well the old mercury block in my truck took a flop and is seized...buddy felt sorry for me and gave me the motor from his 85 supercab so long as i cut the truck up...

its a smooth running less than 60k miles motor...

it goes in my lifted 79 f250 4X4 with 39.5s

heres the parts list i have for it...was wondering if the parts are worth installing and what kinda power it'll make...wanna run pump gas

stock bottom end with new clevitte bearings and melling hv oil pump
lunati cam 214/214 w/.514/.514 with matched lifters
1970 429 timing chain and gears
D0VE heads with valve job and new springs and 1.7 roller rockers
either a edelbrock preformer rpm or a weiand stealth intake
a 2" carb spacer with an edelbrock 750- offroad upgraded
L &L shorty headers with 2 1/2" exhaust and 40 series flow masters

please remember i either have the parts laying around or there already in the truck and i don't wish to buy more..

do i need a stall converter for this motor setup?

 

I assume those are .050 numbers on the cam duration. But honestly no that really doesn't need a high stall. Stock or MAYBE one of the slightly over stock TC will work just fine (as in 2-400 rpm over stock)

 

thanks for the input i will just probably run the stock ones any idea on the motor output???

 

this may help

275-300HP 460ci

Intake System:

Holley 600-750 vacuum secondary
Edelbrock Performer (non-RPM) Intake Manifold

Cylinder Heads:

Heads can be D0VE or D3VE
(No Port work. Just good 3 angle valve job.)
Intake valve size 2.08
Exhaust valve size 1.65
Stock rockers.

Short Block:

Comp Cam Custom Spec Hydraulic flat tappet cam or equivalent
Based on the Xtreme Energy Hydraulic Series
Intake Lobe 5437 and Exhaust Lobe 5430
(Specs:240/250 adv., 196/206@.050, .476/.479 lift, 112 LSA)
Compression around 8.0:1
Stock crank
Stock rods
Standard volume oil pump
Stock oil pan

Exhaust:

Passenger cast-iron manifolds to dual 2.25" pipes with H-pipe. Good flowing 2.5" Magnaflow mufflers or equivalent.

Summary:

87-octane. Horsepower peak at 4,100 rpm. Keep redline to 5000 rpm.

300-325HP 460ci

Intake System:

Holley 750 vacuum secondary
Edelbrock Performer (non-Rpm) Intake Manifold

Cylinder Heads:

Heads can be D0VE or D3VE with mild port job
(315-ish/180-ish cfm @.600)
Intake valve size 2.08
Exhaust valve size 1.65
Stock rockers.

Short Block:

Comp Cam Custom Spec Hydraulic flat tappet cam or equivalent
Based on the Xtreme Energy Hydraulic Series
Intake Lobe 5430 and Exhaust Lobe 5232
(Specs:250/268 adv., 206/218@.050, .479/.493. lift, 112 LSA)
Compression around 9.0:1
Stock crank
Stock rods
Standard volume oil pump
Stock oil pan

Exhaust:

Passenger cast-iron manifolds to dual 2.25" pipes with H-pipe. Good flowing 2.5" Magnaflow mufflers or equivalent.

Summary:

91 octane. Horsepower peak at 4,500 rpm. Keep redline to 5500 rpm.

325-350HP 460ci

Intake System:

Holley 750 vacuum secondary
Edelbrock Performer (non-Rpm) Intake Manifold

Cylinder Heads:

Heads can be D0VE or D3VE with mild port job
(315-ish/180-ish cfm @.600)
Intake valve size 2.08
Exhaust valve size 1.65
Stock rockers

Short Block:

Comp Cam Custom Spec Hydraulic flat tappet cam or equivalent
Based on the Xtreme Energy Hydraulic Series
Intake Lobe 5430 and Exhaust Lobe 5232
(Specs:250/268 adv., 206/218@.050, .479/.493. lift, 110 LSA)
Compression around 9.0:1
Stock crank
Stock rods
Standard volume oil pump
Stock oil pan

Exhaust:

1.75" headers to dual 2.5" pipes with H-pipe. Good flowing 2.5" Magnaflow mufflers or equivalent.

Summary:

91 octane. Horsepower peak at 4,500 rpm. Keep redline to 5500 rpm.

350-375HP 460ci

Intake System:

Holley 750 vacuum secondary
Edelbrock Performer Rpm Intake Manifold

Cylinder Heads:

Heads can be D0VE or D3VE with mild port job
(315-ish/180-ish cfm @.600)
Intake valve size 2.08
Exhaust valve size 1.65
Stock rockers.

