460 Ford Build - Input?
+ Reply to Thread
Page 1 of 2 1 2 LastLast
Results 1 to 14 of 18

Thread:
460 Ford Build - Input?

  1. #1
    Senior Member Areyouliving's Avatar
    Join Date
    Apr 2009
    Location
    SacRiver
    Posts
    460

    Default 460 Ford Build - Input?

    Stock short block in good shape. (60psi @ idle when warm)
    D0ve heads minor exhaust port work. Heavy duty springs. Modified valve stems to accommodate cam. Screw in 7/16 studs and 3/8 pushrods.
    9.5-1 compression
    Comp cams CL-34-243-5 278h cam. Flat tappet hyd lifter
    Roller 1.7 rockers.

    Weiland tunnel RAM with dual holly 450
    Imco center rise offshore exhaust 3.5" outlet

    Considering this is one of my first BBF builds I would appreciate all input.
    It's going to be pushing a 19' Hallett mini cruiser
    Thanks

  2. Remove Advertisements
    PerformanceBoats.com
    Advertisements
     

  3. #2
    Senior Member Cowboy_Mike's Avatar
    Join Date
    Jul 2009
    Location
    Prunedale, California, United States
    Posts
    931

    Default

    Quote Originally Posted by Areyouliving View Post
    Stock short block in good shape. (60psi @ idle when warm)
    D0ve heads minor exhaust port work. Heavy duty springs. Modified valve stems to accommodate cam. Screw in 7/16 studs and 3/8 pushrods.
    9.5-1 compression
    Comp cams CL-34-243-5 278h cam. Flat tappet hyd lifter
    Roller 1.7 rockers.

    Weiland tunnel RAM with dual holly 450
    Imco center rise offshore exhaust 3.5" outlet

    Considering this is one of my first BBF builds I would appreciate all input.
    It's going to be pushing a 19' Hallett mini cruiser
    Thanks
    9.5-1 Compression with DOVE-c? Put in SCJ,or CJ sized valves, port match intake and exhaust, and maybe different manifold. Get a bigger cam, maybe COMP CAMS HYDRAULIC CAMSHAFT xm288h 1.,73 Roller rockers, upgraded ignition system, and deck the heads for more compression.
    You might want to ask lakesonly, here on the boards, or www.highflowdynamics.com Paul can work wonders with a 460 ford!!
    Last edited by Cowboy_Mike; 05-28-2011 at 12:02 AM. Reason: spelling

  4. #3
    Senior Member Areyouliving's Avatar
    Join Date
    Apr 2009
    Location
    SacRiver
    Posts
    460

    Default

    Thanks mike. I should have mentioned that I'm really trying to get this thing on the water asap and as cheap as possible. I have a trip in 2 weeks that I'm taking an its gotta be ready by then. I'd love to just drop it off with LO and pick it up when its done but I seemed to have misplaced that extra $10k I had laying around

    I didn't go with the 288 grind because of reversion concerns.
    On the compression, those are the numbers with stock pistons according to the machine shop. Were you questioning because you would have expected higher or lower?
    I'm really looking for the "oh know don't do that" or if you make this little tweak it pay off big time.
    Last edited by Areyouliving; 05-28-2011 at 07:37 AM.

  5. Remove Advertisements
    PerformanceBoats.com
    Advertisements
     

  6. #4
    Senior Member
    Join Date
    Sep 2008
    Location
    OC, CA
    Posts
    273

    Default

    Quote Originally Posted by Areyouliving View Post
    Thanks mike. I should have mentioned that I'm really trying to get this thing on the water asap and as cheap as possible. I have a trip in 2 weeks that I'm taking an its gotta be ready by then. I'd love to just drop it off with LO and pick it up when its done but I seemed to have misplaced that extra $10k I had laying around

    I didn't go with the 288 grind because of reversion concerns.
    On the compression, those are the numbers with stock pistons according to the machine shop. Were you questioning because you would have expected higher or lower?
    I'm really looking for the "oh know don't do that" or if you make this little tweak it pay off big time.
    There are a lot of upgrades you could make, but with time concerns, run it. You didn't say what ignition you have. Upgrading to a MSD set up would be a good investment especially if it has a Prestolite disty. Check out www460ford.com fourm for different builds.

  7. #5
    Senior Member ol guy's Avatar
    Join Date
    Mar 2008
    Location
    Lake Elsinore Ca
    Posts
    3,812

    Default

    Run it a bit and check the plugs! those 450 carbs are small and the 460 with a dove head tend to like alot of feul. M

  8. #6
    Senior Member Areyouliving's Avatar
    Join Date
    Apr 2009
    Location
    SacRiver
    Posts
    460

    Default

    Quote Originally Posted by ol guy View Post
    Run it a bit and check the plugs! those 450 carbs are small and the 460 with a dove head tend to like alot of feul. M
    Thanks. That was a concern I had. What size do you think would be better

    Bill

  9. #7
    Senior Member rogerroost's Avatar
    Join Date
    Oct 2009
    Location
    Maple Ridge B.C. Canada
    Posts
    536

    Default

    if your heads are off,cc them so you know. dished piston or flats? i have flats with c9ve heads & i'm makin bout 10.6:1.pretty sure the c9's & the dove's cc bout the same.i have the same cam as u ,t/r with 600's. seems to run pretty happy

  10. #8
    Senior Member IRRebel's Avatar
    Join Date
    Feb 2009
    Location
    Casa Grande Arizona
    Posts
    335

    Default

    Ya need one of these.......




