Bought a crew cab 1993 f350 with the 460. The engine will crank and run, but has vacuum issues and electrical issues and I prefer simplicity. I have had my 1983 f350 regular cab with an 86 460 with C9VE heads, headers, edelbrock intake, aces EFI, straight up timing chain, and progression ignition distributor. Runs amazing! Was planning to swap the whole engine over to the 93, but wondering if there are any benefits to just swapping all my parts from the heads up to the 93 block? would it be noticeable gains with the higher compression pistons? Will be running a ZF5 behind it.

Also will be swapping over the bullnose front clip and bed.

 

Well that depends on the condition of the engines in question. Has the 86 been overhauled/rebuilt? If you put new heads on an old engine it can cause the old rings to leak.

 

There are also other things to consider here too but without more context it's tough to know what issues will cause you probems.

Going from later FI heads to older carbureted heads will require both intake manifold changes AND exhaust manifold/header changes. Neither are interchangeable due to severe port mismatching.

 

I would do a little bit of planning before you attempt the high compression heads, just because somewhere in the 1992-1993-1994 era, I am not entirely certain when exactly, I find a taller piston listed for the later engines than the earlier engines, so a taller piston might get too much compression for a regular gas situation, I am sure someone with more knowledge will add to this, It might be fine, however there is a lot of compression there.

 

'93-up used F3TE EFI heads with 91.5cc chambers and larger intake valves, yes with taller 1.772 pin height pistons but 15cc dishes. They used the taller piston to tighten up the quench area and promote better swirl to combat detonation, while the deeper 15cc dish kept the overall static compression ratio the same as earlier E7TE 87-92 7.5L EFI engines at 8.6:1 (96cc chambers, 1.752 pin height, 8cc dish). n Both varieties of 7.5L EFI heads used relocated and reshaped ports, and are NOT compatible with carb intake or exhaust manifolds. EFI heads also use center-bolt valve covers, not perimeter bolt.

That said, I used the taller 1.772 pin-height pistons but Keith Black 137 FLAT-TOPS with 3cc valve relief when I rebuilt my '95 7.5L. That raised my engine's static compression ratio to ~9.5:1 with the 91.5cc chamber heads. This engine is now converted to '96-97 7.5L CA-emissions-spec EEC-V Mass-air that has better EFI controls, so the higher compression is not an issue. A computer-friendly .490/.495 cam was also used.

 

Hey all thanks for the replies. Just to clear up any confusion I would be swapping all the parts above the block. So it would be the C9VE heads, intake, carb, and headers. I am aware the EFI heads are not compatible with Carb engine top end components. I do not plan to use the EFI heads. Neither of these engines have been overhauled, but the 86 block with this setup has run great with no issues. If I do move forward with using the 93 block I would probably have it rebuilt by a shop before finishing it with the parts listed above. I have been running 93 octane with the current 86 block C9VE head combo and have no problems continuing to do so.

 

93-up 15cc dish pistons and early heads will net around 9.8:1 static....depending on camshaft will depend on what octane you can get away with...likely minimum 89.

93 is a good year, factory double roller, decent flowing heads with improved port designs and decent compression and pistons aren't way down in the hole like older engines (around .023")

I cant get away with less than 90 and my c9 heads on 99 industrial block (same pistons) and a mild camshaft with good timing....

Just buy the adapter to bolt a carb onto your current intake. Worn out stock 1993 efi460 with long tubes