My best Ford 460 memory: a well to do self employed man who purposely lived well below his means - helped out one year pulling his boat up the Western Rockies to a lake on the Wyoming/Idaho/Utah border one year circa 1981ish with his mid 70s Ford LTD to help our little scout troop out. Serious mountain incline of say 30% grade for miles on end - yet pretty much straight as well. Very much not the celebrated switchback situation - and a divided 4 lane highway. That Ford LTD crammed with kids and pulling a boat BLEW by a BMW up that mountain and it wasn't even trying hard. TORQUE! This man, the king of understatement looked in the rear view mirror and almost whispered 'was that a BMW'? We were all very impressed forever more.
mid '70s: was he handy at changing out the cam timing set or advancing it a tooth or two? I guess some people got heads off of older cars but then might be needing to add something to the gas to raise the octane or buying av gas at a small airport
@@davidpowell3347 He did have an engineering degree and more importantly grew up fixing things on a farm. Car was too silent to have many modifications, but he told us before we even got underway that the car had a 460 and was up to the task.
That is my strongest recollection also; not great horsepower, but tremendously great torque. I had them in 3/4 and 1 ton trucks. Incredibile pulling engines.
Back in 1995, I borrowed an E-350 Econoline, 15 passenger, with a FI 460. There were a total of 11 people in the van as I drove around looking at Christmas light displays. Somehow got into a race with a Mustang GT (5.0). I was able to hang with him up to about 60 mph. Not bad for something as huge and heavy as that Econoline. BTW, that 460 didn't care if there was 1 or 15 passengers, it was still pretty fast. Great engines!!
I’ve had several 3/4 ton and 1 ton work trucks with the 460 and every one of them outlasted the trucks. I know one of them had around 500k miles on it because I used it in two trucks. Where I live, sadly the death of most vehicles is rust and not mechanical failure.
The FE 410 when balanced and the quench at .045 will too. I have assembled and rebuilt 410 FE engines for pickups and I talked to a friend who just rolled over 1 million miles on a 410 I did 30 years ago. A nice 380 hp 470 ft lb low maintenance engine. He has driven the balls off of it. Pulled a backhoe on a trailer. No smoke or blowby. A qt of 15w40 every 3000 miles. No leaks. An NP 435 trans and the clutch has never been oily. For a truck a .030 over 410 or a 416 ci smooth engine.
The external dimensions we're somewhat challenging! And no, it was heavier that FE engines, by slightly over a hundred pounds! It was also wider due to the cant valve heads! A 68 to 71 is the way to go! A big cam, intake, and 750 double pumper and rock and roll! They were less likely to have a tendency to spark knock! But, with the cast iron intake, they weighed 720 pounds! Nearly 100 lbs more than the FE motors! The deck was raised on the smog motors to reduce compression, but that isn't an issue! It's a cheap street/street pump gas engine, know several guys using them in f150s back when we were racing! We used on for a while!
My first experience with the 429 was a "Thunderjet" was in a 1968 Thunderbird, would easily bury the 120 MPH Speedometer. My next experience with the 429 was in early Spring, 1979. I had the opportunity to drive a 1971 Ford Custom with the 429 "Police Interceptor" on a two lane road. The 429 PI made this 1971 Ford Custom feel "Weightless" Amazing Power and Acceleration, coming from a vehicle that has over 100K and 8 years old. I had previously owned a couple of 440 Mopar Police Cars, and this 429 PI would have given a 440 a run for it's money!
I owned an ex NC hwy patrol 1970 LTD. 429PI with all the accessory coolers, a posi traction rear end, and it was an absolute beast. Like most of the cool cars I've ever owned I sold it to someone who knew better than I did what I had and made me a respectable cash offer. Never again.
The FE 428 is also a great engine to use for a swap. I have never broke one, nor have I hurt a properly tuned 429-460, a timing set change and even top of the page cam swap, and get the timing set! When you do that , they will make 425 hp and 475 ft lbs with low compression. Beat on it!
I had a 1969XL with the 429 and you could cruise all day at 120 those engines were bullet proof . I don't agree about the iron crankshaft . I also had a 1970 SCJ that would rev to 6500 rpms with a hydraulic camshaft . The 429 didn't seem to wear at 100000 miles and above .
the 429 PI was basically a Cobra jet and would blow the doors off the 440 Pursuit! heck in a 4500 pound torino it ran low/mid 13's.. motor is 11-1 compression
Something I've learned from reading different sources. There was some incredible expert engineering in the cast iron blocks by all the big three makers. A more sophisticated and complexed component than I ever knew.
and over simplified 5in bore spacing and a 4.3 cylinder/piston sizing is common to all 3 makes and iron castings and a weight of about 600-900 LB in the engine bay anything else i missed mentioning that's common to the big 3 BB engines
@@richardprice5978 I agree, a 4.13 bore with a 4.25 stroke is 460 ci and weighs with aluminum heads and intake weighs 510 lbs where a 460 with aluminum heads and intake is 650. You feel it on a asphalt back road. A 429/460 will push where a stroker 428 will rev and just glide. Amazing. I agree on the 2100! The best thing I can say is different horses for different courses. The 460 weighs 725 lbs and can pull a railroad car full of horses, or an FE 460 that weighs 510 lbs and can rip holes in the pavement add a turbo and beat up on anything old or new on 3:00AM backroad duel in a 69 Mustang. And will live 30 years doing it, lol 😂
If you wonder whether the Triton v10 was a good replacement for the 460, notice how Ford has quietly gone back to a 7.3 liter pushrod v8 in heavy service.
I had the same observation. What is old is new again. The 7.3 is a completely fresh sheet design, but the theory behind the engineering and architecture is well developed and solid. The 7.3 is getting a lot of praise in the truck and motorhome world.
@@wardmontgomery9259 Well… Ford didn’t torque the spark plugs properly on the V10 coming out of the factory in the first few years. It also didn’t help that the location of the plugs, the deep well they were in, how the well attracted moisture and a number of other factors, made plugs, in general, a maintenance issue for the entire production life of the engine. However the “blowing of plugs” was limited to the first few production years and there were TSBs on that. A good mechanic will spray some anti seize at the base of the plug and let it sit a bit before trying to wrench them out. Likewise, they will take the time to properly torque them when reinstalling. It’s the nature of the beast.
My parents' 68 T-Bird had the 429-4V and it was a wonderful engine. Super torquey and smooth, and amazingly economical...18 MPG on the highway with such a heavy car. Adam's negative comments about Ford's carburetor in other videos was true to this one, especially when the car was older...the only weak spot. My dad's proclivity to buy the smallest engine in any vehicle was thankfully confounded when he ordered the car in the Fall of '67. At the time they still offered the 390 as the standard option which he had ordered. By the time the car was manufactured, the 390 had been dropped. My dad told me he was SO MAD when he found out at the time...until he took delivery, and the 429 distinguished itself as an effortless wafter. I am so glad we didn't get the 390....a great engine but blunted by the sheer heft of the T-bird.
I think the 390 got a bad rape from ford. They never gave the 390 the proper parts to make it into a competitive contender to the 389 or 396 Chevy. With available parts like heads and cam shafts, the 390 could have been made to run with the GM engines of the same size. Ford had the parts on the shelf but never offered them in a car. I know this because We built my buddy's 1968 Mustang S code into a screamer with of the shelf Ford parts. When we were finished his Mustang 390 would walk all over a well tuned L78 396. Chevelle
@@mylanmiller9656 there are hi-po 352 and 390s but they came early in the 60s before the 406 and 427 hi performance engines. IE the 1960 352cu/360hp engine in starliners
@@bluecollarred6912 Yes I am aware that ford made a 401 HP 390 engine for the 1961 NASCAR season. It was dropped for the 406. After 1961 there was never a real performance 390 available. We used the over the Counter 427 parts on the 390, they made it into a real contender with the best GM big blocks. The heads cam train and intake were the main things We use a single four barrel side winder intake, double pumper carb in place of 3 two barrels Ford used.
