460 Ford???

Mine in a 56 1/2 ton long box.

1971 std bore 429 block with 1970 D0VE-C heads.

Heads are 75cc quench style (vs. SCJ/CJ heads which are 73cc quench style).
An old Ford bulletin recommends these over the SCJ/CJ heads as they flow better when the DOVE-C heads are port-matched and ported, install the larger SCJ/CJ intake valves/exhaust valves and do a new three-angle valve seat grind.
They will provide up to 75 to 80 HP more over the stock heads and up to 25 HP more than the SCJ/CJ heads.
That I did to these heads, along with bronze guides and stuff. Modifications were 1/2 the price of good aftermarket aluminum heads that may have given up to 100Hp over the stock heads.

Crane cam with 0.522 lift and 226 degrees duration at 0.050 lift good for the 2500 to 5500 RPM Range.

Two 450CFM street/strip Holley with mechanical secondaries, no choke.
Blue Thunder dual quad hi-rise manifold and 1 inch carb spacers.

Aluminum timing cover and aluminum Edlebrock hi-flo water pump.
Ford Racing 6 quart oil pump with hi-volume oil pump.
Canton windage tray good for 10 HP extra at 4800 RPM's.

Sanderson Headers with 2.5 inch exhaust and Flowmaster Super 40's.

Those are Blue Thunder ribbed valve covers with OTB air cleaners.
MSD 6AL with a 5600 RPM limiters.

All this gives 505HP at 5000 and 555 ft. Lbs. torque at 4200.
The HRT comes on real strong at 3000.

 

^^^Looks stout and all business engine compartment^^^^^

 

505 hp with that cam ? maybe 440 ish

 

Ran into a friend at Milan Dragway a couple years ago where he was running a full body 63 4dr Ford w/a 460 in it. Dont recall what was done to it but he was running 10.30's in it. I was impressed. Said he had to switch from an FE because they became "F*ckin' Expensive".

 

Hmmmm---- kinda like the rare and elusive 350 Shevee

 

Any motor you buy should be gone through before installation. 69 to 71 is what you want preferably truck engine.

 

You'll have to choose between those two, because Ford didn't put a 460 in a truck until 73. They didn't get the improved spot-faced rods until '76.

 

Well these are available and I always thought they looked great....have that Ford flavor!

 

The 385 series are great engines! I've rebuilt and used three or four 429s and one 460 and they are easy to pull power out of. This picture is of the 1970 429 (As in D0VE)that I rebuilt and put in my '56 F100 in front of a toploader (see avatar). What a blast to drive! Got another one currently on the engine stand with D0VE heads, good truck rods but bad block. Hope to find another old Ford truck that it can live in.

 

This setup sounds about 60 horse higher then it really is in my opinion, what with the small cam and 2-4 intake which usaully puts out less then a single 4bbl, but with said headwork I'm probably wrong, lol.

 

If you go for a used engine, beware of those valve guide seals as they fall apart with age and go into the oiling system. Just a note of caution.

 

I got some 68 DOVE heads for my 460 and the machine shop said the valves are $40 EACH!

 

1. If you have heads for a 1968 385 series engine the casting would say C8VE. The C stands for 1960-1969, 8 stands for the year 1968. D stands for 1970-1979 and 0 stands for 1970. The second number got kinda muddied after the early-mid 70s. D0VE heads are 1970. Lotta people seem confused on the D0VE heads; they are Dee Zero Vee Ee, not Dee Oh Vee Ee.

2. Your "machine shop" is blowing smoke where the sun doesn't shine. Unless you are living in Antarctica or some far off land, valves are nowhere near that cost. Check Summit, Jegs, Napa, O'Reillys, etc and research it yourself.
Hope this helps and saves you some money. Eli

 

This is an identical build to a 460, which dyno'd at 505 HP.

The only difference between the two engines is on the 429, the D0VE-C heads were port-matched to the intake and exhaust, not just ported.

The 2x4 intake was a recommendation from Holman Moody, who have extensive experience with 429/460's.

