I am finally going to get off my **** and do something cool to my 1995 f-150. I am getting a throttle body from a 460, even though it does not have a mount for the idle air control valve . I know I will now have to sit for a min or two to warm it up, and I can make it idle at a nice rmp so that I can hear the lumpyness of my cam, and will match the mounting ports, so that everything will work right, and then I am going to to use a fuel pressure regulator from a 351, because they use 19 lb injectors, and will also use the 19 lb injectors. and for the head, I will be using a ported carburated head with 1.94/1.60 inch valves, all opperated by a fairly mild cam, .451/475. 270/280. 110 degree separation. after all this is done, I dont want to mess with it at all, because I think that this should really work out well. anyone ever tried any of this before?

 

Don't have all the answers here, but I'd use the adjustable regulator. Look here for this mod:
http://www.bigblocksix.com/Eddie/injectorswap/
The Idle air control isn't about warm-up. It's to maintain a stable idle speed under different
conditions, (like A/C on, power steering pump hitting relief pressure on a hard turn, etc. etc...).
The 460 TB doesn't have it? Didn't know that. There was a thread about it on here a while back.
Do a search. Have you got the TB yet? You sure about that? If leaving it injected, I'd want it
there, and the PCM probably feels the same way. Speaking of that, I'd get to know IT well,
because you'll almost without a doubt be getting a chip burned for it. I'm not even sure they
have replaceable chips. I'd sure find out. I don't think the stock program is going to like
your mods that well, and will try to make you agree. Sounds like a sweet plan for the I6, otherwise.

 

I think your list of parts is a little mismatched. Using a carb head with EFI has two problems. The biggest is probably that the carb chamber is much larger; you will lose a lot of compression, probably about a full point. You could use a 240 head, but it still won't have the fast burn chamber of the EFI head. That cam is also bigger than "fairly mild". It's going to want to run up about 4500-5000 rpm. I have seriuos doubts that the stock intake can keep up with that. I would look for something with about 10 degrees less duration and a little more LSA. That 460 throttle body is the same size as the 5.0/5.8 throttle body, and the small block TB's have the IAC provision on them.

 

thanks, I did not know that, I will look for one from a small block then. I also didnt realize that the combustion chamber was that much smaller, is it possible that I could get it milled to be a little closer. I dont know if 9:1 is even possible with this head. if anything, is there a way that I could reatain my stock compression ratio. but in a different note, I would like to have a good power band to about 5000, that is one thing I was going to try to achieve with this. is that such a bad thing? I dont want to hurt anything, but I know they are very strong and can take quite a bit. Thanks

 

There's nothing wrong with a 5000 rpm engine, but the parts all have to match for it to work properly. If you install a cam that sacrifices low end torque for some extra top end power and an intake that works great in the low end, but can't breathe on top you will be left with nothing. You can't pull a plow with a race horse and you won't win many races with a plow horse. Ford did a pretty good job designing this engine to make excellent torque from idle to 3000 rpm. You can move that range up maybe to 1500-4000, but going further is questionable. If you could get a 4.9 to peak at 4000 rpm you would probably be rewarded with about 100 horsepower over stock without killing your low end. In the 2000-3000 rpm range you might gain 100 ft-lbs. Having top end power is nice, but torque is what makes the truck move. The ability to be idling along in 2nd gear and burn the tires down with a twitch of the right foot will feel much better than having a bunch of extra top end that you won't get to feel very often. That cam also probably has 30-35 degrees of overlap. The computer won't care for that much even with a chip. If you reduced the duration by 10 degrees on each side and spread the lobes to 114 it would only be about 20 degrees and much more friendly. The stock cam probably doesn't have any overlap.

When I build my engine I am going to use a piston from an earlier engine to increase the compression ratio. The stock pistons has a 33cc dish in the top of it. Older models have as little as a 9cc dish. It takes about 15cc's to change compression 1 point on a 300. Stock is 8.8. If you are just replacing the head there aren't many options for getting the compression ratio back up. You could mill the head, but you aren't going to get what you need that way. If you run the cam you mentioned you would want it to be up about 9.8-10:1. With a smaller cam stock would be OK.

 

i went with a crane powermax truck cam (260/272) and the computer really didnt have a problem with it. it gave me a NICE increase in power from idle to the shift point of my E4OD of 3800RPM. even now that it has terrible blow by, a failing tranny with the OD knocked off i can still haul *** and max out the speedo easily. only other mods i have is half *** exhaust and K&N drop in. new motor and custom rebuilt HD tranny are coming soon