Yeah, but it sure would be nice to be able to tune the trans electronically.

Brad

 

I agree Brad, that is the reason I had passed on the Gear Vendor's unit... I can't stand how the C6 always defaults to drive when load decreases at low speeds. Have looked at Baumann's TCS and the optional, on-demand, second trannie map is another feature that is appealing, having one set for "Neck Breaker" shifts would be fun to have, and still allow for the economy when commutting without having to reprogram/change shift kits...

Hey Terry,

I've looked at Scat's website, and sent them email (sent Sunday I think), but they have not responded as to pricing, dealers, and options available for my engine, can you recommend a dealer that I can get it touch with for pricing and options? Thanks.

Really, does any one have problem with/information on the D8TE blocks? Does the D8 exist, it was hard to tell but it felt like an "8T" definatly not a "1V", or could it be a D5? same questions if it's a D5...

 

Try http://mmeracing.com/ for your Scat quote, they know the 385 well.

John.

 

Contact Brian at http://www.adperformance.com/. Even though they are local to me I still ending up going through them even with having to pay tax. Either e-mail or phone. Most of the time he is in the shop and won't answer the phone but he does call back. If you have a cell phone give him that number.

On the block identifier you have me confused. All 460 blocks are VE, TE's are
351M/400.

STOP THE PRESSES. You have a 460 truck block. It has 4 bolt mains! Yes this is a great motor and I'm jeleous. In fact I have never seen one. If you don't mind me asking what did you pay for it?

 

Terry, the engine, that's right engine, was $350! It has the standard oil pan, so that will have to be changed, but if it really has 4 bolt mains then that's good news. haven't had a chance to tear it down yet, but will be picking it up tomorrow or Saturday and will let you know for sure.

Can anyone explane the difference in crankshaft construction; internally vs. externally balanced? Can an Externally balanced be "converted" to internally? Should it be changed?

-The Saga continues, tune in next week...

 

Don't even mention the 4 bolt main to the seller. That is a great price. I found the reference in this article, http://www.mustangandfords.com/techarticles/74998/. To compare the brand new Eliminater block wells for 3K bare.

My only concern is has this motor already been worked. The heads are 1973 and the block 1978. Not all of this blocks (any 460) will bore much past .040. It took 3 blocks before I found one that would go to .080. A sonic test is a must. I would question your seller and find the current history.

I you are building a stroker and are using a Scat crank you will being going to an internally balanced assembly. You will need a new crank spacer without the hatchet. Also you will need a flex plate without without the 28 ounce weight.

 

Will do, but the seller has parted out the vehicle and may not have that information, but I'll ask. I actually have all the parts from the old 460, which was internally balanced, so I have the spacer, and Flex plate.

Thanks for the article, good information.

 

Well, I can neither confirm nor deny the existence of a 4-bolt D8TE casting, unfortunately the casting number is D9TE, the good news is that the rods are D6 rods with the "football" shaped rod bolts, the literature I have from FTE on rebuilding 335 and 385 series engines (Tom Monroe I think) lists these, the bolts anyway, as the better of the two styles used, the rods have a little different cut in them for this style of bolt as well, differing from the D0OE rods I have form the dead engine. The up shot is I get a better Thermactor tube that will clear the throttle peddle better, second set of D3 heads, the pistons were stockers w/D3VE-AA casting numbers, and there doesn't seem to be any serious trauma the cylinders, or pistons for that matter, so I'm hoping that the boring required is minimal...it's getting check out this week...

 

If I remember right the D9TE block has a slightly longer/deeper bore than the earlier blocks. In any case you have a good block provided it passes all the test, sonic and mag'd.

 

Well here is the latest:

The block passed the mag test, the shop I'm working with doesn't do sonic testing, nor could I find anyone locally that did. The block had to be bored out .020 but the KB206s Scott recomended were easier to get in .030 so I did that and we got started boring the block...

So I get a call from the machine shop this week, and it seems that they got 6 of 8 holes bored to .030 when they came to the 7th hole it was already bored .030, WHAT?!? ok so lesson learned, ALWAYS ASK if they have checked ALL 8 cylinders before ordering pistons...and find a new machine shop!

Good news is the heads should be on their way back, the crank is good but needs to be turned .010 under sized, both main and rod journels, got a set of ARP waveloc bolts to replace the well used stockers (figured it's better to retire at the top of your game - John Elway) and potentially avoid a problem in the future.

Will keep you all posted....

-Pete

 

Update.....?

 

Ok so it’s been a year and a half... sorry 'bout that.

I got the engine finished, installed, and the truck wrecked in Dec 04' have been rebuilding the body since the werck and haven't had much time to surf, but here is what the final numbers were on the engine before...

I got the engine built at .040 over, block decked to .003-.005” clearance, the heads, cam, timing set (Elgin roller, set for 4 adv) & valve train (less rockers) from RHP – heads measured 92cc, Scott figured the compression at 9.2 static and 8.7 dynamic w/ the Keith Black 206 Hypereutectic pistons. Edelbrock water pump, custom EFI setup using a Haltech F9A on an Edelbrock Torker II 460, Harland Sharpe 1.73 roller rockers round out the major parts. I also Rebuilt C6 and added an additional clutch plate pair & sealed and inspected the t-case, used the stock exhaust manifolds w/ custom dual 2.5" into 3" cat and muffler, and of course purple engine paint

Original 460 dyno numbers:
348.1 ft lbs. @ 2300 and 256.6 HP @ 4300 at the rear wheels. Average of around 8.5 mpg and could make 65 up Vail pass w camper and trailer.

New (this) 460 dyno numbers (different dyno, haven't compared on the original dyno yet):
310.8 (250.4 Whl?) ft lbs @3600 (300.7 @ 2300) and 239.2 (192.7 whl?) @ 4300 ( this dyno was used for tuning and uses a standard correction factor for the rear wheel numbers( whl?) so I will have to get it back to the original dyno for comparison to see if this cam/engine really lost that much power or if the other dyno uses this correction without denoting it in the printout). The test started at 2250 rpm and the torque curve never dropped below 94%!! 292.2 ft lbs was the lowest recorded @ 4300… It doesn’t quite make the speed up Vail pass and fuel mileage thus far is unimpressive, oscillating between 7-8.5 mpg.

I’m considering an after t-case overdrive unit from gear vendors, which will hopefully get me a little better fuel mileage, doing 75mph means running the engine at ~3200… but that is a ways off right now. Going to concentrate on getting the body back, the grill and rad support need to be replaced, then getting a killer paint job on it....

 

That is disappointing. I hope it is not really lower.
Good luck with the truck.

 

If your lucky and dont mind looking around it's not that hard to find a pre 73 engine that has all the horse and torque you need already and could be cheaply rebuilt hardened seats will cost the most but you'll probably still end up cheaper and with more power then your looking at for a complete rebuild

 

Brad Johnson: "Cobra Jet heads port matched and blended 10.5:1 CR, mild hydraulic roller cam, 500-520 cid stroker kit, headers, Weiand Stealth intake, a 900-950 cfm carb. DD puts the combo at 562 HP @ 5000 RPM and a whopping 651 lb-ft torque from 2500 to 4000 RPM! In fact, there is 642 lb-ft on tap at 2500 RPM and it doesn't drop below 600 lb-ft until 5000 RPM!"

I believe the DD may be pulling your leg. Let me know when you see 1.1hp/cid at 5000rpm and 1.3ftlbs/cid at 2500 in the real world. I'd like such an engine for my truck in the 400-460cid range.

You'll notice Ford lists their crate engines peak torques at 4800rpm. If they could get it down to 2500 without killing HP they would.