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@@chrisb5143 well tell them to hurry and come out here and look at the one in the bed of my truck before I haul it off! I’ll even give them a tape measure so they can measure the ring gear and see for themselves that’s it’s not a 9” ring gear! Lol

@@yurimodin7333 same here. I have worked at Oreillys and was also a part time assistant manager at Advance Auto Parts.

@@BlackLabGarage mine was Autozone

@@davestewart9146 you’re welcome!

it was probobly for floating axles which goes in hand with all that other stuff

@@jesseduke694 the housings are the same as far as I know but the axles and bearings are different. The sealed ball bearing axle bearings have a lower weight capacity than the three piece Set 20 bearings. The axle shafts where bearing goes on is bigger on the Set 20 bearing axle shafts. Supposedly the axle shaft length is also different between the two because some people swap from a 9 3/8” to a 9” and don’t have enough spline engagement on them after they swap.

@@mlp8500 genuine GM HEI is fine in GM engines. But these cheap HEI’s are horrible. They use cheap parts and the timing curve in them is horrid. If you ever seen one of those on a distributor machine you wouldn’t use them.

@@richarddodds9326 your valve cover should be baffled which keeps it from sucking oil straight up into it. It creates a vacuum in the crankcase which improves ring seal so actually your oil consumption would go down, not up.

@@joshbartoszuk9563 Thank You for your kind words! It’s greatly appreciated.

@@TeddyxxMexx it is part number 240031-12

@@CS_247 that’s why I made this video and my other 460 videos. A few cheap upgrades to the 460 and the fuel mileage and horsepower will go way up. Not to mention the fact that the 460 would easily pull the lungs out of a 302 at 1/4-1/2 the cost of that 302.

@@jeffreystrader3191 I think you can actually get rivets new from McMaster Carr. I’m pretty sure those are the same drive rivets that they use to hold farm implement tags on.

That's one of the things I go over in my videos. If you raise the compression up and go to a straight up timing set, and let the exhaust side of the head breathe, the 460 is not nearly as hard on gas as they was out of the factory.

@@chrisb5143 you mean the one that was in the Wizard of Oz and was pulled by the horse of a different color?

@@jesseduke694 that had to of taken a while to do lol

@BlackLabGarage it really didn't take to long. I didn't do it all at once. I would just sit down at my bench now & then & drink coffee & start tinkering with my hands & I would ink up a seat & just set the stone on it & spin it to see if it cleaned up all the way around & if it didn't, I just turned it till it did. But over many days, not at once.

@ even doing 3 angles it didn’t take long?

@@jesseduke694 he is working a set of the E7 heads. The F3 head is the better head of the two.

@@landoncustomclassics no, it wasn’t me wanting valve covers? I couldn’t use them on this one anyway. These heads use the cast center bolt valve covers.

@@matthewmiller2268 I need to examine these F3TE heads a little closer because they have a different chamber than the earlier E7 460 EFI cylinder head. I have an E7 head here. I need to measure and see how much difference there is between the two as far as the valves and the chamber shrouding

@@softenerguy sadly I’ll say there probably never will be a aftermarket intake for the EFI heads. With the EFI 460 only getting a 10 year run and with a lot of people going the Coyote and Godzilla route, there probably isn’t enough demand to justify the cost of designing and casting the intakes.

@@BlackLabGarage I'm afraid you're probably right. I think the factory intake works pretty good already and would support additional torque as-is. Saves us a few bucks too.

@ yeah intake manifolds have gotten ridiculously high dollar

@@MichaelCoger that doesn’t surprise me at all with the retarded cam timing, lazy distributor advance curves, and really low compression ratios that Ford had in the 1970’s. A good example is in 1970 a 351W was rated at 290hp. In 1979 a 351W was rated at 154hp. Which I know they changed from gross to net hp ratings in 1972 but it wouldn’t have changed the ratings that much. Their engines power output from the mid 1970’s thru the mid 1980’s was just pitiful.

​@BlackLabGarage in 70 the 460 was rated at 365 hp! In 72 I believe it was 212 hp!