@@mylanmiller9656 sounds like a pretty nice setup, two fours has gotta be easier to deal with then 3 dueces. 1960 starliners had a rare one year 352hi-po with 360 horsepower. I was surprised when I found this out because I had always seen the 352 as the base big block for sedan/truck applications, I've seen tons of them with 2 barrels in mid 60s era Ford pickups. It's made me think about building a hot 352 just to be a little different
@@bluecollarred6912 The reason Ford decided to hop up the 352 for the 1960 NASCAR season, was in 1958 and 59 they used the 430 engine in the T bird , the 430 made the car nose heavy and caused poor handling the FE series saved 100 pounds off the front of the Ford cars that were more arrow dynamic than the T bird . The 352 was replaced by the 406 then the 427 in 5 different 5 series, The high riser could have been dominant force if it would have been developed more NASCAR killed the High riser because it didn't fit under a stock hood. it had good intake but lazy exhaust. The Crammer was outlawed before it ever got started, Tunnel port never really lived up to expectations.
Ahhhhhh my favorite engine, the 460. Been a fan since my dad ordered a new 76 F250 with the 460. Admittedly not that peppy stock but with a change in carburetion and ignition advance curve woke it up pretty good. Since then I've owned several, including a 545 ci stroker with big heads, etc. Crossed the 600 ft/lbs of torque at 2000 rpm. Current have a bone stock 460 in my 75 continental. The 460.has been underrated in my opinion. Stout blocks with good construction. Great video here.
Great video Adam. I owned a 78 Grand Marquis and loved it. I know it had been de- contented from previous years but it was still one of my favorite cars. Absolutely dependable. I bought it in 1985 and drove it until 1992 by which time Maine winters had done their damage. I never had any carburetor issues at all. I replaced the timing chain and gear at 130,000. Biggest issue I had with the car. Smooth very nice driving and riding car. I was a GM fan before this. This was a better more dependable car then any of them. Also the C6 was bullet proof. Loved the 460 and your channel.
Agree. These are terrific Marquis models and my favourites. I have 76, 77 Grand Marquis sedans and 78 Colony Park. All unfortunately with the 400 engines. I would much prefer if they had the 460. Although I did drive the Colony Park wagon right across the USA before shipping it to Australia.
I think it was a shoe horn job, but I saw a 78 Tbird with a 460. It had all the proper plumbing and not a built monster, but she'd get the rear end sideways with ease. Made my 77LTD2 with a 351M look wimpy. People don't give the 80's engines enough credit. My Dad put an 81 Tbird 302 into his sisters 67 mustang, the bottom end of that engine wasn't bad at all. Burn the tires off posi, even with 3:1 gearing, or maybe the 67 C4 helped a little but she's still running.
I would definitely agree on the smoothness of these engines, I transplanted a 429 from a 69 marquise into a 71 F100 back in the early 80's and wow what an amazingly smooth and powerful engine! it replaced a gutless 360 FE, and amazingly it actually got better mileage along with the far better power! went from 8-11 mpg with the 360 to 15-18 mpg, depending on how I drove it.
Ha! Same! Mid-1980s, my dad’s ‘71 F100 with ailing 360, except donor was a wrecked ‘69 Thunderbird. The truck was very straight and clean, it made a nice hot rod. It wasn’t 4wd though, so my dad sold it after we enjoyed it for a year or so.
The 360 truck FE had a very conservative camshaft designed solely for low-end torque. The compression ratio was also very low, apparently so that commercial users could buy the cheapest gas possible.
@@jimstrict-998 The 360 FE can be made into nice engine. Just follow standard hop-up mod's such as cam, intake and exhaust. With today's low octain gas the compression is best left stock?
I’ve had two 460’s both in early 90’s F250s (and both backed by ZF 5 speeds) I can speak for their torque and reliability. Amazing power plants even at 250k+ miles
We rented a small U haul with the FI 460 and it was great until we had to refill it! 😂. Worth every penny! You can’t keep your foot out of it! Give me a Holley!
@@scdevon Fuel economy was a big factor, especially in the F-Superduty cab & chassis that came out in 1988. They came factory with 4.88 gears, or 5.34 special order. With the EFI 460 they got about 6 mpg, compared to the 7.3 IDI diesel that got around 10 mpg. Those were good tough trucks, but that gear ratio sure ate up fuel.
My neighbor had his 84 at Ford several times. It was always running rich. Which we had cheaper gas back then, so that had a lot to do with it, but other swapped 429's around didn't suffer at all with their tune. All the smog crap kept his binded up.... The guy would tell me, blow the soot out of her, she'll straighten out...
Back in the mid 70’s I used a 71 Ford Custom to flat tow my 65 Impala to the drags .That Custom was an ex/Maryland State Cop Car.It was amazingly fast and powerful . 429 Police Interceptor,11:3 compression,370 h.p.,4200 lbs,heavy duty everything,C6 with a shift kit .I raced it sometimes.Best e.t. 14.75 @99 mph in first 2 gears.Amazin engine
That was a beast! Anything that weighs more than 2 tons, has highway rear end gears, can go 140 mph+, and can run 15's or better in the 1/4 mile, cruise all over the continental U.S.A. with dependability and economy, is nothing but a beast back in the Day! A Beast!! Nothing was more fun! Nothing!@@WPGinterceptor460Interceptor
I had several cars years ago with the 429/460 engines & they were indestructible, easy getting 200k miles with no issues at all!!! Thanks Adam for sharing another informative porch chat!! 👍👍
A friend of mine bought a 1970 Thunderbird with a 429 about 20 years ago. 80K miles on it at the time. We tore down the engine and found WAY more wear on the valvetrain than we expected to find. I don't know if it was poorly maintained by the original owner or what, but that shit was worn out
In Australia the 351 V8 was Fords top engine for quite a while. It was also modified and used in Falcon sedan racing cars (later coupes) at events like the annual race in Bathurst, New South Wales. A friend of my father a mechanic told me it was a very good engine that gave few problems. The other Ford V8 that was available back then was the 302. It was also very popular with private owners who did not need power of the 351. These engines were of the Cleveland type, produced here in Geelong, Victoria between 1969 and 1982.
I worked at a Ford dealer as a mechanic in the late 70s I remember quite a few being towed in that had the oil pump drive shaft being twisted off from valve seal pieces being stuck in the oil pump usually engine locked up valve seals just fell apart from old age I would say if over 75000 miles I would definitely change valve seals. I opened a 70 mercury Cyclone Spoiler with a 429 CJ opened for 20 years only problem was both exhaust manifolds cracked hard to find and very expensive. Engine made great power had a 750 double pumper Holley still used the dual point distributor fun car to drive with a four speed and a 350 Detroit locker pissed off a lot of Chevy drivers
Our family car from 1976-1982 was a Mercury Marquis Brougham with a 429 4V. The car had 6,600 miles on it when we got it, about 79,000 when it was sold. Great engine and transmission, totally trouble free, terrible carburetor. The original floats had an issue, after about 3-4 years they’d absorb fuel and become heavy, which meant serious flooding shortly after start up. I remember floats being in such scarce supply that it took over 3 weeks to get one when ours had that problem. That carburetor had to be rebuilt 3-4 times during the life of the car. Always stalled about 3 seconds after the first cold start of the day, then it would run. We never did better than about 8-9 MPG city use and 12-14 MPG highway, driven relatively gently btw. I loved that car. Had an incredibly smooth, quiet ride, torquey engine, smooth shifting C-6, great sound system for the time, classy look.
Such an excellent overview of these great engines. You just keep delivering such great content. I've experienced one 429 and two 460s in my life, the 429 in a 1969 Thunderbird, and the 460s in a 1976 Thunderbird and in my current almost all-original 77 F350 SuperCab. You are absolutely spot on in everything you've said on these wonderful engines. Smooth, quiet and splendid. I did go with a Holley Sniper efi on my truck, but really that was just me being lazy in not wanting to (learn) deal with a problematic carburetor. It's definitely a trade-off of potential issues, but I'm a happy efi user. I have many (4) 430 MELs and a 360 FE, all quite excellent. Ford designed some amazingly solid engines. The only thing I disagree with you on is your assertion that Ford cheapened or decontented their vehicles in 1975. Absolutely not the case in my experience. If an interior decor option was ordered on anything from Pinto to Granada to Marquis, the upgrades were quite lavish. Ghia trim and Luxury Decor Group options were amazingly plush in the 1975 models. Check out a 1975 LTD Landau with the Luxury Decor interior, and you will be a believer.
