First, I'm sure this question has been asked at least 1000 times before on this forum...here's the 1001st:

When building up a 460 (or 514), what are the *best* heads for building up a torque-monster tow motor?

Now...maybe I'm planning big, but assume pump gas, reliable for longish distance towing, supercharged (think centrifugal and intercooled, but tuned to the low RPM range), full header/exhaust system, clean intake, and an aftermarket MPFI system to control it all.

I'd be shooting for 500-600lbs-ft at under 3500rpm for that build up, but the heads will have to breathe if they are behind a huffer.

Thoughts?

 

Well, you're right, it has been asked a 1000 times. And so far, there are 2 answers, depending on who you talk to.

1. Early high compression heads (C8 - D1 castings) which gave 10.5 compression stock.

2. D3 heads which were low compression heads but had a better quench factor to help with detonation.

If you want good comp ratio with the D3s, you need flat top pistons, and some head shaving or block decking. Block decking preferred, since you can bring the block to "zero deck" and eliminate a lot of detonation potential.

Stay away from D2 heads at all costs. They are a pinging nightmare.

Here's a real gearhead forum for 385 engines:

http://www.network54.com/Hide/Forum/85220

 

You won't need any power adder to get those numbers from a 460. Stock heads, either the old style (C9VE, D0VE's, etc) or the D3's will all produce over 500 ft.lbs in a properly matched well tuned 460. The early heads will give you around 9.5:1 in a later model block with later model pistons. The early pistons were flattops and the deck height was shorter, hence the 10.5:1. Shoot for around 9.5:1 and you can use any heads, C9's, D0VE's, D0OE's, or even D3's.
If you are looking to make more serious power, check out the new aluminum Super Cobra Jet heads. They have the potential for over 700 hp out of the box in a stroker motor. They should make over 650 in a 460. Ported heads can make even more hp. Edelbrocks and Blue Thunders are also good pieces from what I have heard as well.

 

Scroob & bigsnag,

Thanks for the info. I'll do some research in these directions...

 

hey Dan, just to straighten one thing out. the early Ford Heads that were C-8's had the best compression they were actually 11.0:1 compression from the factory you would most likey find these in the old T-birds. pretty nice to have 11.0:1 from the factory. have a great day. C.J.

 

The only 429s that were specified at 11 - 1 compression were 4V models. There were no difference in the heads, so I don't know where the extra half point of compression came from.

 

well digging alittle deeper i see that every year from 1968 thru 1970 from the Ford Service Manuals were categorized as 11.0:1 compression for the 4v engines.. as the C.C. volume differed from both engines alittle 74.2 - 77.2 for the 429 /460 engines..

 

if i rebuild my 460 with 10-1 pistons, would i have to go above 93 octane to avoid pinging?

 

In a word, yes. WIth 9.0:1 you could likely use regular. With 9.5:1 maybe, but likely midgrad or even premium. With 10:1 almost certainly 93.

 

Check out this thread for some 460/514 buildup sims on Desktop Dyno

The thread includes a link to Jon Kaase Racing Engine. Be sure to take the time to read about his redesigned Super Cobra Jet heads.

Brad

 

They may be sold tomorow, but if not I am looking to get rid of them for 1200 plus shipping. They would take standard ford 460/429 headers and make a great improvement over any stock casting. With porting they have been proven to flow as follows:

Lift Intake Exhaust
.1 75cfm 63cfm
.2 142 113
.3 210 151
.4 275 184
.5 307 214
.6 341 239
.7 367 256
.8 380 270

I have heard claims of guys getting 395 to 400 out of the exhaust as well, but never seen the flow break down from a bench.

The Chevy port BT heads are able to get the same intake flow and about 10-15 more CFM out of the ex port, but then you need to custom make your headers.....and that sux!

There is also a iron head called a EX-514 made by Flow Technologies. It uses a matching intake (single plane) and the heads are 2200 bare plus 600 for the intake. They can be reached at 734-454-4190. They are avail complete in a "stage 1" porting finish for $4,000 from Flow Tech. They have a website also, but it is currently not functioning, the site would be www.flowtechnologies.net if it were working. The EX heads flow as follows in stage 1:

Lift In. Exh.
.1 73 66
.2 145 128
.3 217 176
.4 283 210
.5 334 239
.6 377 261
.7 405 278
.8 420 293

Options also exist by using well prepared factory iron such as from Scott Main at www.mpgheads.com and also a lesser known but fast becoming a proven head master is Scott J. at http://reincarnation-automotive.com/ he can do combo of heads and cam complete and set up for your application.

Also, as I am sure most of us know, use a early timing set in any post 72 460 and you will get back the 40 or so hp that was lost as they put a 8 degree retart into the cam timing with the smog timing set. For a torque/tow engine use a stealth dual plane intake for maximum useable and tractable power.

Just my 2 cents worth....... :]