@ I know them changing how they rated the engines horsepower from gross to net ratings which affected the rating some but not that much. The biggest reason for the horsepower loss in 72 is that was when the compression lowered on them.

The fuel injected 460 used the straight up timing set, not the smog era retarded set.

@@DaveSmith-ep9ew I would love to do that but that would mean dyno time which is quite costly.

@@mooosestang those heads had been rebuilt at some point in their life.

@@MaxDeet7439 on a stockish type rebuild it’s not as important as it would be on a high performance engine. I mean get it as close as possible but I would rather the installed height be a little taller than what it recommended rather than shorter than what is recommended. Shorter installed height would mean higher valve spring pressures and also get you closer to coil binding the spring.

@@BlackLabGarage That makes sense. Thank you!

​@@MaxDeet7439if your within .015 more than, or less than, your fine

@@mattbourgeois6884 Thank You!

@@forestchicken3302 I got mine from my local paint store. He has a whole wall of clips and fasteners but I do not remember what the part number is for them now

@@BlackLabGarage Do you know if the originals are metal or plastic? Thanks for the reply.

@ the early trucks used the wire metal clips and then sometime in the late 70’s they switched to the plastic clips. Both of them work

You're welcome. I'm glad this video helps you!

You can't beat factory EFI. Except with a carb.

@ I agree. The one exception might be I can’t remember if it was 1996 or 1997 California 460 actually got mass air instead of speed density. So even though the mass air system from back then was crude by todays standards, it was still much better than the speed density system. But that was the only 460 that ever got mass air and it was one year only in California.

I got lucky and these had bronze guides put in them previously so I didn't have to worry about the valve guides. Thank you for your kind words!

You would probably be ok to do that but I wouldn't go very far into the ports

Thank you!

@@waterwarriors911 that doesn’t surprise me at all. The EFI 460 was a great engine, it’s just the fuel injection and primitive electronics that choked the engine way down.

@@JavierSanchez-wc7fj I could fix my harness but it would take me a long time plus they run better carbureted anyway so I’m going to change it over

@@glennb856 well Ford themselves put a Holley 600cfm on them from the factory. I’ve ran 600cfm Holleys on 460’s and they do run good. If you do the math or use of the cfm calculators at 5500rpms a 460 only needs 622cfm for the street. I plan on putting a 600 Holley on this 460 I am putting together now. With that being said all 600cfm carburetors are not the same. A Holley 600 flows more than an Edelbrock 600 carb. I myself tried a 600 Edelbrock on a mostly stock 460 and while it did run ok, I switched it out for a Holley 600 and it had much better power with the Holley. Plus Holleys can be had with the Ford automatic kickdown hookup. No special adapters needed.

@@danjohnston3042 I’m actually finishing up the cylinder head video right now. It should be posted either tomorrow or Monday.

@@nob5000 you’re right! That would help it.

@@JSmedby you talking about on the adapter?

@@BlackLabGarage Intake. Under the adapter there is a sharp edge. If I saw it correctly

@@a.devereaux7143 Thank You!

@@PeggyParrow you don’t have to do that. You can’t get five 351C front cam bearings and install them in the 429/460 block. The front 351C cam bearing is wider.

@@derrickcochran4180 Thank You! I’m glad you like them. That means a lot to me!

@BlackLabGarage I'm learning a lot about my 77f250

@@derrickcochran4180 I’m glad these videos are helping. There is plenty more coming down the pike between my 1978 F-150 4x4, my 1979 F-350, and my 1974 F-350 that I have to put another cab on.

@@BradyWeatherford Yes! The truck manifolds don’t kick out on the passenger side like the car manifolds do. Plus the truck manifolds use a bigger exhaust pipe flange than the car manifolds do so you can put bigger pipes on them easier.

@ Thank you! I’d heard both ways and wanted to make sure before I get started.

@ I’ve never experienced the truck manifolds not clearing the frame rails or seen anyone else have that problem. If someone says they did have that problem, it makes me wonder if they really had truck manifolds?