Thx. I’ve owned a 75 LTD Landau and it was nice. However, my 73 LTD Brougham was quieter at speed, and I found it to be a bit better made. Personal preference I suppose.
We had some great 385 series engines. Had a 71 mercury grand marquis 429 2v 3:25 rear gear. Wow was it fast up to 110mph. With the air leaner lid flipped( a common mod?) the sound it made was just music!!!! We had a 75 Ford Ltd with a 460 that I bought for the price of the new battery in the car. We stripped the car and went figure 8 racing, and demo derbies with it. The engine then went enduro racing for a few years-then over hauled and went racing again before being sold to a mud racer. Our last one was a 73 Lincoln 460short block that we installed 72 PI heads, cj intake with Rochester Quadra jet , cj exhaust manifolds with a police interceptor/jet boat cam from SVT into a 71 Torino cobra 🐍. The torque was unreal!!! We enjoy the 429 Big Mercs the most from back in the day we always thought they were peppier and revved harder....
Oh yes. These were excellent. I had a 70 XL and a 71 Marquis with the 429. They got amazingly good gas mileage for as big and heavy as they were. I'm comparing the 429 to the 351M I got later on in a 75 Torino. It got terrible mileage and had half the power. I sure wish I had kept the Marquis. You are right about the water pumps.
i don't think there was ever a guy that had a 351 M engine that was happy with them! every one i talked to that had one said they were hard on gas and gutless
You are the master of the malaise era. It's sorta funny that you handle your own maintenance, when many of these luxury and near luxury cars were probably never owner serviced back in the day. You easily have as much experience as an entire mid 70s Lincoln-Mercury service department. You also have this great enthusiasm that is honestly infectious. I've already loved these cars, but your videos always result in me spending hours watching videos on big old boats :) On a bit of a side note, I absolutely agree with you regarding the benefits of getting the big block in a big car. I remember a family friend (they were an adult, I was a teen) asking me what my favorite muscle car was, and my first thought was a 70 Coupe DeVille. He laughed and said it didn't count. TH400 and a 472? If that's not muscle, I don't know what is! Most of the people who buy a 429 mustang won't drive it much due to value, operating costs, trying to work on a big engine in a small car, and the fact that that sporty mustang isn't going to be very comfortable. Take out an old Lincoln and you and 5 of your best friends can ride in comfort, while two people you like less can stretch out in the trunk. Also, if you don't have any 75 or later fords... that mean no Mark V? Possibly a good idea for a video would be an overview or review of that car, or a comparison to the Mark III and IV you do own. Also, idk when this was filmed, but I hope you have a restful weekend and feel better if you are still under the weather now!
My 73 T-Bird has the 429 4bbl and that 429 mill not exactly huge horsepower ( 223 hp I think) but the torque on that 429 is fantastic especially when getting on an incline ramp to freeway it just rolls beautifully. As always Adam thank you, great content and hand down best channel us whom really appreciate 67-74 Ford luxury barges as I do.
I've run Windsor small blocks for my entire driving career, which started in 1999. In 2019 I bought my first vehicle with a 385 series big block, which is a mid 90s OBS truck. Except for the inexplicable oil consumption and that time the side rusted off the exhaust port on the passenger side cylinder head, it's truly a different beast than anything else I've ever had.
My, some of the problems or issues you share were definitely real world for me back in the day with daily drivers. I had a '77 Lincoln Town Coupe' and we had to do the bottom end of the engine at around 140,000 miles. My brother-in-law worked in a shop and of course, he did the work. He suggested the timing set and water pump since we had it in. The top side of the engine was still great. He put a 1969 - 460 timing set in it so we could run the timing at a better setting. It had dual exhausts also. It ran fantastic and had a remarkable difference in performance. I have a tendency to get in them a lot. I also had a '74 Mark that was a good car but I had it painted and lived out of state at the time, and my brother-in-law knew someone that could take care of it. When I came back to pick it up, the original 4300 carburetor was still on the car and as I was getting ready to leave, it flooded the entire top of the engine. He said we could rebuild it but suggested an Edelbrock so then I was on my way quickly. Great carburetor. Wish I had gotten a '72 Mark or a '71 Marquis Brougham. Love you '71.
Having owned both a pair of 1965 Thunderbirds and a 1968 Thunderbird, I can say that the 429 was a tremendous improvement. The 390 was smooth but gutless in such a heavy car. The 429 really woke up that '68 T-Bird.
I had a 63 Thunderbird with a390 4 v with positraction it was nt gutless ,I had a 68 Thunderbird with the 429 Thunderjet TOO! 60 more H.P than the 390 !
I purchased a 1974 Ford LTD Brougham Ginger Glow Metallic brand new with the 460, C-6, 3.25 rear trailer towing package etc. Yes at the time of the gas crisis! Sold it four years later to a good home. Rare car even then. Loved it and miss it. Just sold my last 385 vehicle, a 1970 Grabber Blue Boss 429 Mustang after a 40 year ownership. Loved that too and I'm sure I'll miss it also.
Lots of those later 460 engines, I think mostly in trucks but maybe the big cars too, came with Holley 4180 carbs, which were based on the 4160 Holley which was and still is a great carb. The 4180 was basically an emissions version of the 4160. Those 4180s were the first Holleys to get anular boosters which helped atomization and they were a huge upgrade compared to the lame duck autolite 4bbl carbs. It was the same basic carb Ford used on the 5.0 HO in the Mustang in the early 80s, just a slightly different calibration.
I've owned the 460s and they were great - no problems whatsoever. Another rock solid engine is the 351 Cleavland. I put 289,000 plus miles on mine with only (1) water pump change. It was a 1972 Torino Fastback Sport. Same trans- FMX 3 speed auto-cast iron body> rock solid.
Another fantastic and informative video. I love your simple style just you and the camera and I love how you get straight to the information and facts, no fooling around. I respect that, keep it up! My stepdad's first car was an LTD with a 460 and someone I knew in college had an 85 F250 converted to run on propane from the farmer he bought it from. Water got into the engine and cracked the 460 block!
I'll never forget I raced a friend in his Mom's 72 LTD 351 Cleveland and I was in my Mom's 73 LTD Brougham with a 429 with a towing package. I got him on the start and he never caught me. It scared the hell outta me when at 70 MPH it downshifted and I had to raise my foot. Sounded like a jet, but once it got warmed up it was a beast.
I had a 69 LTD that, I was told, had a 390 in it. Just by checking the badge on the body, and looking under the hood, it had a 429. Good running engine.
I had an uncle that worked Ford Parts at a dealership for over 40yrs. The 429 was his favorite .I grew up a Mopar guy,so I had many great conversations with him. Great stories for all the big 3 in that Era as far as engines.
I never knew about the 370 truck engine.....that's one of many things I appreciate about your post. I also can testify that my 1970 Marquis, 429 2-barrell, achieved 17 mpg twice on separate road trips.
My favorite engine. I have owned several cars and trucks with 429, 429CJ and 460. Swapping a 460 into my 1985 Mercury Marquis (Fox Body). Replacing the miserable 3.8 V6. Aftermarket aluminum heads, intake and water pump to keep the weight more reasonable. The car already has the five-lug swap and 8.8 Traction Lock installed. This is going to be a fun and lively car to drive. Nothing exceeds like excess. 😎
A few years ago I put a 429CJ in my 77 Econoline van. I put aftermarket heads, intake, water pump, headers, and oil pan. I converted it to TBI. With the proper gearing and reworked C6 transmission I can do burnouts and get 27 mpg. I use it on family vacations pulling the small toy hauler
I was about 25 when I owned a 78 E350 with a 460/C6 and out of curiosity I smashed the pedal to the floor while going down a very long and very straight freeway. The speedometer hit the peg, but the van kept accelerating, and accelerating, and accelerating, and accelerating. Eventually the sound of the air going around the van just....changed, it was about that time that I ran out of balls. I can't confirm it, but going by how fast the scenery goes by on the crotch rockets I've rode since then. that van was clipping along somewhere between 140 and 150 mph. It was both exhilarating and terrifying at the same time lol.
