Alright guys I am here to get your opinions, I have a 79 short bed 4x4 ranger that currently has a locked up 351M. I recently aquired a used 460 out of a 1977 lincoln car unfortunatly the heads are the d3ve a2a's. I have begun to buy parts bit by bit every check, so far I have bought a 6quart deep rear sump oil pan with longer pickup tube, new timing cover as mine was eaten down to paper thin thickness, A new Comp Cams 268H high energy cam hydraulic flat tappet kit with springs and lifters,Comp Cams timing chain and gears. Edelbrock Performer Air Gap intake, of course new motor mounts from broncograveyard to plant the beast in its new home, and a new flywheel for the c6.The engine is internally ballanced(no hatchet weight) so i did get the flywheel to match. I want to have the engine hot tanked, bored 30 over stock, and get the crank polished. I plan on reusing the stock connecting rods with new pistons although im not sure what brand to use. Also plan on a set of fenderwell exit headers to let it breathe and possibly a truck avenger 670 carb along with a full MSD 6AL set up.
Of All the stuff I listed I know im missing something thats where you guys come in. What did I miss? Im hoping for about 400 horsepower,and a ton of torque. Is there anything about my set up i should change? I appreciate any input

 

check out the 460ford site. Great information. The D3's ported will flow right up there with the lower cc heads. With the right pistons and block decking you can get the compression ratio to where ever you want it. One thing that is very important is to make sure you have the right combination of parts and not just a bunch of individually good parts. I've only build the one engine and its not even running yet so don't take my word for it. I'm mostly just repeating information I've learned along the way. With a big heavy truck, low end torque is more important than high rpm HP.

 

The MSD setup is overrated in my opinion. Your factory ignition will work find. I would suggest a 750cfm carb, I went with a Holley.

 

most definitely visit 460Ford website....LOTS of VERY knowledgeable people there.

 

460 Ford Forum

If you want some real technical stuff, they are definitely the best source. Although, since a lot of people here have done this swap and/or frequent that site, you will probably get a lot of your questions answered here as well.

 

Take a look at Keiths build...he has a 460 also.

 

I did just swap mine in, but didn't get too technical in my write up. I do have all my specs from the machine shop/parts I ordered though on hand.

 

I think your cam and intake will work well together. What CR are you shooting for? A pump gas motor? Towing or not? Stall converter? Rocker arms? Rocker ratio? The 670 holley will feed that engine fine all the way to 5500 I would say, possibly more if you tune it well, My 670 supported my 460 at 6000 all I wanted.

Keep in mind that the cam you are looking at is getting into roller rocker/adjustable valvetrain territory, Be very very meticulous about the pushrod length. That cam and intake should work well together. I would shoot for about 1500-2000 rpm stall converter depending on tire size and rear gear ratio.

Flat top speed pros should net you 9>10:1 depending combustion chamber and deck height. What elevation are you? All things to consider. Good luck.
http://s1089.photobucket.com/user/RM...55f20.mp4.html
http://s1089.photobucket.com/user/RM...39780.mp4.html

 

Thanks yall, i will for sure check out the 460ford site! I appreciate all the comments, i have never ran a holley but i wouldnt mind giving one a try,
And as far as use. This truck will mainly be used for cruising, minor towing of an atv trailer or 16 food trailer, I wouldnt mind running 93 octane. Im hoping to run 38 inch tires and do a gear reduction to help turn em, probably use a stock stall converter as i dont plan on racing but will be doing a shift kit and minor transmission work to the c6 if that wouldnt put too much stress on anything, Not going to turn more than 4500-5000 RPM max.

 

From what I hear over there, the Duraspark II ignition is the way to go. I bought the Centech harness to wire my whole truck and Jim over there was adamant about not using the factory ignition. Never got a clear reason why. To minimize wiring I went ahead with the Pertronix III module mounted in the dizzy. It has a built in rev limiter so no need for the additional ignition box. It mounts in an old points distributor which I got recurved to my application.

If you are going to port the heads yourself, get a membership to RHP's website for very detailed instructions and pictures to porting 460 specific heads. Awesome site. Scott Johnson (aka. Mad Porter). Even if you just do the basics it will make a big difference in the flow capabilities of the heads.

 

You can even buy his heads already ported and rebuilt for a very reasonable price.

 

Yes. Kinda wish I had gone that road. By the time you get machine work done with new valves etc. my machine shop bill alone was 900 or so. Of course doing your own porting is a great learning experience and self satisfaction. Hope it works. Lol.

 

Doing your own porting could also lead to a set of f'ed up heads.