@@itllrun6030 this one won’t be anything special. It will just sound like a pretty stock 460 more than likely. Now the other 460 I have will sound better

@@WilliamM-h9e Wow! If it goes out tomorrow you really can’t complain because you definitely got your moneys worth with that Duraspark!

@@BlackLabGarage ohh I keep one in the glove box.. great vid.

@ well that’s probably a good idea because it will go out eventually. Thank you for your kind words

If it's a stock low compression 460 which 95% of them out there are, then yes the 460 is a disappointing gas hog. But when the compression is raised on the 460 and the exhaust side of the head is opened up, a 390 can not hold a light to them with pulling. I'm saying this and I own a 390 that I built and it's a great engine and pulls very good. But when a 460 built right, they are very hard to beat!

No replacement for displacement.

@ that’s always been my thought lol

I like the 429 engines. Pretty much most all of the 429's you would find are high compression whereas most of the 460's you find are the later lower compression engines. That right there makes a big difference between the two engines. Now if the compression ratios are the same between the two engines, the 429 will rev up easier but the 460 has more low end grunt. But both are really good engines.

You're welcome!

Sure can. That adapter plate uses the standard square bore mounting flange of 5.16" wide and 5.62" long

@@BlackLabGarage Thanks! I really enjoy your videos. I have the confidence now to use the 97 efi 460 in my truck without trying to find earlier heads and intake. I have a few things still to figure out. I will be using this as a tow vehicle at about 6,000 feet elevation. I am looking at flat top pistons to gain some compression back and will need to figure out if stock iron exhaust manifolds are suitable for an engine that probably will not see rpms above 4000.

@ that 97 engine will have around 8.5-8.8:1 compression from the factory. I haven’t dealt with high altitude engines much but a set of flat top pistons would probably make it too high. The pistons you have now are dished but they are a smaller dish than the old models and they have a taller compression height so the piston comes much closer to the top of the block. Flat tops have a little lower compression height. You have to have the deck of the block milled to get the flat top pistons to the top of the deck. Just something to think about because the closer to the top of the block you can get the piston the better quench you will have which means more detonation resistance. Would a set of headers help? They would help but the truck manifolds will work fine for what you are doing. The truck manifolds breathe a lot better than the car manifolds do.

@@BlackLabGarage Thanks for that advice. I suspect knowing that will save me some serious money. I started thinking ahead about pistons because I bought this truck not running and the rear spark plug on the passenger side was seriously oil fouled. That cylinder might run the hottest as it right against the firewall in there with all the exhaust. If I'm lucky it might be valve seal or guide or something and not a failed piston or rings. I just need to pull the heads and see what is there.

@ the passenger side of most Ford V8’s run hotter than the drivers side

While they will have the thermactor bumps in them, some have the holes and some do not. It depends on what area of the country the vehicle was going to as to whether or not the holes were drilled or not.

Yeah as far as camshafts and lifters I won't touch Comp anymore. Their valve springs and retainers etc...are ok still, but I will not touch their camshafts.

I was lucky that my dad ran a Mustang shop when I was in my teens and early 20's and I got to be around a lot of old Fords. The first one that I personally owned was in high school and it was a 1970 Mach One Mustang. I should have kept it

Windsors are a good engine. I have one that I will be putting in my Mustang. The Windsors only downside is they tend to be hard on the cranks. I've never torn a Windsor down that didn't need the crank turned. I've torn lots of 302's down that had good cranks in them.

@@BlackLabGarage This truck engine had 100k and the bearings looked great. I also have a 79 Mustang with a 351W.

@@softenerguy Wow...that is impressive because I seriously have never torn one down that the crank didn't need to be turned. The one I have now I haven't torn down yet but I expect the crank need to be turned in it. Maybe this one will be the first one I've had that doesn't need the crank turned

I wondered about that stuff but I had tried it once on a set of headers in the oxygen sensor hole and it would always burn and blow out on me for some reason?

@@BlackLabGarage it doesn't get as hot on the intake manifold.

@@softenerguy Good Point