Short Block:

Comp Cam Custom Spec Hydraulic flat tappet cam or equivalent
Based on the Xtreme Energy Hydraulic Series
Intake Lobe 5430 and Exhaust Lobe 5232
(Specs:250/268 adv., 206/218@.050, .479/.493. lift, 110 LSA)
Compression around 9.0:1
Stock crank
Stock rods
Standard volume oil pump
Stock oil pan

Exhaust:

1.75" headers to dual 2.5" pipes with H-pipe. Good flowing 2.5" Magnaflow mufflers or equivalent.

Summary:

91 octane. Keep redline to 5500 rpm.

375-400HP 460ci

Intake System:

Holley 750 vacuum secondary
Edelbrock Performer Rpm Intake Manifold

Cylinder Heads:

Heads can be D0VE or D3VE with mild port job and port match
(315-ish/180-ish cfm @.600)
Intake valve size 2.08
Exhaust valve size 1.65
Stock rockers.

Short Block:

Comp Cam XE262H Hydraulic flat tappet cam or equivalent
(Specs:262/270 adv., 218/224@.050, .513/.520, 110 LSA)
Compression around 9:0:1
Stock crank
Stock rods with good bolts
Standard volume oil pump
Stock oil pan with windage tray

Exhaust:

1.75" headers to dual 2.5" pipes with H-pipe. Good flowing 2.5" Magnaflow mufflers or equivalent.

Summary:

91-octane. Keep redline to 6000 rpm.

 

appriciate the heads up info... turns out my heads a 1969 castings and not 70 my machine shop even tryed to buy them off me.. and i noticed most of the motor buildss you listed use 91 octane.. is it possible to build a 400hp 460 on pump gas with the parst i have and what would i need to change??????? at 4.25 a gallon and 8mpg i really could use the savings..

 

biggest problem is the heads. the early heads don't gain any flow potential only higher compression. the higher compression gains you hp but also forces you to use higher octane fuel. To get into using lower octane your either going to need really dished pistons or get later model heads.

That's why I have for years tried to stop guys from saying the answer to power is D0VE heads. They don't provide more power during a rebuild and ONLY up the power on a head swap due to higher compression. There is no inherit advantage to the early castings on a street engine being rebuilt with new pistons.

 

thanks what kinda compression will that give me????
and i'm planning for gasket port matching and some minor port work..
maybe i'll deal with 89 octane if i can get the engine to run it..

 

I am looking at a set of D0VEs next to a set of smoggers as we speak and you can not tell me that the exhaust ports dont flow better. The diff is huge... just saying.. its hard to believe

 

that was my thought i have 3 other sets of heads a stock 76 merc 460 set, a 71 dove set and 94 fuelly heads... the 69s that i have has intake ands exhaust ports larger than every other set i have... the fuellys come close but without injection i've been told they won't work..

 

flow benches don't lie. Scott at reincarnation tested them both ported and unported and there was very little difference.

He isn't the only one that has found that out. so yes I can say it.

Here you can look for yourself.

http://www.reincarnation-automotive....r-index-1.html

As noted, unported there is a 6cfm difference. That amount of difference would take a dyno with zero other variables to see.

And ported the D0VE increase to about 20cfm difference, still not enough to make a difference except on a dyno. And even at that it's only above .700 lift. Not many guys are running .700+ lift cams on the street, and those engines are barely streetable. Most usable cams are in the .500-.550 lift range and the heads for all intents and purposes identical ported or not.

Kinda like that list of engine builds done off of what manufactors say their parts will gain. It's a list not based of dyno or provable builds and rarely actually get there. But even that list mentions the heads can be either, only thing to make sure of is the compression ratio.

 

IMO the D3's are the only street head to use. If you don't want to or have a lot of money to invest just use the 88-93 FI pistons and get the block decked down, either way you will need to deck your block. Mill the D3's just to flatten them off, your not looking for anymore compression with those pistons. I ended up right around 9.5:1 with mine. Low enough it runs fine on 89 I have even ran it on 87 if I got to go a long ways. You can easilly tune the dizzy to make up for crap gas and not loose a whole lot. I don't run my D3's anywhere near stock. They have bigger valves, milled for studs & guide plates, spring seat cups, PC seals, bronze guides and are "sensible" ported. Seats blended, gasket matched, ex smog port removed, and widened a little where the head bolt passes through & thats about it to the ports. On a street head as far as porting goes you never want to trade off reliability for a few cfm's that wont be noticed.

 

loving the head info.... sounds like gasket match check 4 square and install my 69s... am planning to use the 85 pistons, non efi, anyone got a guess as to compression with this setup????

 

Would have to make a lot of assumptions. BUT if your leaving the pistons down in the bore .010, and those are 22cc dish (I seem to think stock pistons in 85 were close to that, and with D3 heads that would be 8.25:1 so sounds right) should end up around 9.6:1 if the C9VE heads haven't been shaved any.