i just would like to know the hp and torque between the two engines, if they were say both 1984 engines. just wondering if to put a 302 or 460 in my ride,89 CC 4x4, cause the 460/C6 revs 4000rpm on the highway at 100kmph(canadian milage hehe)

 

Mark,

Using 1984 engines as an example;

302/5.0L -

140 hp @ 3,200 rpm for the CFI unit
175 hp @ 4,400 rpm for the H.O. unit

240 ft.lbs @ 2,000 rpm for the CFI unit
265 ft.lbs @ 3,200 rpm for the H.O. unit

351W/5.8L -

180 hp @ 3,600 rpm for the V V unit
210 hp @ 4,000 rpm for the HO unit

250 ft.lbs @ 2,000 rpm for the V V unit
305 ft.lbs @ 2,800 rpm for the HO unit

460c.i. -

224 hp @ 4,400 rpm
357 ft.lbs @ 2,800 rpm

Those are all SAE NET figures from George Reid - High Performance Ford Engine Parts Interchange, publ'd 1998.

Regards,

 

sorry to sound dumb,I'm an Ironhead not a gearhead. If I have a van that say weighs in at 9,000 and some times tows a machine that weighs 10,000. Is a 351 going to do the job for me or will it just through nuts and bolds all over the road?

 

19,000 lbs would even work a 460 over pretty good. The 351 probably won't do a very good job. The 460 will probably get better gas mileage in this case as the 351 would have the secondaries open most of the time.

 

Something tells me your van probably doesn't weigth all of 9000lbs, unless you are trying to hide alot of dumbells inside. You may instead be talking about the GVWR, alot of people confuse the two. This is printed on the doorjam, and most of the time the weight of the vehicle is unknown unless you go have it weighed. But, if your van does really weight 9k, and you tow another 10k, then a stock 460 surely isn't even enough if you want to clear hills at any more than 15-20mph. However, be very carefull if this is the case, I don't think these vans (even the older E-350) are rated to tow nearly that much.

 

I think he has a step van (like a bread truck). If it is, the 460 would definitely be better. The 351 wouldn't last too long pulling that kind of weight.

 

Sorry guys, it a E-250 or maybe 350, has a pathfinder conversion, 4x4. And yes I have been on the scale (at the dump) it shocked me too. I did'nt even have half my tools in it. The 460 , when running right, did great 8 mpg, towing or not, hills and all. I have been thinking about putting a 351 in it that runs, but the more I read here, I dont know.

 

dozippy

Hang on to your 460, that big van will be very underpowered with anything less.

 

man are you sure that wasn't a Abrams Tank to Pathfinder conversion

Have you thought about diesel powering that beast...turbo diesel comes to my mind when I think of over 7 tons moving down the road

 

Superdave,
between you guys and my older brother I've decided to put the 460 back in, the problem is whitch carb to put and also joe says to get a new brain box for it ,some fancy high priced one. The engine has no emissions control, ?so should need no vaccum lines to the carb ? right. The vaccum lines have always been my downfall with engine. If it was yours what would you put in or do to it. ( distributor/brain/carb) im open for suggestions.

 

A 1976 won't have a computer (aka brain box). Perhaps Joe meant a different ignition box? The stock ignition is good enough for your application - and more reliable than any of the aftermarket stuff.

Even if there are no emissions controls, there will still be vacuum lines to the carb. The PowerEnrichment valve is vacuum controlled. The carb secondaries might be vacuum controlled. The little "door" in the air cleaner is vacuum operated.

Your '76 came from the factory with a PCV system - which includes a big fat vacuum line into the intake. Unless it has been removed, there would also be a charcoal canister, though it might not have any vacuum lines to it.

Post details about your setup and I'm someone here will have a vacuum diagram.

 

dozippy

Does your 460 have an EGR valve?

All you really need from the carburetor vacuum wise, is a part throttle vacuum line going to your vacuum advance diaphram on the distributor and the EGR valve if it has one.

And yes, the big PCV hose. That will be the biggest vacuum port on the carburetor and its full vacuum. That position depends on what carb you put back on.

The transmission modulator and heater control switch ( only vacuum controled if it has A/C ) valve vacuum supply should come from a port on the intake manifold which is also full vacuum.

I don't think I left anything out.