 

I think those guys are high on crack....
You should be able to get those valves waay cheaper than that....

 

I paid $145 for SS cobra jet intake and exhaust valves back in 2006.
don't think they have gone up that much in price.

 

Got a 77 460 out of a boat lincoln in my 57. Love it! Didnt go crazy with 30 over mild cam and a weiand intake. 770 holley (by the wat u guys think more carb or am i good). I feel it makes good power for a cruiser. Would love to put some good heads on it. Know that would wake it up! Very strong with tons of torque off the line


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I'm using a 600cfm vac secondary Holley on my streeter beater truck and it works well.

 

Its pretty easy to calculate what carb you need, just multiply displacement X rpm and divide by 3456. For a stock 460 you're looking at 5000 rpm so 460X5000/3456 gives you 665.5 so a 650 or 700 Holley is all you need. Lotsa guys think more carb is better but the trick is velocity of the fuel mix into the motor. Too big a carb reduces that velocity and less power is achieved. I ran a 700 Holley on the .030 over 429 in my avatar and it liked it alot. My red line was 5500.

 

So you built a 429 not a 460, you forgot to factor in the 30 less cubes, and its askin alot for a hyd.cam that is in the 220s at 50 to make 505 hp

 

While a formula is a way to get a ballpark number, it doesn't consider the particulars of a given engine or how it will be used.

Too big a carb can help peak power, but that oversized carb can't also be calibrated to meter well at lower RPMs or part throttle. That's why drag cars benefit from CFMs that are too much for a street engine.

 

I agree with what you guys are saying about my carb selection. At first i had a 650 and it felt alright. Few guys by me said to small and did the holley website calculation and it said 850! (Unless i did it wrong!) went to the 770 and did notice a pick up in power. Happy to see that im in the ballpark even if a tad on big on the bigger side.


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Sorry for beating a dead horse. Since i agreed with everything u guys have bestowed upon me i think im goin to throw that smaller carb on for shits and giggles. When i first put that carb on i was just learning how they work and how to set them up. Kinda trying my hand at al this stuff on my own. Now that i have some experience setting up a carb im goin to see how it runs with that


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From what I've heard, a mild 460 repsonds best to the old holley 3310 750cfm vacuum secondary carb. That's what I'm running on mine with good results, but I haven't tried a smaller one to compare, let us know what you think once you've tried the smaller one. Thanks.

 

One also has to take into account the VE (volumetric efficiency) of the engine, which is not constant in the RPM range and is usually at its highest where maximum torque is being produced.

For general reference, 75% VE can be used for low-performance engines, 85% VE applies to most high-performance engines and 95% VE is appropriate for most fully modified racing engines.
Many "smog motors" produced during the 1970's and early 80's never make it past a 70% VE.

In the example given for the stock 460:

460x5000/3456 = 665.5 x 75% = 499.13 CFM

Therefore a 500 CFM carb is ideal for that motor, and possibly a 550 CFM carb.
Anything larger will be over carbureting an engine and just a waste.

 

Have to totally disagree with that calculation. Different engines like different carbs. The 460 tends to like a little more carb. I wouldn't use anything less than a 600cfm. The stock carb my 1977 F-150 with a 460 was a 650cfm spreadbore Holley. I'm also on the 460Ford.com forum and there are many proven engine builds using the 750cfm holley.

 

I got one if u want it come get it

 

Well, you're welcome to disagree.

That's the age-old theory to determine "optimum" CFM.
I didn't make it up.

For instance, increase the RPM by 500 revs in that formula , and you would get 549.01, which would say a 550 or 600 CFM carb. If its got a hotter cam, then you would use a different VE factor than the one used (75% VE) in the example.

An aftermarket intake will have better flow than the stock intake, hence another consideration.

And just to prove that nothing is constant, each manufactures carbs flows slightly differently. That's why there are tuning adjustments on certain carbs.

Its a theory with some science to it. I didn't say it was "perfect".

 

I bet it does!!!

 

I would not trade my 460 for any 2 small block or big block chevy's . especially in a Ford !!