AR15.Com Archives
 Ford 460 build up
Chromekilla  [Team Member]
3/12/2011 2:41:30 AM
Hey guys,

I'm looking to build my 84 Ford 460 in my Ford F250 into a good motor. They are decent stock, but I have some additional plans and want information/help with me build.

The plan is no more than $5000 on the build, has to run on 87 octane or at the most 93, but I really would rather stay down towards 87 octane. Ideally has to be good for towing, general daily driving use, and be fast.

Thus far the plans are

+4 timing with a double roller
Holley EFI Setup
EdelbrockAluminum Heads
Hooker Headers, to a bigger exhaust
Cam
Better intake

I will also be running a TFI/HEI distributor so that way I can use the Holley EFI unit for timing.

Out of this I'd like 500-600 hp, and about the same torque.
Paid Advertisement
--
DonofKalifornia  [Team Member]
3/12/2011 5:33:48 AM
Before I would spend money on alloy heads, I would look at a stroker crankshaft. Get the engine into the 500+ cubic inch range. Strokers make more torque and let you run 87.
Madcap72  [Team Member]
3/12/2011 6:47:36 AM
I'd put $2500 into the engine, and the rest into brakes, transmission reliability (clutch that can take it if a stick, upgraded automatic if not), rear diff, and generally making it be able to handle that much power. Whatever was left of the budget, I'd put back into the engine.

http://www.carcraft.com/techarticles/116_0008_87_octane_ford_460/index.html



There's a car craft build where they built a 87 octane 460, 433 HP/ 491 FT LBS for around $3700 bucks. Not quite the number you're looking for, but a general guideline of what went into it.

Everything is going to depend on your experience, parts hookups, lucky finds and what not. Don't discount local auto swap meets, sometime you can find GOLD there for nothing. (I found a NASCAR ford 9" ring and pinion that had been retired for $200 once, still in immaculate shape, they just pull them after X amount of hours)
Chromekilla  [Team Member]
3/12/2011 9:25:23 PM
Yeah I am putting a center force dual friction clutch, t19 is a capable trans, dana 60 front and rear. Brakes I'm converting the rear to disks and I am running hawks front and rear. Appreciate the advice. So with out upgrading my crank shaft I won't be able to run 87, at my desired hp range and what would the reason for this be?
Glock63  [Team Member]
3/12/2011 10:54:35 PM
That kind of power is not gonna happen with a streetable truck capable of towing and running 87 octane. Shoot for 425-450, and emphasize low and mid range torque and you will be much happier. You dont need a +4 timing set if you get the proper cam. Skip the expensive aluminum heads and find a reputable porter to rebuild and port your stockers. Bump your compression to about 9.5-1. Total Engine Airflow is a head porting company to check out. Headers with 13/4 inch primaries, dual 2.5in exhaust is a must. Check out a dual plane intake like the edelbrock performer. Get a cam with intake duration in the mid to high 220s at .050 valve lift. Getting the holley FI unit tuned correctly, as well as the proper timing curve will be the most important part.
AnticitizenOne  [Team Member]
3/13/2011 10:52:37 PM

Originally Posted By Glock63:
That kind of power is not gonna happen with a streetable truck capable of towing and running 87 octane. Shoot for 425-450, and emphasize low and mid range torque and you will be much happier. You dont need a +4 timing set if you get the proper cam. Skip the expensive aluminum heads and find a reputable porter to rebuild and port your stockers. Bump your compression to about 9.5-1. Total Engine Airflow is a head porting company to check out. Headers with 13/4 inch primaries, dual 2.5in exhaust is a must. Check out a dual plane intake like the edelbrock performer. Get a cam with intake duration in the mid to high 220s at .050 valve lift. Getting the holley FI unit tuned correctly, as well as the proper timing curve will be the most important part.

I think this is excellent advice.

Also, stay wide with the lobe separation on the cam, and favor the exhaust side.
Glock63  [Team Member]
3/14/2011 12:12:04 AM
Originally Posted By AnticitizenOne:

Originally Posted By Glock63:
That kind of power is not gonna happen with a streetable truck capable of towing and running 87 octane. Shoot for 425-450, and emphasize low and mid range torque and you will be much happier. You dont need a +4 timing set if you get the proper cam. Skip the expensive aluminum heads and find a reputable porter to rebuild and port your stockers. Bump your compression to about 9.5-1. Total Engine Airflow is a head porting company to check out. Headers with 13/4 inch primaries, dual 2.5in exhaust is a must. Check out a dual plane intake like the edelbrock performer. Get a cam with intake duration in the mid to high 220s at .050 valve lift. Getting the holley FI unit tuned correctly, as well as the proper timing curve will be the most important part.

I think this is excellent advice.

Also, stay wide with the lobe separation on the cam, and favor the exhaust side.


Absolutely.
DarkCharisma  [Team Member]
3/14/2011 11:07:04 AM
Originally Posted By AnticitizenOne:

Originally Posted By Glock63:
That kind of power is not gonna happen with a streetable truck capable of towing and running 87 octane. Shoot for 425-450, and emphasize low and mid range torque and you will be much happier. You dont need a +4 timing set if you get the proper cam. Skip the expensive aluminum heads and find a reputable porter to rebuild and port your stockers. Bump your compression to about 9.5-1. Total Engine Airflow is a head porting company to check out. Headers with 13/4 inch primaries, dual 2.5in exhaust is a must. Check out a dual plane intake like the edelbrock performer. Get a cam with intake duration in the mid to high 220s at .050 valve lift. Getting the holley FI unit tuned correctly, as well as the proper timing curve will be the most important part.