I have a '77 Mark V with 460, the last year for the 460 in the Mark Series, and I removed the smog, bought a '70 460 distributor, straight up timing chain, and better coil. Definitely woke her up. Now I've put a 460 in my '66 Galaxie 500 four door hardtop. I love the 385 series. Great engines.
Oh my gosh! The best independent answers about the 460 in all of youtube. This wisdom ramble I'm doubing it was incredibly helpful to know the inns and outs of this motor. I'm considering buying a 72 lincoln continental it has a 4 valve per cylinder head. Can you speak to this variant or is that the norm for the model years you were speaking to?
I bought a 72 Mustang Grande when I was 15, I'm 47 now and still have the car. When I bought it, it had an excellent 351C in it, low mileage. Swapped it out for a 73' 429cid. Obviously did a mild build on the engine, balanced and blueprinted, ported and polished heads, 3 angle value job with a custom made Cower cam and roller rockers, MSD distributor with a Jacob's ignition system, forged flat top pistons. We only bumped the compression to 9.25:1 . Hooked 6115 full length headers, and a custom 888cfm double pumper Holley . I can red line at 6100rpm making power , without floating the valves. The motor is so strong and trouble free, and was cheaper to build then the 351C and getting more power and reliability. I run it on mid grade gas with no ping or destination problems. Super solid motor!
Cheers . Have a 70 MK3 RHD in Australia . Motor so smoth done water pump chain and carb . Single exhaust . runs so smooth and one and half pumps on throttle fires and purrs . Doing brakes now got to stop the Beast
Great coverage Adam! As you stated these were torque monsters particularly in heavier trucks and Ambulances. Our local hospital bought a new ambulance back in 1975, an E350 which had no issues twisting the needle back around past 0. I believe the speedometer only showed to 85 mph but still that’s a lot of power.
@@davidpowell3347 in my opinion I would say so as well. Although I will say the new 7.3 gas does pique my interest. Time will tell how it stacks up to the 460. My predictions are it will be a solid engine but dissimilar metals likely will cause some gasket issues. Just a guess on my part.
@@brianhdueck3372 There were definitely some advantages to having iron heads on an iron deck/all iron block and crankcase. Like valveseats that don't require extreme engineering to stay put,head gaskets don't have to tolerate movement between the block and head as the engine "thermally cycles" ,that is,warms up or even overheats somewhat (think about the reputation the current Hemi has about "dropping valveseats" when overheated although I think almost all modern engines have the problem to some extent I believe the exhaust valve seat on an older Briggs and Stratton air cooled lawnmower engine will get loose if the air cooled engine was badly overheated as if ran lean at sustained full load or with grass debris clogging up the cooling fins under the "blower housing" engine cover (for the aluminum engines) R.I.P. B&S (went bankrupt,the assets and name sold,wiping out the stock owners such as myself) ,the management voted themselves big bonus the day or so before declaring bankruptcy) 👺👺
@@davidpowell3347 wow!! Always have a huge respect for people who put people out of workman’s then offer themselves massive bonuses.NOT I agree which the valve seats,having personally inherited engines which this happened to. I also owned a 5.4 Triton, which gave me no grief over the 15 years and 200000 miles I drove it but the thermal expansion cycles did create an oil leak on the head gaskets at about 130000 miles. The truck had treated me very well so I did fix it and my brother drives it to this day. Maintenance is everything.
@@brianhdueck3372 I liked the "old" Briggs & Stratton,I think a lot of automobile mechanics "cut their teeth" on such as Briggs & Stratton and Tecumseh Engines,the original Steve Briggs was a college basketball player and engineering student I believe at South Dakota State along with a Charlie Coughlin. Who was the head of Briggs & Stratton I believe until near his death around 1972 ,I have a motor whose owner's manual lists Charles Coughlin as President of B&S. Still runs better than a much newer version of the same model range although mine has a German made pointless ignition on it and I have sort of jury rigged the carburetor,the earlier ones without automatic choke were better in my opinion. Automatic chokes on small engines are still making trouble for people.
I learned to drive on my dad's '71 Ford LTD with a 429-4V, 11.5 :1 compression ratio. Sub 7 secs 0-60 surprised a few muscle car drivers at stoplights. I've been a car guy ever since.
Had a ‘78 Ranchero with a 400 engine that I towed my dirt race car around with. I found a’69 429 ci and after a rebuild with a tow cam, intake and a Holley 600 with vacuum secondaries, I had a really fun vehicle! I also got rid of the 2.79 rear gear and replaced it with a 3.50! What a performer!!!
Really enjoyed this...a '68 LTD 390 4v dark highland green sold me on Fords for a lifetime...smooth, quiet, dependable with very good fit and finish for the time.
Hi, Panhead Dave here, I have a 1988 460 /c-6 in a motorhome, I love it, but I blew up the engine and transmission at about 61 thousand miles, no indication of problems, running cool, good oil pressure, suddenly Bam! Clank Clank, Clank, lots of oil smoke, zero oil pressure, end of motor, but I scored an identical engine and transmission with very low mileage, so away I go! Going to run dual exhaust, trans and engine oil coolers, but I like the smooth power and driveability the 460 offers, 👍
I had a 1970 XL couple. 429 4v Police Pack." It was a Texas Mountie unmarked detective car. It was a rocket. I ripped the motor mounts on the passenger side 3-4 times due to the torque twist the motor would do. I have no idea what the actual HP and Torque was I'd guess 450-70 hp. I raced and won against Vetts, Camaros, Firebirds, Trans-ams etc. It was stock looking so racers would get fooled. I did lower it 2in for handling. It came with a Carter or Philco 4 barrel but I changed late on to a Holley 850 double pump that was it, just stock and fast. I did replace water pump on it, you're 100% spot on. My 460 Lincoln's and other 429 types all had water pumps fail. Thanks for your great videos! Best on RUclips or anywhere actually. Please do a video on the Ford 400 engines they were awful about cracking the blocks and overheating.
My parents had a 1969 Ford Thunderbird suicide doors that had the 429 4V thunder jet.11.5 : 1 compression. I wanted nothing out of that car but the motor. I remember smoking the snow tires off the back of that car until they were bald 😁
Another great video Adam your right the 429 and the 460 are great engines I have owned 4 fords with the 460 v8 there not horse power engines stock after 1971 but with the exception off the lower compression and different head design they basically have the same cam and engine internals as the early engines and they are smooth as silk when you get them tuned properly.I have a 74 Gran Torino that I put 73 460 that came out off a Lincoln town that was in the junk yard it broke my heart that I couldn’t save that car it was in no.2 condition with 89000 actual miles the engine still had the original nylon gear timing chain in it and the heater hoses were still ford blue from the factory with the tower style hose clamps .I even got the c6 trans which was original and had all the paint marks on top off the bell housing every bracket was still on the motor still had the original points distributor.just put in new timing chain set for 1970 460 recurved the distributor and Edelbrock carb it runs great has very snappy throttle response and it moves the car around .effortlessly it can hold its own on the highway .the thing with later 460 you can actually fell there more power there but because off the lower compression. Thanks again Adam 👍✌🏿
I had a1974 Lincoln Town car with the 460. I had to due valve seals and a carb rebuild , after that it ran fine. My 1975 Thunderbird 460 I had a valve seal take out the oil pump , I replaced the rod and main bearings new oil pump and drive , installed a 1970 type timing chain and gears, new water pump and fuel pump , replaced the carb due to leaks, a crack in the casting. After all the it ran fine and seemed to have better acceleration. Both cars had just over 100k on them.
Just replaced the fuel pump on a 71 TBird today. Oh my! What a difficult job. Very little access to get any tools in there, very little visibility on the bolts, and at some point in the past 50 years someone cross threaded the rear bolt (probably because it’s a complete blind, feel around bolt). If I had to do it again, I would remove the brackets holding the distributor, ac, and power steering first. Has anyone blocked off the mechanical pump opening and installed a electric pump? Is it worth it if mine fails again in the future? PS, this channel is the best resource for legit classic car info. Keep up the good work!
My Dad bought a Ford LTD Brougham with a 429 new in 73. After he retired Dad "Upgraded" to an 84 Ford Tempo. I bought the LTD and that car had some BALLS. Had to change out the water pump and rebuild that massive alternator. Drove it for a few years and sold it when the front-end rubber bushings started to get loose and the LTD wouldn't pass state inspection.
