Well... a little note at the top of the screen keeps telling me that I haven't posted to this forum yet and I should jump right in and introduce myself.... so here goes...

What I got on the rubber:
1979 F-150 Short-Short bed
(some people refer to this model truck as a "Bronco" due to the rear seat and factory supplied shell)
351M, T18, NP203, Dana 44, Ford 9", 3.50 running gear on 33x12.50x15 street tires. No A/C (this is western Oregon).

Sitting on the garage floor:
One 460 block D1VE-A2B (needs boring)
Two 460 heads D8VE-A2A (work was done when I got them, the only mod was for unleaded gas)
Block and heads were out of a 78 or 79 Lincoln (or so I was told and the numbers seem to support that).
I've read some old posts questioning the existence of the D8VE heads, insisting that they don't exist and must be D3VE heads. These are spanking clean and are D8VE heads. Pictures available upon request.
A few misc parts for above... not enough.

Primary Goal: Build the 460 and shoehorn it into the truck.

Additional Goals: Good... no... BEST! gas mileage, ability to tow when I want and idle up hills (Oregon is chock full of those!) and 87 octane fuel.

What it will see: mostly pavement, some off road & logging roads, some towing, snow, town driving and an occasional tree stump attached to the other end of a chain.

What it won't see: 4500 RPM (unless the throttle linkage malfunctions), human manufactured mud holes, a race track or a speeding ticket.

History: I bought this "truck" about 15 years ago. I got a great deal on it because we both agreed that the crank was just about ready to fall out of it. I kinda liked the foot massage it gave through the floorboards until the oil pressure built. Now, about 50,000 miles later, feathering the throttle on downhill runs and cold starts produces a bit too vigorous foot massage.... I think it's trying to tell me something.

I picked up the 460 soon after getting the truck because I had no idea that the 351M would just keep on running like that with shot mains. I thought I had another 5,000 at most. The block's been sitting for about 15 years.

Now.... the hindrances: Two kids in college (Interpret that as LIMITED engine swap budget), and an ignorance of engine mods.

My thoughts:
Performer intake (plentiful and inexpensive, split plenum)
Performer carb (600 or 750? I'm thinking 600, Edlebrock says 750)
Cam: 252/252 or 252/260 or 255/265 or 256/268 (CompCam or equiv)
(so many choices... so little knowledge...)
Headers (if I can find an affordable set, otherwise it's off to the junkyard to run down some truck or van manifolds)

My questions:
1. Will the 460 bolt up to the 351M bell housing like I've heard?
2. I've heard a 390 flywheel will bolt up to the 460 crank. True?
3. Approximately the same flywheel surface depth into the bell housing? Or will I run into a clutch lever problem?
4. Can a 390 flywheel be tapped out for the 400's 12" clutch without problems? (I like sturdy clutch assemblies)
5. Same pressure plate depth? Same throwout?
(I've heard horror stories about clutch mismatch problems on this conversion although it usually involves using the 460 bell housing)
6. Will the smaller cams "choke" the 460 for my application?
7. Is the 600 cfm enough to feed a conservative build like this?
8. Any suggestions for cheap motor mount alternatives?
(A gentleman on eBay was selling 3/8" steel "adapter plates" that bolt to the block and to the stock 351M mounts. I think I could manufacture those fairly easily)
9. Any suggestions on rear sump oil pan/pickup/dip stick combos?
10. Alternator and power steering bracket alternatives?

I'm familiar with a few of the expensive aftermarket solutions that aren't mentioned in here because they're not sponsors. (I hope I didn't step out of line by mentioning a couple of manufacturers. I'm not saying their products are great (no experience!)... just plentiful on the used market.) I hope that my "short/short bed F150" will be accepted into this forum. A search through the Bronco, Swap and 385 Series forums indicates that this seems to be the most knowledgeable and most widely used forum regarding this swap.

Sorry to "shotgun" so many questions at once, but I would like to start collecting what I'll need as the "buys" arise.

Thanks in advance,
Craig

 

Craig...I put a 460 'PI' in a '79 F250 which had a 351 Windsor. I bolted right up. No mods to the bell housing or motor mounts. The 351 gave up 16 mpg, the 460 gave 6 mpg.

 

lets just say ive done one in the past few years to a 79 f 150 but it was a 429, not much difference. but 351/400 bell housing works, 390 flywheel does work but not worth it in the long run, just get one for a 460, and a clutch for one, engine mounts you can either modify 360 mounts to work or can buy new ones from LandL products for around 100 bucks, hopefully you have all the pulleys, and brackets to mount up your power steering pump alt etc. if you got around 1700 bucks LandL makes a great kit for ya. thats what i did man was it way easier than what my old freind did, he peiced his together and he always has problems with stuff. anywasy good luck with your swap, if your lookign for towing get a special grind cam made for towing, they seem to always work the best for me.a 750 will give you way better throttle response than a 600. good luck

 

Ejfitco, I think you meant a 351M and not a 351W right? The bolt patterns are very different for small blocks and 385 series engines.

