Hey there I was woundering if anyone could give me there opinnion of the differances between the 460 and the v-10. I am thinking about maybe getting a newer truck. I have a '96 with a 460 now and am thinking about maybe going with the v-10 what kind of power differances is there and what about MPG?
thanks
Scott

 

Heres the way it breaks downs: The most powerful later stock 460's only made 260 HP and 400 ft. lbs. However, this was at fairly low RPM's (3600 and 2200). The 6.8L makes about 340 HP and 425 lbs. ft. or there abouts, I don't have the exact figures in front of me. The 6.8L makes more power, but it does it a a little higher RPM. The 6.8L gets better fuel economy because it is smaller (415 c.i.d vs 460 c.i.d.), usually a couple of miles to the gallon more. Now here's the part that favors the 460: it's been around now almost 40 years and was mass-produced for over 30. What that means is that you can get anything you want to modify it far more easily and cheaply than the V10. For the extra $$$ you spend on a newer V10 you could take that cash and end up with 400 hp / 550 lbs. ft 460 with ease. Granted, in ten years you'll be able to find anything you need for a 6.8L, but the 460 stuff is here now. You can even get kits to make the 460 into an 806 (13.2L). I'd like to see that kind of displacement out of a V10.
Both are solid, reliable engines.

The Law

 

One of our new techs is a former ford dealer mechanic. He saw alot of the new modular b8's and v10's come in with blown head gaskets. Apparently they dont like the abuse the 460's are legendary for taking. Maybe the aftermarket has a cure for it.

 

I've seen writeups demonstrating you can get around 340 HP and and over 650 ft/lbs out of a well-massaged late 460 without making any internal engine mods...That's using premium lubes, custom chip, headers and a quality exhaust system, aftermarket adjustable fuel pressure regulator, no intake restrictors and a cold-air K&N intake setup. All pretty much bolt-on stuff gets you HP similar to the V-10 and way, way more torque. Add a mild cam, maybe some rollers along with it, shave a little off the heads to raise compression, a day wih a dremel tool polishing the heads and you're likely at 400 HP for maybe $1,500-$2,000. Anyway, that's the route I'm taking...so it must be the best one, right?

 

thanks all that is kind of what I had been thinking.

Scott

 

This is just speculation, but I am guessing that the 460 is less stressed than the V-10. It has more displacement and makes less power at a lower RPM. It also has the benefit of 40 years of experience and development behind it. I bought a 97 F-250HD with a 460, the last year, and am hoping it will run forever!

Not that there is anything wrong with the V-10, I lust after one from time to time myself!

 

I was just reading the posts and it got me thinking, I have a 79 F-250 with a 400M. Could I swap in a newer 460 with fuel injection if I got all the goodies to go with it?, And has anyone done this before??

I'm just tired of the hard starts and lack of power when the engine is cold.

Thanks

Joe

 

Get ya one of them there Power Strokes. Love my 96 PSD CC DRW. At 65 mph with 4.10's I get 20 mpg (no load). Pull the socks off any 460 or V10 and never look back.

 

To go to the fuelie motor, it would require a complete vehicle to rob parts, wiring, etc. Not worth the effort in my mind. Plus the puter controls the shifts on most of them now days.

 

7.3 liter psd is the torque monster of ford motors for
light trucks any ways,20+mpg, 525ftlb torque, Ive
missed 1st and gone to third and started from dead
stop and i couldnt tell I was in third untill it
started moving really fast for 1st(couldnt tell the
difference,)major guts!!deisel power is a whole different
league though.but then theres cadillac v-8 472ci 375hp
and 525ftlbs of torque, gas powered!

Fe power

 

Why ruin a good ford with a caddy motor. Get a pre 72 460, they have 365hp and 500 ft lbs. The PSD's are hard to beat though. Man I love the way a diesel sounds, but a gasser with a lopey idle is music to my ears.
Chase

1979 F-250 4x4
71 460 Holley650, MSD OFFROAD, L&L Headers
C6-B&M Transpack
Dana HD44Front/60Rear
35 inch Goodyear Implement Tires
4 inch Skyjacker System
Much more to come

 

I would like to comment that if you put a 472 caddy and a PSD, both in good condition on the same dyno on the same day you won't get the same torque numbers. By contrast to the on-paper situation the old caddy motor isn't even close to the torque of the PSD in reality.

 

>I've seen writeups demonstrating you can get around 340 HP
>and and over 650 ft/lbs out of a well-massaged late 460
>without making any internal engine mods...That's using
>premium lubes, custom chip, headers and a quality exhaust
>system, aftermarket adjustable fuel pressure regulator, no
>intake restrictors and a cold-air K&N intake setup. All
>pretty much bolt-on stuff gets you HP similar to the V-10
>and way, way more torque. Add a mild cam, maybe some rollers
>along with it, shave a little off the heads to raise
>compression, a day wih a dremel tool polishing the heads and
>you're likely at 400 HP for maybe $1,500-$2,000. Anyway,
>that's the route I'm taking...so it must be the best one,
>right?

ya i have a ? for you ok you said that a day wih a dremel tool polishing the heads and about how much horse power would i gain i have a 1975 460 and do u know what are the stock specs for it and how should i do that to the heads plase explean ok

 

[updated:LAST EDITED ON 26-Apr-02 AT 09:38 AM (EST)]What the diesel guys are forgeting to mention is that their PSDs are turbocharged. Granted you can't buy a stock 460 with turbos, so stock to stock diesel, wins.

But, throw 2 garret T-3s from an old thunderbird on a 460 and pick up some intercooler off a saab and see where your torque goes. And since we're dealing with the 460 it'll be at or around 2200RPM. Beats the hell out of buying the V-10 in my opinion. But this does require about $3,000. (still cheaper than the extra cost of diesel)

But I have to admit, you never get the same mileage as a good PSD.

 

Can't say specifically from experience with a 460 on polishing heads, but the general "wisdom" is that Porting and Polishing the heads on a big block engine may or may not gain power, it just allows your engine to make better use of the setup you have. If your engine has hot cam, intake, exhaust etc then P&P should give you maybe 20hp or so.

Porting is where you open up the passage ways and match the ports to the manifolds. Polishing is where you polish the passages to smooth the flow(Not necessarily a good thing). You can do either alone or together. Like I said polishing in some cases is not necessarily beneficial. In some cases it helps to have some surface turbulence in the flow. Depends on the application.

I personally wouldn't use a dremel tool unless all I was doing was polishing the ports. You will wear a dremel out if you do a port job. If you plan to Port them then your best bet is an air grinder with appropriate wheels and stones. I did do a Dodge B Wedge engine way back with my handy dandy Black and Decker el cheapo power drill and a bunch of stones and sand paper. Takes forever without the right tools.

By the way if you plan to port the passages, be sure to get a template that tells you how big you can go. You don't want to punch through to a water jacket.

It is recommended that you do polish the combustion chamber. Be sure not to nick the valve seats, use old valves as a shield.

Good Luck, been there done it, once, what a beach. Also read alot about it before I did it.

Jim Henderson