Does anyone have any experience stroking a 460? I want to build a stroked 460 (517) with around 12:1 compression, and run it on propane. I would rather have more, than not enough. Any thoughts? BTW this will go into a 79 F250 C.C. 4x4.
Thinking of using a gear vendors box, anyone using one of these?
I have a 97 f-250 with 460. I have been looking at 545 (4.5 ") stroker set. I have had some luck googling stroker sets , but also have technical concerns. I am visualizing a lower compression 10-1 and just wanting eneugh heat to have a few clutch problems LOL. I do know a guy in eugene oregon who has built a 545 ford through another friend. I will probably see him labor day weekend, and am planning on picking his mind. If you would like I can see If he would be interested in any further contacts.
Heads would be the biggest issue. At 512 ported stockers (and I mean good, professionally ported, flowed and larger valve D0, C9, C8 heads) will work, get up into 545, and you'll need some extra breathing if you want to start spinning past 6K. Be weary of no name stroker kits, the cheap price you pay upfront you'll end up spending in the end on a Scat or Eagle kit.
I just built an .080 over 514 with a 4.15 stroke. Looking back, I wish I would have gone with a 4.3 or even 4.5 stroke and make a 545 or 557, and I have never heard anyone say they wished they had made there stroker smaller, so I would go big the first time. I think a really solid, reliable build would be a 4.3 stroke with a .060 over 4.42 bore. Should make around a 528.
I am running a cast Ohio Crankshaft, Eagle H Beams, and Diamond flat tops with Kaase P51's. Probably makes around 650 HP. The cast crank is probably the weak link.
I try to stay practicle in regards to things rely on
I appreciate all I am hearing. I am pulling about 10,000 lbs behind my ford, and its not all bad (even on thirty fives).I dont want to make so much power that I scatter things. My vision is to go 545 stroker, but for torque mostly. I'm invisioning 10:1 or 10.5:1 compression with a max rpm of 5000 or maybe 5500. I just ordered the banks power pack (cold air and full exhaust kit) and other than that shes a stocker. I love the fact my 97 460s fuel injection, brain, cruise control, indicator lights and gauges all work smoothly. "Heads are the first problem". I can see the point (I have looked into those tiny ports), and respect that thought very much. Is it possible to use 1997 factory fuel injection on any other (than 97 ) head configuration/does any one know? Another concern of mine is that the fine aluminum heads will heat and cool at a different rate than the cast iron block, occaisionally consuming a head gasket. I have heard that some-where before. Any thoughts ? I think I know where I can get an older 460 for next to nothing, right on through the four speed and transfer case, but I am so fond of '97 5 speed. I believe I was told it is an eighty seven 460 if that means anything to any-one in regards to inter-changeability, or flow potential from a cast iron head.
Last edited by green97f250; 06-20-2009 at 04:54 AM.
Reason: title is not right
first don't go with the 545 in your application, your looking for dependability so the 4.3" stroke is a much better choice. with a .030 overbore that gives you 521 and won't have as much side loading issues and have better rod ratio. Leave the 4.5" stuff for race engines and weekend only cruisers IMO.
Next ignore and call to use the early heads like the D0VE (or C8, or C9) from the factory they don't have bigger valves but they DO have much smaller combustion chambers which will cause you issues with compression. (even with a 22cc dish and leaving the piston down in the bore .010 your at 10.82:1 on a 521, and 11.27 on a 545) The D3VE heads will flow as well and give you better choices for compression ratio. But remember 10.5 and iron heads is at best premium pump gas range.
Now if you want to run that much compression then alum heads would be a better choice and they will work ok.
But if your wanting to stay with the iron heads and the fuelie setup I suggest porting your factory F3TE heads you have now with bigger valves etc. Scott at reincarnation auto in Tacoma (I see your listing wa as your location) would have some insight and if I recall even has done some playing with the fuelie heads with good results.
how about catalytic converters? My banks exhaust goodies are in town. I totally like the idea of the 521 as my plan for the day that I re-build it to the core, and towing I obviously wont want to let her go to far, before rescue point. I have recently read some info on high flow aftermarket cat's(mostly a summit catalog). I live in a place where DEQ testing does not happen, and truck is over 50,000 miles (at 98,000) so it is legal to change by epa standards. I notice alot of the aftermarket units say they flow well eneugh to handle up to 7.5 litre engine just like the cat I have now (on my 7.5 litre). Would I make gains now and need flow later eneugh to merit a deviation from stock at this time,or does current unit flow well eneugh to serve my needs? again I just want to gain some power, not shake the whole block. this miniscule little point is eating me alive. 3" pipe by the way, with high flow muffler,headers, fresh air etc. totalling a said gain of 68 lbs torque and 49 horse to the ground. almost posed a technical question with no data. I should also mention that I have it in my head,to port the heads as next step in build,before all out stroke job. Maybe someone out there can even suggest a specific unit or point out an error in my thinking,(like when i try to learn things about my ford from a summit catalog) It's all good :-) I appologize for double message. I thought I had lost this one.
The sacred Banks Power Pack Exhaust kit has arrived! This kit claims gains of 69 ft lbs torque and 49 horse to rear wheels. It mostly consists of a cold air intake, headers,3" pipe and a high flow muffler unit. Kit is set up to re-use stock catalytic converter,and this causes me to race wildly through a lot of thoughts I have in my head. I want to get the heads ported next, and then the 521 stroke job sounds perfect, with a little lower compression than I spoke of previously if that is possible(my knowledge of specifics on this topic are quite limited). I do not face DEQ testing where I live, and at 98,000 miles the EPA is past jurisdiction on this matter as well. that is about all I could learn from the summit catalog.does any one have an opinion on this topic? would a other than stock high flow unit (cat) be better placed in system now? I hate to change it again later. I would even welcome criticism on my thinking if someone feels I'm worthy. If a new high flow cat is worth pusuing,can anyone recomend a specific unit,or good specs to look for?
i built a scat stroked 501 last year for my 79 f250 reg cab 9.1 compression edelbrock heads/750 cfm carb/air gap intake/roller rockers/headers/2.5" duels/hei ignition ect the reason i went with 500cid is i find its a good compromise between power/milage and drivability idles like stock,gets 16 mpg with gear venders over drive and will surprize a lot of poeple off the line very happy with the results so far
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factory fuel injection on any other (than 97 ) head configuration/does any one know? Another concern of mine is that the fine aluminum heads will heat and cool at a different rate than the cast iron block, occaisionally consuming a head gasket. I have heard that some-where before. Any thoughts ? I think I know where I can get an older 460 for next to nothing, right on through the four speed and transfer case, but I am so fond of '97
5 speed. I believe I was told it is an eighty seven 460 if that means anything to any-one in regards to inter-changeability, or flow potential from a cast iron head.