Before I replaced the 460 in my ‘77 Mark V with a warmed up 521, it was as you said utterly silent even at WOT. Amazing really when you consider even the most garden variety V8 in a pick-up today have a pronounced growl. I retained the OE air cleaner with the silencer and added an additional cold air intake snorkel. Although with its cam, 10.25 to 1 compression, headers and low restriction exhaust, it still has a refined sound. Part of the smoothness of these engines could be the very large solid rubber pad motor mounts (that were in excellent condition and reusable) and perhaps the beefy trans crossmember.
Worked at a Ford dealership 85 to 95, I worked on few of these over the years,,, in my opinion that counter weight on the end of the crank shaft really helped with how smooth those engines were,,,, replaced a lot of fiber geared timing sets also the gear teeth in these would end up in the oil pan that you would end up dropping tha pan and cleaning out ,,and did alot of water pumps on.these engines,,, alot of. The trucks already had a holley 4 barrel on them from the factory
On a Mark III blog, I read that the 69' thru early 70' 460 motors were manufactured using hand selected fits, and as such, came though with more power than advertised. Wouldn't be surprised if they assembled the 68' 429 in the same way. It makes sense, because everyone I ever knew that drove a 67' 428 ThunderJet vs. the 68 429 ThunderJet said the 429 had a power increase that they could actually feel, and trust me you can't feel a 5 hp increase on anything but a motorcycle. I think you are wrong about a 427 or 428 FE weighing more than the 385 Big Block engine. The bore spacing for the 385's was exactly the same as for the MEL's, I think it's 4.900". I believe the bore spacing for the FE engines is 4.700, and that .020 difference should make FE"s inherently lighter, as both are deep skirted. I know some, if not all 427's castings were reinforced on the corners, but don't think the 428's were, especially considering the fact that the 428 was much easier to machine because the bore size is way smaller. On a side note; the 383 cu. in., 330 hp. MEL was what I consider, racy as hell, featuring an extreme oversquare ratio 4.300" : 3.300.
My dad had one, 70' Lincoln Coupe. 460 4 barrel, had to run premium and he said it was an absolute monster. Torque figures were 500ft/lbs at like 2900rpm. Pretty awesome motor.
The FE was 650 pounds and the 385 was 685 that just happens to be the same weight as a big block Chevy! The 385 engine saves weight because it don't have a deep skirt like the FE. the only FE that was heavy was the SOHC at 685 pounds. Bore spacing for the FE was 4.63 the same a s the Lincoln Y block, 385 was 4.9 the same as the MEL 430.
@@mylanmiller9656 Yes, and also, I believe, because the MEL's and 385's both had a 4.900 bore bore spacing, it is my contention that they saved a lot of money by using some shared tooling, as far a fixtures go. Dude, designing and building new fixtures (multi-spindle boring mills) cost big money. I believe the 385 does have a deep skirt, but could be wrong. It is true, the 348 big block Chevy has a lot of things in common with the MEL but they had different dimensions, pretty sure they hade different bore spacings. I find it funny that the 430 MEL had a finished bore dia. of 4.300 ( + or - whatever). I doubt the 348 Chevy had that, and I doubt they had the same bore spacing. It's hilarious, what are the chances of hitting on 430 cubic inches and with a bore dia. of 4.300" simultaneously, for your first "big block" motor? I think some sneaky engineers just tweaked the dimensions for fun. May as well, we're in the ballpark anyway, maybe within .015 bore and a few cu. in. overall.
I'm looking for an ambulance to convert into a camper - I've been looking mainly at the 7.3L Powerstroke diesels. I just found one this morning, though... a 1987 with a 460 in it. The guy is a mechanic and has put in a new water pump, brakes, etc... He's only asking 5K for it. It's great to hear such good things about this motor. Thanks for the video!
Love your channel, one of my favorites and I look forward to each one of them. My first car was a 1970 Marquis Brougham hardtop sedan. It had the 429 w/2 barrel. I felt that the engine was very powerful and smooth. If floored, it would throw you back in your seat. I have a 460 4v in my '74 F350 and it too runs smooth and has a lot of torque. My other favorite Ford engine was the 390 FE. I had a '72 F250 w/C6 and the 390. It was an all around excellent vehicle. Lots of smooth power and torque, great power steering (one finger driving), reliable, etc. The 2 factory 2 barrel carb was a little anemic but still a great powerhouse.
Former 1996 F250 long bed extended cab with color matched snug top. Bought it in 2015 for $6900.00, had 67,000 miles. Ran so smooth, can see the fuel gauge move while driving, but it got 13 mpg empty or loaded. Best truck.
I feel the port fuel injected 302 is one of Ford's best engines. Certainly more reliable than the 4.6, though that isn't a bad engine, except for some of the 3 valve versions.
Dad had a 68 Tbird with the 429. Pulled our camper and all of us across the country one year for vacation. He liked driving that car. It wrecked in 1977 and then he got a 351 Country Squire Wagon. It was slow compared to the Thunderbird. Also the later years were leaned out a lot so that contributed to the rougher running my 83 Caprice stumbled at idle a bit my 74 Monte was perfect smooth.
If you are stranded and doing the water pump as a band-aid (leaving the timing cover), you can dry the water port passages in the block behind the pump, reach in and apply a 3/16" circular coating of RTV where the timing cover meets the block. Permatex Right Stuff 1 Minute Gasket is a magic product, carry a small vial in everything and use it here too. If GM had this available when they decided to start replacing gaskets with RTV, the idea would have worked.
Folks in my extended family in the 1970's drove a lot of Thunderbirds and Lincolns. I was a teenager but a decent young mechanic. I was the go to guy for their water pump and timing chain replacements on the 460 CI setups. And a couple of 3rd members as I recall.
On our 74 Marquis had its issues but none concerning the super hwy lux cruiser 460 and C6 tranny. Several trips to Mexico City and I can only recall replacing the U Joint and staying in Queretaro. This unplanned layover turned out to be the most fun I've had on a family vacation. Good times.
I can attest to the 460’s power and reliability. I bought a 77 half ton F150 with a 460 for a beater work truck .It looked like hell and there wasn’t a panel that didn’t have a dent on it .It was strange that it had a 460 because Ford didn’t offer a half ton with that option but found out later it was a fleet truck which I guess could be ordered like that. Yanked the engine and transmission and rebuilt them both as well as suspension , diff and brakes, but left the body the same as I got it. My buddy named it Old Blue and it was a workhorse for sure. It took some tuning to get that carb to work right while also passing California smog check, funny it only had a egr valve and no cat and I would have to argue with tech every time I smoged it that it was stock. That truck could pull any grade with bed full and a boat in tow passing cars with their amazement as this hunk of junk looking truck passed them by! I still have her but now is just a dump run truck as I use my 01 truck with a 7.3 for towing now, but Old Blue sure could eat up the highways in the 90’s.
I came close to buying a '72 Thunderbird with a 429 a few years ago, and I was looking forward to owning it, but the deal didn't work out. It was very much a project car, anyway. Nice looking car I thought, though by '72 the Thunderbird had lost some of the mystique and uniqueness it'd had in earlier years. Still very cool, IMO. As I recall, Ford had switched from the 429 to the 460 in the T-Bird by mid-year '72 or something. Or maybe the 460 was an option. What I'd heard is that Ford decided even a mighty 429 wasn't quite big enough to haul that large car around with authority. T-Birds were never dragsters or even muscle cars, but they were still expected to have some guts when you stepped on the gas.
My brother had a ‘72 ex-police cruiser Ford XL wagon with the PI 429 V8. The car sat about 1” lower than a stock Ford wagon at the time. Monster sway bars front and rear. The car had a “black box” on the firewall. The speedometer cable ran through that box. The box also had 2-3 vacuum hoses on it, one of which ran to the vacuum advance on the distributor. It didn’t matter what gear the transmission was in but when the certified calibration speedometer hit 52 mph the engine would just surge. The exhaust would get more aggressive and the car would give a shove in the back and surge forward. I remember driving it one time on the Maine Turnpike at 90 mph and nailing the gas pedal. That big heavy car would lunge forward accompanied by a BIG howl from the air intake and a bellow from the exhaust. The car was in service on the Massachusetts Turnpike. We found ticket carbons stuffed down in the seat crack showing chasing down Corvettes etc. going 135 or more. Speed measurement was indicated “via speedometer by persuit”. That car was a MONSTER.
