I’ve been a long time lurker here but this is my first time posting. I have a 1974 F-350 with a 360 and a 4 speed. I also have a really nice 460 out of a 1995 F-350. I was thinking about installing the 460 in the 1974 F-350. I have the bellhousing and I was going to get the flywheel and clutch kit from L&L. My question is about the motor itself on which way I should go. Should I just get the carb adapter from Reincarnation Automotive and use the fuel injected intake manifold and fuel injected heads? Or since I have an extra set of E6TE 460 (which are identical to the D3VEheads) sitting around, should I put those on the fuel injected motor and use a regular intake. I will be using the stock cam installed straight up because I have found for brute low end torque it’s hard to beat the stock cam. I have ported the D3VE castings on the exhaust side before using the instructions at Reincarnation. He doesn’t really have much on the site about fixing the exhaust side of the fuel injected heads though. Which way would be the better set up head and intake wise? I have built several 460’s over the years but they always used the D3 heads. This is my first time having a chance to use the F3TE heads. I know I would lose some compression going to the E6 heads over the F3TE heads. Just not sure if the F3TE heads are that much better than the D3VE/E6TE heads if they have been ported on the exhaust. All answers are greatly appreciated.

 

The stock cams are easy to beat when it comes to making low end torque.

 

Crower has a cam that I like the specs on. It has 203/210 @ .050 with .481” and .488” lift in a 112 lobe separation angle. Problem is I couldn’t get it for a long time. I suppose they are having a hard time getting camshafts like Comp and everyone else.

 

You don't need 210@ .050 on the exhaust side of the engine if torque is your goal. That's just blowing your torque out the exhaust pipe. The cam you need will have about 200@ .050, will be a single pattern or close to it and it'll be ground on about a 108 lobe separation not 112.

 

I have spoken to Scotty from reincarnation automotive and I think I will get a custom ground camshaft from him for this application. He showed me some numbers from a carbed EFI engine they just dynoed and I have to say it is impressive. The EFI heads make pretty much the same power numbers as the D3’s but their peak horsepower comes in at a lower rpm than the D3’s which I figure is because the F3 is a higher velocity head. So I think I am going give the EFI heads a try.

 

A head with higher velocity ports should fill the cylinders better at low speeds. I think that the EFI heads will be interesting. If the same amount of horsepower comes at a lower RPM then that means that the low speed torque is higher which should be better in your application. I used the D3 heads in my recent 460 build for low speed torque because they already fit but I bet a reworked EFI head would be superior.