    But seriously, the cam recommendation is good! I ran the 292 solid version of the same cam in my last 460 build, a tad more compression (10.5:1) and I agree your carbs are WAY too small! I was running twin 750's and the plugs were perfect every time. Granted, I did not run them sideways (hate that and theres reasons why), and they were 4160's.

    I happen to have a pair of 660 center squirters available that I was dying to try, but then this blower motor and testosterone took over and.........well.........you get the picture.

    Ray
    The Other White Meat! Pickle!!!

  11. #9
    Senior Member Cowboy_Mike's Avatar
    Join Date
    Jul 2009
    Location
    Prunedale, California, United States
    Posts
    931

    Default

    Quote Originally Posted by Areyouliving View Post
    Thanks mike. I should have mentioned that I'm really trying to get this thing on the water asap and as cheap as possible. I have a trip in 2 weeks that I'm taking an its gotta be ready by then. I'd love to just drop it off with LO and pick it up when its done but I seemed to have misplaced that extra $10k I had laying around

    I didn't go with the 288 grind because of reversion concerns.
    On the compression, those are the numbers with stock pistons according to the machine shop. Were you questioning because you would have expected higher or lower?
    I'm really looking for the "oh know don't do that" or if you make this little tweak it pay off big time.
    Reversion is an issue if you are running headers. Thats what I was told. The wet headers and big cams can suck moisture and water in to the motor through the injectors. If you are running manifolds, you dont really need to worry about it. If you know what cut impeller you have, you can call a few performance jet boat places,a nd they can set you with the right cam grind, and maybe you could benifit from a loader grate. The igntion is a huge up grade, like was said above, 600 cfm carbs a good upgrade.
    Last edited by Cowboy_Mike; 05-30-2011 at 10:55 AM.

  12. #10
    Senior Member Areyouliving's Avatar
    Join Date
    Apr 2009
    Location
    SacRiver
    Posts
    460

    Default

    Quote Originally Posted by rogerroost View Post
    if your heads are off,cc them so you know. dished piston or flats? i have flats with c9ve heads & i'm makin bout 10.6:1.pretty sure the c9's & the dove's cc bout the same.i have the same cam as u ,t/r with 600's. seems to run pretty happy
    Roger good to know that cam is a good one. I spoke to a guy at Comp and told him about the boat and motor, he came back with that reccommendation. I'm running the stock pistons, the machine shop told me my CR. If the girl in your av is riding in your boat does the wind drag slow you down?

    Quote Originally Posted by IRRebel View Post
    Ya need one of these.......




    But seriously, the cam recommendation is good! I ran the 292 solid version of the same cam in my last 460 build, a tad more compression (10.5:1) and I agree your carbs are WAY too small! I was running twin 750's and the plugs were perfect every time. Granted, I did not run them sideways (hate that and theres reasons why), and they were 4160's.

    I happen to have a pair of 660 center squirters available that I was dying to try, but then this blower motor and testosterone took over and.........well.........you get the picture.

    Ray
    Ray you're not kidding I for sure need one of those! I just sold a a pair of Holley 750's. That blows. Let me know what ya want for those 600's.

    Bill

  13. #11
    www.highflowdynamics.com LakesOnly's Avatar
    Join Date
    Dec 2007
    Location
    San Francisco Bay Area
    Posts
    1,160

    Cool

    Quote Originally Posted by Areyouliving View Post
    Stock short block in good shape. (60psi @ idle when warm)
    D0ve heads minor exhaust port work. Heavy duty springs. Modified valve stems to accommodate cam. Screw in 7/16 studs and 3/8 pushrods.
    9.5-1 compression
    Comp cams CL-34-243-5 278h cam. Flat tappet hyd lifter
    Roller 1.7 rockers.

    Weiland tunnel RAM with dual holly 450
    Imco center rise offshore exhaust 3.5" outlet

    Considering this is one of my first BBF builds I would appreciate all input.
    It's going to be pushing a 19' Hallett mini cruiser
    Thanks
    Received your email last week, been away for the last few days.

    Per your email, I feel that both the XM298 and the XM288 are way too big for your devloping engine combination. I would recommend an XM270, and if you simply must think "big cam" then the XM278 as a maximum, but note that it is not the camshaft that I am personally recommending.

    I believe you are the one that mentioned over the phone that your valve springs were hydraulic flat tappet springs with 135 seat pressure. It's also important to know the installed height (for roller rocker arm clearance reasons) which I hope to be 1.900" and not the OEM 1.82". Further, for the camshafts I noted (especially the XM278 with 0.576" valve lift) you need to evaluate retainer-to-guide clearance on the D0VE heads.

