I'd say the basics are, whatever you do, make sure you bump up compression. Get it up to around 9.5:1. Don't go any higher or you 'll have to run premium of mix your fuel (too expensive and a pain in the butt). And also do something with the exhaust side, i.e. headers and duals. I'd personally go with an X-pipe, too. Compared to open headers with an X-pipe you should have the same hp but you'll actually gain torque!!!! Everyone says keep the cam small and I would agree to a point. In a 460 (lot's of cubes and decent stroke) you can use a larger cam than might think. I have a Comp Xtreme 4x4 262H with 218/226 dur @ 0.050 and .514/.524 lift and it is NOT too big. I lost zero on bottom end. It has tons of torque, yet will still wind out to 5 grand. I almost wish I would have gone with the next larger cam. Comp says it's the largest you can use with a stock converter, I say BS. It has enough low end to light up the tires from a standstill if I take off in 2nd!!!! That's with 3.25 gears. Overall, I love my engine combo. I could give you all the details if you want them. As for a water pump, I run a Weiand Aluminum and I really like it. Lightweight and really does the job.
Here's the scoop. I started with a 1975 truck 460. It has been bored 0.030 over and decked 0.010. I'm using the stock crank turned 0.010/0.010 rods/mains, and stock rods (D0OE) reconditioned and fitted with ARP rod bolts. Pistons are TRW forged domies. Heads are D3VE cut out for CJ valves, ported and polished with combustion chambers polished giving 99 cc's. Heads were also milled 0.010 giving a CR of right at 10:1 and machined to accept pushrod guide plates. Heads were fitted with stainless Milodon megaflow valves 2.245/1.72, Manley dual valve springs, Crane pushrod guide plates and ARP studs. Ford Racing 1.73 aluminum roller rockers do the honors of opening the valves for the Competition Cams Xtreme 4X4 262H. The cam has specs of 262/270 with 218/226 @ 0.050 and gross valve lift of 0.514/0.524. The cam was set at 105.5 intake centerline by way of a 9 position Ford Racing double roller timing chain. Keeping the whole thing lubed is handled by a Melling high volume high pressure oil pump spun by a ARP shaft. Cooling is accomplished with a beautiful Weiand aluminum high volume water pump and a 160 degree thermostat. The engine is topped off with a Weiand Stealth intake and and Edelbrock 750 (which I have now recalibrated with 0.116 mains and 0.113 secondaries as well as 7" Hg step-up springs to maintain adequate fuel). 93 octane fuel is delivered to the carb via a Holley high volume fuel pump. Exhaust gasses exit through Headman headers with 1 3/4" primaries and 3" collectors and travel through 3" duals into Summit turbo mufflers. I'm currrently running stock ignition components set at 6 degrees BTDC initial. It's backed up by a C6 with a stock converter and a B&M shift kit (street performance level) and a Ford 9" rear end with 3.25 gears. I wanted to build a hot 460 which I could still use for a daily driver and as a tow vehicle, therefore low end was somewhat of a priority. I've got tons of low end with plenty out to 5 grand, too. It's really the best of both worlds. Desktop Dyno put me at 431 hp and 560 ft. lbs. of torque. I now have a little over 500 miles on the engine and I love it. If anything I wish I would have gone with a larger cam. It is a beast and hopefully it will only continue to get stronger as it loosens up. Hope this was enough info. If you have any specific questions about cams, CR, heads, anything, just let me know.
I'm also considering building up a 460 for towing. I agree with staying under 9.5 CR. My thoughts are also considering a stroker crank. I know that a few companies made them and that they where mostly used for racing applications, but would it benefit the 460 for towing. I have acccess to a late '70's block that I would put hypertechnic(sorry about spelling) pistons in, A melling high volume oil pump, cleavite bearings, good quality roller timing chain, I would use later mid '80's heads with the larger combustion chamber. The carb would be stock 750 cfm with headman headers and dump exhausts. (Headman says to use a 3" to 21/2 reducer after the header as it actually rates higher torque) I may go with the eldebrock intake also. Porting heads and a multi-angle valve job are where I plan to make gains also. Any other input would be appreciated and especially commments about the stroker crank. As for the cam, I'd consider going somewhere between the towing cam that compainies offer and one of the more aggressive cam's.
[QUOTE] It's backed up by a C6 with a stock converter and a B&M shift kit (street performance level) and a Ford 9" rear end with 3.25 gears. I wanted to build a hot 460 which I could still use for a daily driver and as a tow vehicle, therefore low end was somewhat of a priority. I've got tons of low end with plenty out to 5 grand, too. It's really the best of both worlds. Desktop Dyno put me at 431 hp and 560 ft. lbs. of torque. I now have a little over 500 miles on the engine and I love it. [QUOTE]
I'm wondering what mileage you are able to get with a setup like this.?
I've got pretty similar set-up except I'm running a holley and slightly larger cam don't have the specs for it here though. Also using MSD billet dist., MSD-6 box., stock coil (soon to be replaced). Same intake, headers, except I'm running flowmasters, c-6 w/ stock converter and shiftkit. This is in a regular cab, long bed 79 F-150. I get 8-9mpg city or highway, actually got 9mpg last trip i took that was all highway running around 70mph. Hauling stuff in the bed does not affect it any, have not towed with it yet, but do plan on it. The power and torque this motor has makes it a blast to drive. I also have a nitrous kit sitting on the shelf waiting to go on. Though I am first going to go with a new carb or rebuild the one I have. Its a holley 750 vac secondary, that is older than the hills. Been having trouble w/ the sec not coming on like they are supposed to, and with a small leak developing around the inlets. For carb I'm thinking of going with the new Holley avenger, a demon, or a edelbrock.
I am new to the forum. I have a few questions on a 460 build up.
I dumped a 460 in my 81' Bronco. Basically I am looking to build a good long block and am wondering where to start. The one I currently have smokes wayyyyy to much. I have some basics so far, Edelbrock cam, intake, and carb. I also have some L&L headers. Crane roller rockers, dual exhaust, Jacob's Electronics ignition system.
What I would like to do is find a 514 stroker kit, do head work, Fuel Injection, and a possible supercharger.
>Guys, if you want a torque cam, check out Comp Cams
>#34-228-4. My desktop dyno shows brutal torque from 2000rpm
>up. This is the one I'll be using.
Nathan, If your still monitoring the thread, How does the 228 compare with the 223,224 and 225 cams? I got the 225 in the engine now, but sometimes have second thoughts. What figures does "brutal torque" convert to?
[updated:LAST EDITED ON 08-Apr-02 AT 04:13 PM (EST)]Your '81 Bronco project sounds cool! If you are looking to go from 460cid to 514cid,F.R.P.P. has a 514 stroker kit(part # M-6013-B514)on page 44 of their 2002 catalog that lists for $2,200.They also sell the 514 crankshaft separately(#M-6303-A514) for $795(page 46).A set of 8 514 pistons(#M-6108-B514) for $465,and two different sets of 514 connecting rods(#M-6200-A514)($445)&(#M-6200-C514) ($695).All of these items are found on page 45 of the catalog,although it is probably cheaper to buy everything together in the M-6013-B514 kit.They also offer a complete crate engine(M-6007-C514) (page 13) for $7,395.A 514 short block assembly(M-6009-C514) (page 17) lists for $3,395.It sounds like you have collected most of the peices already,so these are out.As for adding EFI to a 514,I forget which magazine did a story on it,but it was about a EFI514 monitored by either EEC-IV,or EEC-V,and built by some Ford engineers.I'll have to see if I can dig up that article,and read it again.You could always go with an aftermarket EFI set-up.Good luck.