I got my 77 F250 with a 360 from some 73 truck. I am rebuilding the engine and want to beef it up some. I have read here about using a 428 crank in the 360. What do I have to change to use the 428 crank? Where is the best place to get this crank?(cheapest- I found some at gessford.com for $400-575, anything a bit lower???
The cam I'm looking at is the Comp Cams 268h.
Duration: 268 intake/268 exhaust
Duration at .050 in. cam lift: 218 intake/218 exhaust
Gross valve lift: .494 in. intake/.494 in. exhaust
Lobe separation: 110 degrees
RPM range: 1,500 to 5,500
Does anyone have experience with this cam?
I have a Edelbrock performer 390 intake, a holley 600cfm 4-barrel with vacuum secondaries, with headers on an otherwise stock engine.
I start tearing it down monday. Any suggestings are very welcome.
-Jason -Two tone blue 1977 F250 Ranger XLT Camper Special 360
Dropping a 428 crank into a 360/390 (4.05" bore) FE block will give you 410 cubic inches. With a .030 over bore, you'll have about 416 cid.
All you really need to replace are the crank, rods, pistons, and flexplate (or flywheel, I don't remember whether you've got a manual or auto tranny). You should buy new pistons for the rebuild, anyway, regardless of whether you're rebuilding it as a 360 or stroking to 390 or 410. The rods are the same for the 390 and 410. You need a new flexplate from a 410 or 428, because you need to externally balance the engine with weights on the flexplate (the 360 and 390 are internally balanced).
As for cost, I shopped around a little and recently bought a .010/.010 428 crank and matched set of rods for $275. The best price I found on a "standard" (not reground) crank was $300. Precision Engine in Houston offers reground 428 cranks complete with new bearings for $302.50.
Bottom line is that rebuilding as a 410 will cost you $150-300 more than rebuilding as a 390, due to the higher cost of the 428 crank as compared to the 390 crank, and the need for a new flexplate. You'll get another 20+ cubic inches, though, and word is that the 410 is a torque monster perfectly suited for a truck (mine is still torn down, so I can't verify that from personal experience, yet).
Eric's right. Some companies just take a standard Chevy grind and apply it to the Ford engines. Edelbrock is one example, they make two heads for the FE, 3 intakes and yet their cams are all single pattern and they only offer two.
On the other hand, Crower makes probably 12 or more FE cams for everything from towing to high rpm racing. The Crower Beast 292H is about the same dur but more lift and the rpm range is 1200~3800 with a redline of 5300+ and it's dual pattern.
Dual pattern is important because the FE needs some help with the exhaust.
Do the standard FE oiling mods (several post about this, use the search) do this before the cleaning by the machine shop or have it retanked and don't tank it with new cam bearings.
Use a dual pattern cam
block off the exhaust crossover under the intake for a cooler intake charge
Have the block zero decked (pistons at or very near top of block)
Spend a little time to grind out the hump on the roof of the exhaust ports and remove the air pipes in the exhaust (if you have them, they tap right out) A little bowl work helps these heads a lot as well as port matching as most headers don't match too well.
Run headers w/ dual exhaust
Run a HV or HV/HP oil pump with at least 6qts or more oil