Hey Guys, im gonna assemble and buy parts for my 460 as i go. Leave it on a stand and add to it as money permits. whats needed to be done to the bottom end to accept this stroker kit? what package would work best for it? I see its forged flattop pistons to. what casting head would be the right one to find to work with this. its going in a pavement pounding 2wd 84 f150. 9'' with a 3.55 ls. Plans to build a decent c6 for it too. I want about 500hp/500ftlbs

SCAT Engine Components 1-95005-1 - Scat Engine Rotating Assemblies - Overview - SummitRacing.com

 

Most (if not all) strokers need a clearanced block. And your goin all out with the 4.5" stroker! Since its a kit it should already have clearanced pistons too. As for the heads, almost all 460 heads are the same til you start talking about fuel injected ones. The only thing they changed over the years was the CCs, which in turn changed the compression ratio. But of course, if your goin to a stroker, youll wanna do some head work to make them flow. No 460 head flows very good, but all can be made to flow great! Hope this helps!

 

I'd start looking for a D9 block if you don't already have one. The cylinders are better suited for a stroker. Not 100% necessary but I'd hold out for one. What stroke & compression you are using will give a better idea on what iron head you can use if you are not going to buy a set of aluminum heads. By the time you prep a set of iron heads you would probably be better off just buying a set of aluminum heads. Figuring you would have to buy bigger valves, get all the machine work done, cc & mill, cut for spring seat cups, guides trimmed down, cut for PC seals, possibly some work done on the rocker stands to run a full roller rocker & hours of porting and polishing it all adds up quickly.

 

Soo is it much more to get a completely new 460 bottom end or am i better of with the stroker bottom end if im going all new anyway? I would love tp get aluminum heads. I will actually when the time cones after the bottom ends done

 

most of the stroker kits drop right in anymore without any clearencing of the block. THAT was from 20+yrs ago.

As mark said though, look for a D9TE block as they have a longer cylinder at the bottom and thus support the piston slightly better at BDC.

one of the things to remember is that with flat top pistons you want to stay away from the early heads. On a 4.5" stroke at .030 overbore and flat tops with a 8cc valve relief and D0VE heads your over 14:1 compression. Even with D3VE heads your almost to 12:1.
I would recommend dropping back to a 4.3" stroke for longevity and with a .030 overbore your still at 521cid. Ford motorsports 521cid engine with their heads makes over 600hp and Kaase got over 700hp on pump gas and a mild roller cam with his P51 heads on that engine.

 

^^^ Much agree. Even with the 4.3 stroke, youll more than likely be runnin a minimum of 93 octane, if not closer to 100 if you dont tone somethin down somewhere

 

I dont mind running high octane and octane booster haha. like i said its a toy. put gas in it friday night and run the hell out of it. does anyone have a link to a good kit thats about 514-521 with the 4.3'' stroke? I want to be able to say theres over 500 cubes in it. And want to be pushing over 500hp/500ftlbs. Im more than likely gonna look for scj heads. and get them ported and polished

 

SCJ heads arnt what you want. Theyre racing heads meaning you have to be revving high to make good power, thus youll lose your torque. And your numbers are a bit off. If your making 500 ft lb, youll prolly be makin 380-400 hp. Its harder to make hp in a big block than torque. And also, Id go more than .030 over. These big blocks can take as much as 1.5 over, though I wouldnt recommend going over 1.00

And Summit Racing has rotating kits for all the stroker cranks im pretty sure

 

At .080 you should be getting the block sonic checked and even though a few guys have managed to go .140 on a few blocks those are very very rare and almost always end up with 1 or 2 cylinders sleeved. 385 series blocks are thin wall castings. My 528 was .060 and I had a cylinder that were under .100 thick on non thrust walls when finished.

Here is a link to a block summit we did a few years back testing 35 blocks. Yes my block is one of them and yes i am in one of the pics. anyway here is some good reading on what we found that day.

Ford 385 Series Block Summit

from the data page here is Wes Litteralls block that is an .080 over block

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As you can see 3 cylinders are already below .100 and 1 cylinder (#8) is below what is considered min thickness on a non thrust wall of .090. You take that block another .060 and that cylinder is going to be under .060 thick.

This one was mine

03.gif

Also SCJ heads will work just fine on a stroker. If your talking the FRPP alum ones those are what ford makes over 600hp with. BUT I would recommend if your going that way to go with Kaase P51 heads since he designed both types and the P51s were the revised version making even better HP. TFS makes a good street head too but on a stroker you will definitely need to get them ported.

Also any of those heads are going to require a dished piston on a 500cid + engine.

 

So what woul be a good 475 500hp 460 stroker street engine? I like the idea of the p51s. I dont want to bore it more than 40 over at the most. That eay i dont screw the block for the future

 

Stay with .030 over as those will be off the shelf pistons rather then custom units. (basically .030 and .080 are pretty much off the shelf, anything else you have to order)

honestly if all your looking for is 475-500hp the TFS street heads will get you there just fine. with those heads you will need around a 32-36cc dish on a 521cid engine (4.3 stroke by 4.390 bore) to get you into easy pump gas range with the block zero decked and alum heads. 32 if you leave the pistons down in the bore .010 but don't leave them anymore then that when you deck the block.

I just checked summit and they list with 36cc dish scat rotating assembly. They also list a 26cc dish but with 74cc combustion chambers on those alum heads that leaves you at 11.44:1 with the piston in the hole .010. you can get away with that with premium gas IF you watch your tuning closely. It's on the edge of needing a little more octane then 91

 

Did some research... I was wrong. They dont advise going over .060 bore. Id swear Iv heard someone say you can go over 1.00... Maybe it was a different engine or somethin lol.

Anyways, Id still stay away from SCJ heads. The port sizes are so large that they actually decrease torque. Bigger ports = less torque. Smaller ports = more torque (to a certain point)