an electric choke. I initially used a Pertronix distributor on my 351 Ranger but replaced it with a Napa branded Duraspark distributor because the centrifugal advance had an 8 second delay built into it that Pertronix said was normal. If you use a Ford distributor, spend some time on the advance curve, most stuff from the 70's and 80's advances too late and too little. Be conservative on your cam choice, 220 degrees duration at .050" is probably too big for what you're doing.

 

[ford4wd08]

Some. I think of the 385 series- 429/460- as basically big Windsors, and like Windsors, some have different crankshaft imbalances but I'm not sure when it changed. There are aftermarket heads available but they're mostly based off the old Cobra Jet heads so the huge ports would hurt low end power. I'd use stock heads and probably just smooth up the ports. A manifold like an Edelbrock Performer would work good, if the "fuel saver" manifold mentioned is an Offenhauser Dual Port don't use it. Offenhauser splits their manifolds down the center instead of matching runners to the firing order. That works great on a 2.8 because of their 1-4-2-5-3-6 firing order and lousy on most anything else. A 600 cfm Holley is plenty for a torque engine, the #80457 is my go to carb, it's vacuum secondary with an electric choke. I initially used a Pertronix distributor on my 351 Ranger but replaced it with a Napa branded Duraspark distributor because the centrifugal advance had an 8 second delay built into it that Pertronix said was normal. If you use a Ford distributor, spend some time on the advance curve, most stuff from the 70's and 80's advances too late and too little. Be conservative on your cam choice, 220 degrees duration at .050" is probably too big for what you're doing.

Thanks for the info. Biggest issue I think I'll have is finding a machine shop that I can trust. Not many around anymore. I think I might have to drive a little to see if I can find what I want.

 

[ford4wd08]

Pulled this from another forum. I think the intake is slightly larger than stock in this build. Doesn't publish torque, but I'm sure it pretty good.....

275-300HP 460ci

Intake System:

Holley 600-750 vacuum secondary
Edelbrock Performer (non-RPM) Intake Manifold

Cylinder Heads:

Heads can be D0VE or D3VE
(No Port work. Just good 3 angle valve job.)
Intake valve size 2.08
Exhaust valve size 1.65
Stock rockers.

Short Block:

Comp Cam Custom Spec Hydraulic flat tappet cam or equivalent
Based on the Xtreme Energy Hydraulic Series
Intake Lobe 5437 and Exhaust Lobe 5430
(Specs:240/250 adv., 196/206@.050, .476/.479 lift, 112 LSA)
Compression around 8.0:1
Stock crank
Stock rods
Standard volume oil pump
Stock oil pan

Exhaust:

Passenger cast-iron manifolds to dual 2.25" pipes with H-pipe. Good flowing 2.5" Magnaflow mufflers or equivalent.

Summary:

87-octane. Horsepower peak at 4,100 rpm. Keep redline to 5000 rpm.

 

[alwaysFlOoReD]

Pics of intakes;
Edelbrock Streetmaster single plane lowrise
Weiand Stealth dual plane hirider
Stock 1968 dual plane lowrise

 

[alwaysFlOoReD]