My knowlege of EFI is really incomplete. Someday, I'd like to put in a 514 stroker kit in my '89 EFI 460, and do the performance intake, headers, aftermarket heads (I don't know what kind yet), true dual exhaust, etc. How would my stock FI react to this? Would I be able to just purchase a chip from FTE and have them progam it for this stuff, or are there more major modifications required? Would I be smarter just converting to carburetion? Also, can I keep the stock cam for the lowend torque, or are there better cams to handle this kind of engine and still keep the torque max in the 2000's?

Other Questions:
Can a shiftkit-ed C6 handle the kind of power this engine might produce?

Am I a moron to still expect 5-6 mpg out of this?

I heard of something called "Jim Fuel" heads, with the spark plug in the middle, and can go as high as 12:1 compression. Is this true, and where can I find info on these?

Does anyone know what kind of red line the 514 strokers have?

Thanks,
The Law
:-X11

 

Just a fact to remember. Increasing cubes will make more torque but keep horsepower about the same or less unless other factors are changed. Your gas mileage will probably remain the same or only increase a bit due to having a fresh motor.

 

Your stock '89 EFI460 is controlled by Speed Density electronics.These systems can handle modest exhaust upgrades,and there are some cam companies that offer cams that will work with your stock computer,but Speed Density won't work well(or at all...)if you increase your 460 to 514cid.You'll have to convert it to a Mass Air system,which isn't impossible,but it is expensive.Converting your engine back to a carb,non-computer-controlled engine would be cheaper,but you'll also have to change stuff like your EFI system fuel pump-it won't work with a carbed engine.Plus,without EFI,your truck's fuel mileage will go down....especially if you have a heavy foot.Ford's Engineering built a EFI514 a few years back,which was featured in a few magazines.I'm pretty sure it had EEC-V electronics,and not EEC-IV like your '89 460(and most EFI429s&EFI460s had).A EFI514 can be done,but it is a lot of money(and time).

 

An alternative to converting to MAF would be to have a custom chip burnt for your speed density system after putting in the stroker components.

 

[updated:LAST EDITED ON 07-Jan-02 AT 00:08 AM (EST)]>My knowlege of EFI is really incomplete. Someday, I'd like
>to put in a 514 stroker kit in my '89 EFI 460, and do the
>performance intake, headers, aftermarket heads (I don't know
>what kind yet), true dual exhaust, etc. How would my stock
>FI react to this? Would I be able to just purchase a chip
>from FTE and have them progam it for this stuff, or are
>there more major modifications required? Would I be smarter
>just converting to carburetion? Also, can I keep the stock
>cam for the lowend torque, or are there better cams to
>handle this kind of engine and still keep the torque max in
>the 2000's?
>>
>Am I a moron to still expect 5-6 mpg out of this?

I was getting 13-14 with a carbed 460 w/3.55 rear and ZF-5 speed (4X4 CREWCAB!!!!) before I overheated it. It still gets about 11-12 and 8-9 towing trailer. It will depend on how you gear your truck, your rear end ratio, how heavy your foot is and the revs you put out. You might want to consider a overdrive auxillary tranny especially if you go with a c-6. If you end up putting out 550 lbs of torque at 2000 rpm, but 2000 rpm's puts you at 50 mph, your not really getting the most use from the torque. You should be maybe using that torque at 75 mph rather than 50,which woud probably mean extra gears. Consider cruising at 65 at 1600 to 1800 RPM's in an overdrive. I don't have a tach, but it feels like I cruise about 2100 RPM's at 65 now, and the motor has enough life that I have often pushed in the clutch and reached for 6th gear before realizing I was already in high gear.
The extra stroke means your piston will be traveling farther and faster for each RPM, thus in a normal 460 redline might be 5000-5500, you might want to keep a truck stroker under 4800 to 5000 to keep your piston speed under control. As far as cam, I'm buiding a truck motor, using regular components, and my engine builder is going with a cam with very little or no overlap. The duration and the lift are both moderate. He says that getting rid of the overlap will allow the engine to get a make full use of the compression ratio. I don't plan to go above 5000 with the engine and even 4500 is pretty high for me.
With the stroker, and wanting to keep your torque down low,(which you'll be able to do) you might want to also keep you valve overlap to a minimum. Overlap and high lift become more helpfull in higher RPM engines.

>I heard of something called "Jim Fuel" heads, with the spark
>plug in the middle, and can go as high as 12:1 compression.
>Is this true, and where can I find info on these?

The fellows name is Jim Fueling,he is a inventer/developer of automotive technologies. He's currently the land speed record holder in a couple categories. He also is marketing a new motorcycle called a W-3, which is a 3 cylinder harley style motor. He had Chevy 454 heads on the market and was about ready to release the 460 heads when either he got busy with other projects or a lawsuit against Mercedes/Benz slowed him down. Here's a website to a guy who has them in his 454 chevy. http://www.454ss.com/gallery/JimD/Jim_D.htm With roller rockers, he's topping 500 ft lbs. They may be about ready to release the 460 ones according to the "coming soon" section on their website. See http://www.feuling.com I don't know if the heads are for EFI or carb or both? I think from what I remember on the dyno sheet that they used to put on their website, simply bolting on the heads would give you about 450+ ft lbs. Yes, the spark plug is in the middle. They were going to cost around $3000 for the pair.

>Does anyone know what kind of red line the 514 strokers
>have?

That depends on what parts you put in them and what you design them for. Drag racers use 460 strokers and pump them up to 8000 rpms. But they have nothing at 2000 RPM's except a stall converter. Any given engine or cam has a working range of about 3500 RPM's. (or so I've leaned from this board) If you want to peak your torque at 2000 rpm's it will limit your redline to about the same or less than it is now. Remember, your piston is traveling further and faster for each RPM.
TonyG

>
>Thanks,
>The Law
>:-X11