460 street engine build

[BobbyFord]

Running duration also plays a big part in what octane fuel you can safely run. I plan on running pump gas with several gallons of race fuel. I also have a 521" project in the works with a 9.8:1 cr target.
Holley builds carburetors not engines. Most Holley carbs come from the box WAY too rich. A well tuned carb is more important than choosing the correct CFM for your application.
Scotty Johnston (who ported my heads) used to have known engine combinations (that he built and personally dyno'd) on his website, but I think he's since removed them. Scotty took 3rd in the Popular Hot Rodding Engine Masters Build Off in '06 .
Lots of good info on his website, too...

http://reincarnation-automotive.com/

[OldRedFord]

Is there a chart anywhere that compares cam duration to what octane fuel you can run? Or is there just a general rule of thumb to go by?

[BobbyFord]

No chart that I've seen. I used to ask my dad, but he passed away last year, now I consult the gurus on 460ford.com or some of the local builders that I trust. There's a lot of other things that they take into account to determine whether or not your particular combo will handle pump stuff...

[averagef250]

Another term (probably the correct term) for running duration is dynamic compression. The idea in a nutshell is put a low end torque cam in a 12:1 CR engine and you'll melt the pistons on race fuel or run a race cam with an 8:1 motor and it'll barely make enough heat to stay running.

[BobbyFord]

That's the term I meant, dynamic compression.
It also meas that, with the correct cam configuration and your combination, you may be able to run pump gas even with a static compression ratio above 10.5:1
Here's a nice article...

http://www.empirenet.com/pkelley2/DynamicCR.html

[DuckRyder]

Silvolite also has a calculator that doesn't require a download and install. There results are a bit diffrent from PKelley's and his are thought to be more accurate.

http://kb-silvolite.com/calc.php

Also, it is a hotly debated topic what exactly the maximum dynamic compression for pump gas is. It does depend on the engine and the quench.

Also, just to eliminate confusion, it is commonly belived that duration is the factor, but where dynamic compression is concerned it is all about the intake valve closing. In a nut shell, you can't compress until the valve closes so a later closing will lower dynamic compression all other things being equal.

Good discussion has been had at:

http://www.network54.com/Forum/74182/th ... ofiles----

http://www.fordmuscle.com/forums/all-fo ... ation.html

I'm not sure about the Lima motors, but generally FE's will tolerate pretty high dynamic compression.

[averagef250]

The timetable for getting the new engine together has been pushed up a bit. Yesterday The Ranchito's current 460 suffered a minor setback. I took it for a back roads drive to a friends house and on the way back noticed it was out of oil a little too late. I failed to notice the very intelligent PO used a bolt jambed into the oil sender port on the rear of the block to plug it off. The bolt worked loose and emptied the pan. I took a chance that it might make it the last 15 miles home, but it only made it 12 without oil. I was truly impressed by how well the 460 performed without oil and have to give it some serious credit. Numbers one and five rods let loose blowing the front passenger side of block and oil pan out, I dropped it into second trying to let her go out in the blaze of glory she deserved, but number 8 rod snapped a half mile later, jambed and broke the crankshaft at some point. I can get a 1/2 turn out of the flywheel, but the damper does not turn.

[truckguy]

I think 12 miles is pretty good. Do you have pics?
Kyle

[averagef250]

I don't have pictures at the moment. The damage is pretty severe, but it's not at all easy to see with the engine still in the car. It's going to take a little bit to get the engine out, with the engine unable to turn over it's impossible to remove the converter bolts so I'll have to pull the engine and tranny as a pair. The front clip will have to come off to get them out together.I will post pictures of the damage when I get it out and remove the pan.

The plan at the moment is to do the following this winter:

-Assemble new engine with used, low mile truck 460 bottom end, ported closed chamber 429 heads, undecided 6000 RPM cam and matching valvesprings, Performer RPM air gap intake, 750 holley HP DP.
-Install headers
-Assemble the new engine with serpentine accesories from a 90's truck 460
-Get rid of the stock 351C 2 core brass radiator and modify core support to run the 90's Ford truck 351W/460 aluminum radiator
-Install working oil pressure/temp gauges
-Rebuild the C-6
-Install a line lock
-Get rid of the crappy cadillac bucket seats and find a factory bench seat

[OldRedFord]

Too bad your so far away. I would cut you a sweet deal on this other 460 block I have.

[fomocoguy]

That's great- sounds like it's really coming together for you. That thing will be reliable as a hammer and you'll be able to thrash it for years. I'd bet you'd surprise more than a few people too! Have you been getting any advice from the fellas over at the 460 forum?

[BobbyFord]

That's great- sounds like it's really coming together for you. That thing will be reliable as a hammer and you'll be able to thrash it for years. I'd bet you'd surprise more than a few people too! Have you been getting any advice from the fellas over at the 460 forum?

Send those stock heads to Scotty Johnston in Tacoma, you won't be disappointed...
http://reincarnation-automotive.com/

[averagef250]

I hope it will be fairly reliable. I know the cast pistons will be the weak link, but 91 octane, 5600 RPM shiftpoint and 9.3:1 compression should keep it alive for awhile.

I'm going to port the heads myself. I've done quite a bit of portwork myself and have always had good results. I actually have quite a bit of business porting the intake side of Cummins dodge heads with really good results. For the 429 heads I plan to smooth and cc the chambers, port match the intake side and open up the exhaust as big as is recommended.

New aluminum heads would be a much wiser investment than spending a fortune having stocker 429 heads ported. I will be running stock valves without hardened seats.

[averagef250]

$25 isn't a bad investment, I'll have to do it. Thanks.