 

i have a 76 F-150 that came factory with a 360 auto,4 years ago i swapped in a 460 and trans, the motor mounts are completly different, i got the mount stands at salvage for almost nothing, the motor slid right in, i used the power steering pump bracket from the 360 but i had to heat it with a torch and twist it a bit with a prybar, that bracket is still on the motor(i just bought an actual 460 bracket last week im installing tomorrow along with a new pump, steering box, and drag links etc....) i know nothing about the bellhousing questions, but i do know about the carb questions, some say a 750cfm is too much for a daily driver 460, i disagree 100%, i have a holley 780cfm vacumm secondary on mine, and with the timing tuned in and the carb set right i get between 10-15mpg depending on how im driving....7-8mpg when im trying to get somewhere in a hurry....but if i keep my foot out of it, i get smooth consistent power and torque with admirable gas mileage...other than the carb my engine is bone stock, for now......my friend also has a 460 that came stock with a 600cfm carb, it worked good but he didnt have anywhere near the power mine does, he switched to a 750 and presto he had a ton more torque and horseys, as soon as finances allow im going to get some 429 heads, an RV cam,roller rockers,flat top pistons, aluminum intake,headers and flowmasters, then we go to the dragstrip, but for now i drive her everyday, and love it...i have some pics of her in my gallery.....good luck on your build............

 

im yold you only need different motor mounts as for the fly wheel i think you would need a 460 b/c the starter is further away from the crank let us know how it goes im planning the same swap this spring i can almost watch the crank wander in my 351m good luck

 

Hi craig I'm alan
Now that we have that taken care of lets take care of some of your ?'s!
Yes the 351/400 bell housing will work but if your useing a 460 flywheel you will need to do some clearance work on the bellhousing and flywheel the crank on a 460 extends a 1/2" deeper into the bell housing hence the problem with clearance.
now if you use a bellhousing from a 80 up 351/400/460 problem solved no clearance probs. but if you cant find one ,what I have done several times is to use the 390 flywheel with ABSOLUTLY 0 problems I have done 5 conversions this way and there all still on the road with no problems what so ever! to do this you use a 390 input bearing turned down to the size of the bushing hole in your crank the inside hole not the outer one this takes up the 1/2" extra on the crank have your choice of clutch indexed to the flywheel and your finished with that part. Motor mounts if your truck had an m motor in it all you'll need is motor mounts get these from L+L products they have any and eveything you'll need to do this conversion BUT you will pay well just let me tell you what you'll pay for a complete conversion 1600.00 and my catoalog is 2 years old!
that gets you mounts,oilpan and pickup and pump,alt mount and drive kit, ps mount and drive kit ,headers and clutch and flywheel. there mounts are 120.00 you'll also need an oil pan from an 80 up 460 or any van that cam with a 460 these are rear sump pans you'll also need the pickup tube from the same motor. If your 460 has all the pulleys your set. the half ton you can use the alt and ps brackets the clearance will be close on the steering gear but works and if this is a bronco its gonna be realy tight and you'll have to do some changing to make it work. what I use on all my conversion's is a stock dooe intake in case your not familiar with that casting its the super cobra jet intake heavy yes but worth about 40 horse and a 625 carter or 600 edelbrock,speaking of on the front of your carb there's a # should be 1406 for a 600 1410 is a 750 cfm. and cams I use comp cams 4x4 extreme great torque all the way through. Mileage depending on gears and how its driven anywhere from 8 to 17 mpg! Anyway if you need any more help dont be bashful call -edit, do not post phone numbers, use email- I'm usually home about 4 pm if your in oregon we should be same time zone I'm in Idaho.CYA

 

sorry about the phone # craig my e-mail is( REMOVED NO E-MAIL ADDRESSES ALLOWED IN THREADS)

 

I have a 400 with a 650 cfm Holley, which I'm not too happy with. Have been thinking of changing to a larger Edelbrock. Is 750 cfm too much for a 400?

 

Be careful of the flywheel that you use. 390's will bolt on and will work, however there may or may not be balancing issues. Best plan is to mock up what you are planning and then have the rotating assembly balanced. A friend purchased one to do what you are planning. However it was for an external balance engine. Took out the rear main seal twice before it was figured out.
Also I have used a 600 vacuum on my F-150 for many years, 80% towing. Power has never been an issue. Most people go too big with carbs and cams. It all depends on what you are doing.
Don

 

personally i would stick with a holley, im not fond of edelbrock, but thats just my opinion, id say if your not happy with a 650(i dont like 650 holleys either, 750 holleys are much better)then go with a 750, if it turns out to be too much, then u can put smaller jets in it, ya know, you can even put bigger jets in that 650, pull the ones that are in it out, and go get some a size or two bigger.......then set that timing at 12degrees BTDC and your good to go....

 

hi heard this one before and just finished installing a 460 in my 79 f150 4wd .a little bit of work but worth it. things that will work with a 351 to 460 swap - starter, radiator , bellhousing frame motor stands things you have to change motor mounts[you can modify 390 mounts about $20 each or buy aftermarket ones] you really need a 460 flywheel and clutch assembly[you don't need and vibrations and you don,t want to do it twice do you] exhaust manifolds some cars[76 countrysquire for one] and all truck and van ones will work. as far as accessories go[ps , alt ,etc] you need the brackets off of a 460 truck or van the rest is pretty straight forward. as far as gas mileage good luck don't over build the motor its not necessary it made some big numbers right from the factory.it would be easy to make 375hp and 475lbft of torque.i can't imagine needing and more power in a daily driver remember its not a 2800lb drag car .