I've got a 77 Econoline I dropped a modified 429 CJ. It's a huge beast that can jump off the line and fly with the best of them. Nothing like the look on the face of a Chevy guy when his Nova gets beat by a van 😂
My first car when I received my license was a 1971 Ford Thunderbird 429 thunderjet with 360HP. I took it to Cal Worthington Ford the local Ford dealer in Alaska and had them put a brand new 750cfm Holly double pumper on it with new plugs,wires,cap&rotor I think the cost at the time around $350 That car would flat out move down the road like a space ship. Drove it for 5yrs till a pizza delivery driver pulled directly in front of me and T boned him going 50mph and totaled it. Loved that car and always looking to find one in good cond. again
I had a 77 f250 that had a transplanted 460, great torque. Traveled from Phoenix AZ to Chicago IL with the old 85 mph speedo buried, luckily this was when gas was 1.25$ a gallon. It had an 18 gallon and a 16 gallon tank, so I could go about 300 miles between fill ups!
Bought my first ford truck with the 460 in 1976 and continued using this engine in all of my future trucks until my current 1997,which only has 21000 miles. Because I have to use a high test/midgrade gas mixture and only get 8 or 9 MPG I only use it for any occasional hauling or trailer pulling I might do. I have a long list of people who have asked if when I ever decide to sell it if I would consider them. Have actually had offers of close to double for what I paid for it new.
Had a flex fan on a 72 cougar that lost a piece. The piece went through the upper hose like a hot knife through butter. Could have lost my life checking the timing and setting points if it flew off then. Thanks for a great video!
I had a 77 F250 Camper special. 10 Mpg up/downhill, empty or loaded to the hilt. Best truck I ever had. I had great luck with the carb. Never had any of those issues. High 15 sec 1/4 mile for a 6,000 pound truck from the 70s through a C6 and Dana 60/8 lug 3.54 gears. Headers and totally stock otherwise. God how I miss that truck.
Never had a Big block Ford, ,Had a Really good 352 4bbl and a 390 ran Great..never needed the extra Power...However bought a Dismantled 429 to put in a 65 Galaxie but never finished it, and traded it for a `1965 Galaxie Drop Top with a 352...good video...
Some people refer to the FE as a big block, but big block isn’t a term ford ever used anyway. I love FEs. I have a basic 390 swapped in a 79 f150 4x4 4 speed with just basically a low-mid range torque cam and it will shred the tires. I also think they’re the best sounding engines.
@@Terminxman ; The FE started life as a 332. You are correct, using GM terminology it's a medium block. MEL's and 385's are the Ford big blocks and both have exactly the same bore spacing of 4.900". FE's all have a bore spacing of 4.700, if I remember correctly. It's easy to look up in any event.
When doing a water pump, whether it's a 460 or a 302, I never use an impact to remove the bolts, especially the ones around the coolant passage that go through the cover into the block. If one or more of them is sized due to coolant intrusion into the bolt hole, the head will definitely snap off if overtorqued. I have found vibration to be a great in this situation. Use a long handle box wrench so the bolt head is exposed, have a buddy use an air hammer or air chisel with a round tip and apply the air hammer to the bolt head while you attempt to turn the bolt with the wrench. This is faster and safer than applying heat. BTW, out of the several cars my mom had when I was growing up, her 429 powered 71 Mercury Marquis Brought was my favorite. My best friend and I were motor heads and raced in our teens. One day while working on my 73 mustang, I asked to borrow her car to run to the next town for parts. We had an anterior motive, we wanted to see what that old girl would do with 110 octane fuel in it so we could actually stick our foot into it without hammering the motor with detonation. We ran it almost out of fuel and pulled into the station that sold racing fuel and put 10 gallons of 110 in it and hit the road. Oh man, did that girl pick up her dress and run 😆. Her acceleration was pretty impressive for a big boat, also, she rode just as smoothly at 120+ as she did at 60mph. Best of luck, love your channel
Growing up, we were a Ford Family of Fine Cars with anything from 390's to 460's. My aunt had a 1969 well equipped LTD with a 429 4V in it. It was nice looking, had that cowl dash and was fast - I'm sure that car was producing well above the rated 365 HP.
I'm not a Ford fan, but I have always respected the 460. Very high torque, very reliable. Although I'm a GM/Mopar guy and prefer the 454 or 440, the 460 is arguably the most reliable of the big blocks.
![Chino Pacas - Smith (ft. Junior H & Fuerza Regida) [Video Visualizador Oficial]](http://i.ytimg.com/vi/BVK6k56X30Y/mqdefault.jpg)
My best Ford 460 memory: a well to do self employed man who purposely lived well below his means - helped out one year pulling his boat up the Western Rockies to a lake on the Wyoming/Idaho/Utah border one year circa 1981ish with his mid 70s Ford LTD to help our little scout troop out. Serious mountain incline of say 30% grade for miles on end - yet pretty much straight as well. Very much not the celebrated switchback situation - and a divided 4 lane highway. That Ford LTD crammed with kids and pulling a boat BLEW by a BMW up that mountain and it wasn't even trying hard. TORQUE! This man, the king of understatement looked in the rear view mirror and almost whispered 'was that a BMW'? We were all very impressed forever more.
mid '70s: was he handy at changing out the cam timing set or advancing it a tooth or two? I guess some people got heads off of older cars but then might be needing to add something to the gas to raise the octane or buying av gas at a small airport
@@davidpowell3347 He did have an engineering degree and more importantly grew up fixing things on a farm. Car was too silent to have many modifications, but he told us before we even got underway that the car had a 460 and was up to the task.
That is my strongest recollection also; not great horsepower, but tremendously great torque. I had them in 3/4 and 1 ton trucks. Incredibile pulling engines.
Europe is collectively horrified at our audacity
Murica
Back in 1995, I borrowed an E-350 Econoline, 15 passenger, with a FI 460. There were a total of 11 people in the van as I drove around looking at Christmas light displays. Somehow got into a race with a Mustang GT (5.0). I was able to hang with him up to about 60 mph. Not bad for something as huge and heavy as that Econoline. BTW, that 460 didn't care if there was 1 or 15 passengers, it was still pretty fast. Great engines!!
Cool!! Massive torque at work for tire smokin' out of the gate performance
Do you recall the year model of that van ?
@@Fractal_blip No, sorry. Probably a 93 or so.
@@61rampy65 it had a Lotta life in it when you had a hold of it then haha it probably could still be on the road
@@Fractal_blip Oh, probably, especially since cars don't rust around here.
I’ve had several 3/4 ton and 1 ton work trucks with the 460 and every one of them outlasted the trucks. I know one of them had around 500k miles on it because I used it in two trucks. Where I live, sadly the death of most vehicles is rust and not mechanical failure.
used to be.
The FE 410 when balanced and the quench at .045 will too. I have assembled and rebuilt 410 FE engines for pickups and I talked to a friend who just rolled over 1 million miles on a 410 I did 30 years ago. A nice 380 hp 470 ft lb low maintenance engine. He has driven the balls off of it. Pulled a backhoe on a trailer. No smoke or blowby. A qt of 15w40 every 3000 miles. No leaks. An NP 435 trans and the clutch has never been oily. For a truck a .030 over 410 or a 416 ci smooth engine.
The external dimensions we're somewhat challenging! And no, it was heavier that FE engines, by slightly over a hundred pounds! It was also wider due to the cant valve heads! A 68 to 71 is the way to go! A big cam, intake, and 750 double pumper and rock and roll! They were less likely to have a tendency to spark knock! But, with the cast iron intake, they weighed 720 pounds! Nearly 100 lbs more than the FE motors! The deck was raised on the smog motors to reduce compression, but that isn't an issue! It's a cheap street/street pump gas engine, know several guys using them in f150s back when we were racing! We used on for a while!
My first experience with the 429 was a "Thunderjet" was in a 1968 Thunderbird, would easily bury the 120 MPH Speedometer.
