For my 460 with a 4speed behind it. Have a 390 flywheel. Bought a Dorman pn690032 bushing but it's 1.858 O.D.
Original bushing appears to have been turned down by .022 to fit the back of the crank that measures 1.828
The pilot bearing I got with the clutch kit measures 1.378 and seems like it will fit the inner step of the crank. Would it work if I used that bearing in the inner step? Or would the input shaft not be long enough to fit into the bearing? I have a T-19 trans.

 

Bump. Anyone???

 

Sorry I don’t really know any of the stuff for that combination, but I wanted to jump in and ask some questions.
Such as is the 460 original to the truck or did it come out of another vehicle?
Why the 390 fly wheel? Did 460s not come with manual transmissions, or was there another fitment issue?
Is it possible some 460 cranks came without the machining for a pilot bearing?

And I didn’t look up that doorman number you posted above, but is it for a 460 or something else?

good luck

 

And presumably someone will know the answer to the depth that the input shaft snout can extend, but ultimately you can measure that I would think.

If you’ve got all the components laid out you can determine if the stick out is far enough to reach a bearing on the inner surface.
When I read that the first time I kept seeing this image in my head of some vague memory of pilot bearings that were indeed pressed way down inside the end of a crankshaft.
But it’s too vague and I could just be imagining that because I can’t really put my finger on whether or not and he did have that deep seated bearing.

 

What year is the engine ?. Ford changed pilot sizes in 1971. Not sure if it would fit on the inner step. I'm sure some of the 4-speed guys out there would know what parts would work.

 

Engine is a 75 460 out of an RV. Was hoping someone would remember how they solved the pilot bushing issue.

 

My recollection (which is another way of saying I'm not positive) is that you use a pilot bushing for a 302 engine (and some others). This fits the inner step of the 460 crankshaft. The Dorman part number is 690039.

 

Thank you for the info. Do you know if the input shaft will still engage the pilot bushing if it's in the inner step? I have a pilot bearing that will fit the inner step...just concerned about the input shaft Length.

 

Use a passenger car or truck FE bushing. (352/360/390/410/428)

Your crank has an early pilot hole, pre 71 as pointed out above.

I suspect the engine is not original, as that crank should also be internally balanced, which is why you used a 390 int. balance flywheel.

An original 75 engine would have the smaller pilot and also be externally balanced....look behind your crank damper and see if teh crank spacer is just round, or has a hatchet weight on it....hatched wt - external balance.

Anyway, take a look at the block casting number behind where the starter goes...let me know what you find...same as the casting numbers on the cylinder heads.

 

I'll get the block casting number later today. Have some family stuff to take care of. I do know the heads are D3's and there is no hatchet on the crank damper.

 

Took measurements of the 3 bushings. Disregard Item 1...that's the one that came out.

 

D1VE block

 

I wouldn't fully trust your measurements, but close enough for discussion...if #1 came out of the crank, i would not expect a near solid bushing to crush .003...more like .001-.0015.

Anyway...measure the pilot tip diameter on input shaft of your trans to see what you need for an ID.

I can see having an early crank with a T19 could result in a custom bushing...unless the pilot tip of the T19 is the same as a toploader...then you need a bushing for a 1970 Ford 429 and toploader application (torino). If the pilot tip diameters are different between T19 and toploader, you will need to make a visit to a machine shop to get this done...or call up a friend with a lathe.

D1ve could be internal or external balance...so either someone swapped an early crank into the block, or it's a donor shortblock with the later heads.

Either way it's not a problem...just need to have the right parts to make it work.

Let us know what you measure!

 

As a follow up, a good friend of mine and I are in the process of installing a 460 into a 1973 F-250 4x4 with a NP 435 transmission. We sourced a set of OEM 351M/400 engine frame towers/stands from an early 1977 F-250 4x4 (Highboy) and used Trans Dapt motor mounts, a 351M/400 bell housing and block plate. We also used a 360/390 flywheel and a Centerforce diaphragm clutch. We installed a 302 pilot bushing in the inner crankshaft step. Everything bolted together just fine.

To confirm fitment prior to final installation in the truck, we bolted the transmission to the bell housing which was bolted to the engine. We had not attached the clutch to the flywheel. My buddy took a photo of the input shaft/pilot bushing interface, and he also took some measurements to verify the transmission's input shaft rides inside the pilot bushing. Unfortunately, I don't have those handy, but I'll ask him for that information, and post it to this thread when I get it...hopefully tomorrow.

The only modifications we have made are to enlarge the hole in the block plate to fit over the 460's larger crankshaft flange, and to flatten a stamped rib on the left side of the block plate which prematurely contacted part of the block.

My understanding is 460 engines prior to 1979 were internally balanced, and 1979 and later were externally balanced. In addition to the 460 we're installing, I also have a complete 1977 460 engine removed from an F-250 2WD truck that is pretty much bone stock. There is no hatchet style spacer behind the harmonic balancer.

 

You know I think you are right and I was thinking the crank step change from large ID to small ID also was the same time as the balance change but it's not....the 79 and later engines were external balance and pre 79 was internal balance.

Regardless, the crank drilling itself did change from about 1971 and later to the smaller ID.....considering the OP has the larger drilling, it has to be an earlier crank that was installed at some point.

Fun fact - for an early large pilot drilled 460 auto application (internal balance), you can use a FE torque convertor without any mods to make it work.