I think this is excellent advice.

Also, stay wide with the lobe separation on the cam, and favor the exhaust side.



With higher lift, won't that be hell on the springs?
Glock63  [Team Member]
3/14/2011 2:24:02 PM
We didn't specify a lift, just some general guidelines for choosing a cam. Here is one from comp cams I feel would be ideal for the OP's proposed build. It would be a torque monster with slightly higher compression, good exhaust, and mildly worked over stock heads. Valve lift on the exhaust side reaches .574, which is fairly agressive for a flat tappet cam, but not a problem for todays high quality double valve springs.

http://www.compperformancegroupstores.com/store/merchant.mvc?Screen=PROD&Store_Code=CC&Product_Code=34-239-4&Category_Code=FHFTCX4X
DarkCharisma  [Team Member]
3/14/2011 2:25:25 PM
Originally Posted By Glock63:
We didn't specify a lift, just some general guidelines for choosing a cam. Here is one from comp cams I feel would be ideal for the OP's proposed build. It would be a torque monster with slightly higher compression, good exhaust, and mildly worked over stock heads. Valve lift on the exhaust side reaches .574, which is fairly agressive for a flat tappet cam, but not a problem for todays high quality double valve springs.

http://www.compperformancegroupstores.com/store/merchant.mvc?Screen=PROD&Store_Code=CC&Product_Code=34-239-4&Category_Code=FHFTCX4X


Cams are one of the few things I have done very few of. Need to learn more in this area; thanks.
Interceptor_Knight  [Member]
3/16/2011 2:47:30 AM
Spend the cash on more cubes..... http://www.flatlanderracing.com/strokerford-460605.html
You can use early factory iron heads (C8VE, C9VE, D0VE) with a little work and 600+ cubes to reach your goals....
Madcap72  [Team Member]
3/16/2011 3:26:47 AM
Could always do a "junkyard" turbo setup. With the right planning, should work well.
only1asterisk  [Team Member]
3/16/2011 1:21:24 PM
Recipe I followed for my 460 build:


Intake System:

750cfm Holley DP professionally calibrated for your application
Edelbrock Performer Rpm Intake Manifold

Cylinder Heads:

D0VE head with mild port job, chambers polished, and port match
(315-ish/180-ish cfm @.600)
Intake valve size 2.08
Exhaust valve size 1.65
Roller rockers.

Short Block:

Comp Cam Custom Spec Hydraulic flat tappet cam or equivalent
Based on the Xtreme Energy Hydraulic Series
Intake Lobe 5443 and Exhaust Lobe 5203
(Specs:268/280 adv., 224/230@.050, .524/.544 lift, 110 LSA)
Compression around 9.5:1
Stock crank
Stock rods with good bolts
Standard volume oil pump
Stock oil pan with windage tray


Cheap and easy.
Chromekilla  [Team Member]
3/16/2011 2:22:30 PM
Originally Posted By Madcap72:
Could always do a "junkyard" turbo setup. With the right planning, should work well.


I actually want a turbo, if I could some how retro fit a turbo and a jake on a gas motor I would do it. I had a button in my Dodge pickup that said "jake" on it. I would go down a hill down shift hit that let out the clutch and my exhaust would sound just like a jake.
Chromekilla  [Team Member]
3/16/2011 2:23:28 PM
Anyone know how a junkyard turbo from like a Cummins would do with a TBI or MPFI unit?
kapnkrunch  [Team Member]
3/16/2011 4:36:51 PM
If you wan't to read about turbos till your eyes bleed go to http://www.turbomustangs.com/ They have subfourms for pretty much anything you can turbo.
Glock63  [Team Member]
3/17/2011 12:03:21 AM
Originally Posted By only1asterisk:
Recipe I followed for my 460 build:


Intake System:

750cfm Holley DP professionally calibrated for your application
Edelbrock Performer Rpm Intake Manifold

Cylinder Heads:

D0VE head with mild port job, chambers polished, and port match
(315-ish/180-ish cfm @.600)
Intake valve size 2.08
Exhaust valve size 1.65
Roller rockers.

Short Block:

Comp Cam Custom Spec Hydraulic flat tappet cam or equivalent
Based on the Xtreme Energy Hydraulic Series
Intake Lobe 5443 and Exhaust Lobe 5203
(Specs:268/280 adv., 224/230@.050, .524/.544 lift, 110 LSA)
Compression around 9.5:1
Stock crank
Stock rods with good bolts
Standard volume oil pump
Stock oil pan with windage tray


Cheap and easy.


Very similar to what I had in mind. Bet its a torque monster. The comp cams treme truck cam I selected has very similar specs, except a wider lobe separation angle. A wider LSA should produce a wider torque curve and smoother idle, in theory.
SINGLE_SHOT  [Member]
3/26/2011 7:07:09 PM
Jump over to 460ford.com lots of great info there.
Paid Advertisement
--