My next experience with the 429 was in early Spring, 1979. I had the opportunity to drive a 1971 Ford Custom with the 429 "Police Interceptor" on a two lane road. The 429 PI made this 1971 Ford Custom feel "Weightless" Amazing Power and Acceleration,
coming from a vehicle that has over 100K and 8 years old.
I had previously owned a couple of 440 Mopar Police Cars, and this 429 PI would have given a 440 a run for it's money!
The interceptor used the Cobrejet valves.
I owned an ex NC hwy patrol 1970 LTD. 429PI with all the accessory coolers, a posi traction rear end, and it was an absolute beast. Like most of the cool cars I've ever owned I sold it to someone who knew better than I did what I had and made me a respectable cash offer.
Never again.
The FE 428 is also a great engine to use for a swap. I have never broke one, nor have I hurt a properly tuned 429-460, a timing set change and even top of the page cam swap, and get the timing set! When you do that , they will make 425 hp and 475 ft lbs with low compression. Beat on it!
I had a 1969XL with the 429 and you could cruise all day at 120 those engines were bullet proof . I don't agree about the iron crankshaft . I also had a 1970 SCJ that would rev to 6500 rpms with a hydraulic camshaft . The 429 didn't seem to wear at 100000 miles and above .
the 429 PI was basically a Cobra jet and would blow the doors off the 440 Pursuit! heck in a 4500 pound torino it ran low/mid 13's.. motor is 11-1 compression
Something I've learned from reading different sources. There was some incredible expert engineering in the cast iron blocks by all the big three makers. A more sophisticated and complexed component than I ever knew.
and over simplified 5in bore spacing and a 4.3 cylinder/piston sizing is common to all 3 makes and iron castings and a weight of about 600-900 LB in the engine bay anything else i missed mentioning that's common to the big 3 BB engines
@@richardprice5978 I agree, a 4.13 bore with a 4.25 stroke is 460 ci and weighs with aluminum heads and intake weighs 510 lbs where a 460 with aluminum heads and intake is 650. You feel it on a asphalt back road. A 429/460 will push where a stroker 428 will rev and just glide. Amazing. I agree on the 2100! The best thing I can say is different horses for different courses. The 460 weighs 725 lbs and can pull a railroad car full of horses, or an FE 460 that weighs 510 lbs and can rip holes in the pavement add a turbo and beat up on anything old or new on 3:00AM backroad duel in a 69 Mustang. And will live 30 years doing it, lol 😂
If you wonder whether the Triton v10 was a good replacement for the 460, notice how Ford has quietly gone back to a 7.3 liter pushrod v8 in heavy service.
I had the same observation. What is old is new again. The 7.3 is a completely fresh sheet design, but the theory behind the engineering and architecture is well developed and solid. The 7.3 is getting a lot of praise in the truck and motorhome world.
The Godzilla is a new age FE! I love it and I really hope that they hit used market and a carb intake appears
The V10 ALWAYS blew a spark plug out of the head - Napa has a replacement kit with a helicoil …
@@wardmontgomery9259 Well… Ford didn’t torque the spark plugs properly on the V10 coming out of the factory in the first few years. It also didn’t help that the location of the plugs, the deep well they were in, how the well attracted moisture and a number of other factors, made plugs, in general, a maintenance issue for the entire production life of the engine. However the “blowing of plugs” was limited to the first few production years and there were TSBs on that. A good mechanic will spray some anti seize at the base of the plug and let it sit a bit before trying to wrench them out. Likewise, they will take the time to properly torque them when reinstalling. It’s the nature of the beast.
Which is a step up from the 6.2 sohc
My parents' 68 T-Bird had the 429-4V and it was a wonderful engine. Super torquey and smooth, and amazingly economical...18 MPG on the highway with such a heavy car. Adam's negative comments about Ford's carburetor in other videos was true to this one, especially when the car was older...the only weak spot. My dad's proclivity to buy the smallest engine in any vehicle was thankfully confounded when he ordered the car in the Fall of '67. At the time they still offered the 390 as the standard option which he had ordered. By the time the car was manufactured, the 390 had been dropped. My dad told me he was SO MAD when he found out at the time...until he took delivery, and the 429 distinguished itself as an effortless wafter. I am so glad we didn't get the 390....a great engine but blunted by the sheer heft of the T-bird.
I think the 390 got a bad rape from ford. They never gave the 390 the proper parts to make it into a competitive contender to the 389 or 396 Chevy. With available parts like heads and cam shafts, the 390 could have been made to run with the GM engines of the same size. Ford had the parts on the shelf but never offered them in a car. I know this because We built my buddy's 1968 Mustang S code into a screamer with of the shelf Ford parts. When we were finished his Mustang 390 would walk all over a well tuned L78 396. Chevelle
@@mylanmiller9656 there are hi-po 352 and 390s but they came early in the 60s before the 406 and 427 hi performance engines. IE the 1960 352cu/360hp engine in starliners
@@bluecollarred6912 Yes I am aware that ford made a 401 HP 390 engine for the 1961 NASCAR season. It was dropped for the 406. After 1961 there was never a real performance 390 available. We used the over the Counter 427 parts on the 390, they made it into a real contender with the best GM big blocks. The heads cam train and intake were the main things We use a single four barrel side winder intake, double pumper carb in place of 3 two barrels Ford used.
@@mylanmiller9656 sounds like a pretty nice setup, two fours has gotta be easier to deal with then 3 dueces. 1960 starliners had a rare one year 352hi-po with 360 horsepower. I was surprised when I found this out because I had always seen the 352 as the base big block for sedan/truck applications, I've seen tons of them with 2 barrels in mid 60s era Ford pickups. It's made me think about building a hot 352 just to be a little different
@@bluecollarred6912 The reason Ford decided to hop up the 352 for the 1960 NASCAR season, was in 1958 and 59 they used the 430 engine in the T bird , the 430 made the car nose heavy and caused poor handling the FE series saved 100 pounds off the front of the Ford cars that were more arrow dynamic than the T bird . The 352 was replaced by the 406 then the 427 in 5 different 5 series, The high riser could have been dominant force if it would have been developed more NASCAR killed the High riser because it didn't fit under a stock hood. it had good intake but lazy exhaust. The Crammer was outlawed before it ever got started, Tunnel port never really lived up to expectations.
Ahhhhhh my favorite engine, the 460. Been a fan since my dad ordered a new 76 F250 with the 460. Admittedly not that peppy stock but with a change in carburetion and ignition advance curve woke it up pretty good. Since then I've owned several, including a 545 ci stroker with big heads, etc. Crossed the 600 ft/lbs of torque at 2000 rpm. Current have a bone stock 460 in my 75 continental. The 460.has been underrated in my opinion. Stout blocks with good construction. Great video here.
Agree. The 460 is my favourite too.
I love my FEs, but 460s are great 👍
They didn’t put 460 in trucks until 1980.
@@tobybrininger8541they sure did. I've had a 77 and 79 f150 with 460s, and my dad bought a new 76 F250 with the 460.
@@tobybrininger8541yes they did. F150 and up starting in 76. Had several f150s with 460s, stock
Great video Adam. I owned a 78 Grand Marquis and loved it. I know it had been de- contented from previous years but it was still one of my favorite cars. Absolutely dependable. I bought it in 1985 and drove it until 1992 by which time Maine winters had done their damage. I never had any carburetor issues at all. I replaced the timing chain and gear at 130,000. Biggest issue I had with the car. Smooth very nice driving and riding car. I was a GM fan before this. This was a better more dependable car then any of them. Also the C6 was bullet proof.
Loved the 460 and your channel.
Agree. These are terrific Marquis models and my favourites. I have 76, 77 Grand Marquis sedans and 78 Colony Park. All unfortunately with the 400 engines. I would much prefer if they had the 460. Although I did drive the Colony Park wagon right across the USA before shipping it to Australia.
'de-contented?' LOL
I think it was a shoe horn job, but I saw a 78 Tbird with a 460. It had all the proper plumbing and not a built monster, but she'd get the rear end sideways with ease. Made my 77LTD2 with a 351M look wimpy.
People don't give the 80's engines enough credit. My Dad put an 81 Tbird 302 into his sisters 67 mustang, the bottom end of that engine wasn't bad at all. Burn the tires off posi, even with 3:1 gearing, or maybe the 67 C4 helped a little but she's still running.