    The twin 450s will allow the engine to run but I've always felt that 600 cfm vacuum secondaries should be the minimum consideration. The 600 cfm vacuum carbs will still provide good fuel econmy...as far as dual-carbed tunnel rams go. (Less true with Holley 660's.)

    Remember what I said about checking exhaust port alignment with the thru-transom exhaust logs.

    In summary, my vote is for the XM270 and a pair of Holley 600's.

    LO
    Last edited by LakesOnly; 05-31-2011 at 10:15 AM.
    High Flow Dynamics
    Performance Components for the 429/460 Engine Family


    This post © Copyright 2007-2017 Paul Kane. No copying, linking, printing or otherwise without express written permission.

  14. #12
    steelcomp was here
    Join Date
    Dec 2007
    Location
    n/e TN
    Posts
    26,271

    Default

    Quote Originally Posted by Cowboy_Mike View Post
    Reversion is an issue if you are running headers. Thats what I was told. The wet headers and big cams can suck moisture and water in to the motor through the injectors. If you are running manifolds, you dont really need to worry about it. If you know what cut impeller you have, you can call a few performance jet boat places,a nd they can set you with the right cam grind, and maybe you could benifit from a loader grate. The igntion is a huge up grade, like was said above, 600 cfm carbs a good upgrade.
    Any time you have water introduced into the exhaust system you have to be concerned with reversion. The IMCO Powerflows are no exception. With typical tube/OT headers, most setups have the option of being able to shut down the water at or near idle which is where most of the reversion issues occur. Manifolds such as the Powerflows or other jacketed manifolds don't have this option and are way more sensitive to reversion issues since there is always water in the exhaust, even at idle. With most tube/OT header systems, the majority of the water coming out of the engine is dumped overboard and very little is typically going through the exhaust. With jacketed wet exhaust systems, all the engine water can be exiting through the exhaust which greatly increases the possibility of reversion. Jacketed manifolds also have a bit more back pressure than a typical tube header which increases the possibility of reversion. Where the water is introduced into the exhaust system is also a factor, and the further away from the ex. port the better for helping to prevent reversion.
    If God is your co-pilot, change seats!
    Acts 2:38, the perfect answer to the perfect question.

  15. #13
    Senior Member Areyouliving's Avatar
    Join Date
    Apr 2009
    Location
    SacRiver
    Posts
    460

    Default

    It's also important to know the installed height (for roller rocker arm clearance reasons) which I hope to be 1.900" and not the OEM 1.82". I'm not sure I follow what you mean here. Installed height of what?


    Further, for the camshafts I noted (especially the XM278 with 0.576" valve lift) you need to evaluate retainer-to-guide clearance on the D0VE heads. I took the cam card and the heads back to the machine shop and they cut down the guides to solve this issue.

    I'm on the hunt for a pair of carbs.

    Paul thank you for the advice and the time it takes to follow up on these posts. I was on the 460 forum over the weekend and I see that you spend a great deal of time on that forum too. You teach a lot of people about these old hunks of iron and spend many hours of unpaid personal time to do so. The information you spread is so valuable to so many of us. Thank you again. I look forward to having you spend some paid time on this motor later in the year after my immediate needs for the summer are met.

    Bill Louder

  16. #14
    Senior Member Cowboy_Mike's Avatar
    Join Date
    Jul 2009
    Location
    Prunedale, California, United States
    Posts
    931

    Default

    Quote Originally Posted by steelcomp View Post
    Any time you have water introduced into the exhaust system you have to be concerned with reversion. The IMCO Powerflows are no exception. With typical tube/OT headers, most setups have the option of being able to shut down the water at or near idle which is where most of the reversion issues occur. Manifolds such as the Powerflows or other jacketed manifolds don't have this option and are way more sensitive to reversion issues since there is always water in the exhaust, even at idle. With most tube/OT header systems, the majority of the water coming out of the engine is dumped overboard and very little is typically going through the exhaust. With jacketed wet exhaust systems, all the engine water can be exiting through the exhaust which greatly increases the possibility of reversion. Jacketed manifolds also have a bit more back pressure than a typical tube header which increases the possibility of reversion. Where the water is introduced into the exhaust system is also a factor, and the further away from the ex. port the better for helping to prevent reversion.
    Cool! Good to know, wspecially since I have a 460!

+ Reply to Thread
Page 1 of 2 1 2 LastLast

Quick Reply Quick Reply

Register Now

Please enter the name by which you would like to log-in and be known on this site.

Please enter a password for your user account. Note that passwords are case-sensitive.

Please enter a valid email address for yourself.

Please select your insurance company (Optional)

Log-in

Tags for this Thread

Digg This Thread

Posting Permissions

  • You may post new threads
  • You may post replies
  • You may not post attachments
  • You may not edit your posts
  •  
 

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95