I would definitely agree on the smoothness of these engines, I transplanted a 429 from a 69 marquise into a 71 F100 back in the early 80's and wow what an amazingly smooth and powerful engine! it replaced a gutless 360 FE, and amazingly it actually got better mileage along with the far better power! went from 8-11 mpg with the 360 to 15-18 mpg, depending on how I drove it.
Ha! Same! Mid-1980s, my dad’s ‘71 F100 with ailing 360, except donor was a wrecked ‘69 Thunderbird. The truck was very straight and clean, it made a nice hot rod. It wasn’t 4wd though, so my dad sold it after we enjoyed it for a year or so.
The 360 truck FE had a very conservative
camshaft designed solely for low-end
torque. The compression ratio was also
very low, apparently so that commercial
users could buy the cheapest gas possible.
@@jimstrict-998 The 360 FE can be made into nice engine. Just follow standard hop-up mod's such as cam, intake and exhaust. With today's low octain gas the compression is best left stock?
Long live the mighty "429-460", these are my two favorite engines ever made! FORD POWER!!
I’ve had two 460’s both in early 90’s F250s (and both backed by ZF 5 speeds) I can speak for their torque and reliability. Amazing power plants even at 250k+ miles
For local towing, I don't understand why someone would want a Diesel over a fuel injected 460 in the 1990s. The later 460s were real beasts.
We rented a small U haul with the FI 460 and it was great until we had to refill it! 😂. Worth every penny! You can’t keep your foot out of it! Give me a Holley!
@@scdevon Fuel economy was a big factor, especially in the F-Superduty cab & chassis that came out in 1988. They came factory with 4.88 gears, or 5.34 special order. With the EFI 460 they got about 6 mpg, compared to the 7.3 IDI diesel that got around 10 mpg. Those were good tough trucks, but that gear ratio sure ate up fuel.
My neighbor had his 84 at Ford several times. It was always running rich. Which we had cheaper gas back then, so that had a lot to do with it, but other swapped 429's around didn't suffer at all with their tune. All the smog crap kept his binded up....
The guy would tell me, blow the soot out of her, she'll straighten out...
I got the last year for the 1996 f250 460 greatest non problem engine I’ve ever had no problems with it from 80k to 270,000 miles still chuggin along
Right on, thanks!
My 92 F-350 4 wheel drive nudging 200K miles of hard work, always plowed snow here in AK. Reliable for sure
Back in the mid 70’s I used a 71 Ford Custom to flat tow my 65 Impala to the drags .That Custom was an ex/Maryland State Cop Car.It was amazingly fast and powerful . 429 Police Interceptor,11:3 compression,370 h.p.,4200 lbs,heavy duty everything,C6 with a shift kit .I raced it sometimes.Best e.t. 14.75 @99 mph in first 2 gears.Amazin engine
uncle had a 70 Fury 440 Police, ran a best 15.1
That was a beast! Anything that weighs more than 2 tons, has highway rear end gears, can go 140 mph+, and can run 15's or better in the 1/4 mile, cruise all over the continental U.S.A. with dependability and economy, is nothing but a beast back in the Day! A Beast!! Nothing was more fun! Nothing!@@WPGinterceptor460Interceptor
I had several cars years ago with the 429/460 engines & they were indestructible, easy getting 200k miles with no issues at all!!! Thanks Adam for sharing another informative porch chat!! 👍👍
A friend of mine bought a 1970 Thunderbird with a 429 about 20 years ago. 80K miles on it at the time. We tore down the engine and found WAY more wear on the valvetrain than we expected to find. I don't know if it was poorly maintained by the original owner or what, but that shit was worn out
In Australia the 351 V8 was Fords top engine for quite a while. It was also modified and used in Falcon sedan racing cars (later coupes) at events like the annual race in Bathurst, New South Wales. A friend of my father a mechanic told me it was a very good engine that gave few problems. The other Ford V8 that was available back then was the 302. It was also very popular with private owners who did not need power of the 351. These engines were of the Cleveland type, produced here in Geelong, Victoria between 1969 and 1982.
I worked at a Ford dealer as a mechanic in the late 70s I remember quite a few being towed in that had the oil pump drive shaft being twisted off from valve seal pieces being stuck in the oil pump usually engine locked up valve seals just fell apart from old age I would say if over 75000 miles I would definitely change valve seals.
I opened a 70 mercury Cyclone Spoiler with a 429 CJ opened for 20 years only problem was both exhaust manifolds cracked hard to find and very expensive. Engine made great power had a 750 double pumper Holley still used the dual point distributor fun car to drive with a four speed and a 350 Detroit locker pissed off a lot of Chevy drivers
Time for headers.
Our family car from 1976-1982 was a Mercury Marquis Brougham with a 429 4V. The car had 6,600 miles on it when we got it, about 79,000 when it was sold. Great engine and transmission, totally trouble free, terrible carburetor. The original floats had an issue, after about 3-4 years they’d absorb fuel and become heavy, which meant serious flooding shortly after start up. I remember floats being in such scarce supply that it took over 3 weeks to get one when ours had that problem. That carburetor had to be rebuilt 3-4 times during the life of the car. Always stalled about 3 seconds after the first cold start of the day, then it would run. We never did better than about 8-9 MPG city use and 12-14 MPG highway, driven relatively gently btw.
I loved that car. Had an incredibly smooth, quiet ride, torquey engine, smooth shifting C-6, great sound system for the time, classy look.
Those stupid bakelite carburetor floats, not one of the better ideas from Ford.
Such an excellent overview of these great engines. You just keep delivering such great content.
I've experienced one 429 and two 460s in my life, the 429 in a 1969 Thunderbird, and the 460s in a 1976 Thunderbird and in my current almost all-original 77 F350 SuperCab. You are absolutely spot on in everything you've said on these wonderful engines. Smooth, quiet and splendid. I did go with a Holley Sniper efi on my truck, but really that was just me being lazy in not wanting to (learn) deal with a problematic carburetor. It's definitely a trade-off of potential issues, but I'm a happy efi user.
I have many (4) 430 MELs and a 360 FE, all quite excellent. Ford designed some amazingly solid engines.
The only thing I disagree with you on is your assertion that Ford cheapened or decontented their vehicles in 1975. Absolutely not the case in my experience. If an interior decor option was ordered on anything from Pinto to Granada to Marquis, the upgrades were quite lavish. Ghia trim and Luxury Decor Group options were amazingly plush in the 1975 models. Check out a 1975 LTD Landau with the Luxury Decor interior, and you will be a believer.
Thx. I’ve owned a 75 LTD Landau and it was nice. However, my 73 LTD Brougham was quieter at speed, and I found it to be a bit better made. Personal preference I suppose.
We had some great 385 series engines. Had a 71 mercury grand marquis 429 2v 3:25 rear gear. Wow was it fast up to 110mph. With the air leaner lid flipped( a common mod?) the sound it made was just music!!!!
We had a 75 Ford Ltd with a 460 that I bought for the price of the new battery in the car. We stripped the car and went figure 8 racing, and demo derbies with it. The engine then went enduro racing for a few years-then over hauled and went racing again before being sold to a mud racer.
Our last one was a 73 Lincoln 460short block that we installed 72 PI heads, cj intake with Rochester Quadra jet , cj exhaust manifolds with a police interceptor/jet boat cam from SVT into a 71 Torino cobra 🐍. The torque was unreal!!!
We enjoy the 429 Big Mercs the most from back in the day we always thought they were peppier and revved harder....
Sister had 71 marquis brougham with 429 4bbl. Mom's car was 71 Continental with 460. Both were beasts. Used to stomp punks at stoplights
Another great feature--thank you for being such a good and pleasantly excellent host/mentor/educator for those of us who love these cars and years!
Oh yes. These were excellent. I had a 70 XL and a 71 Marquis with the 429. They got amazingly good gas mileage for as big and heavy as they were. I'm comparing the 429 to the 351M I got later on in a 75 Torino. It got terrible mileage and had half the power. I sure wish I had kept the Marquis. You are right about the water pumps.
i don't think there was ever a guy that had a 351 M engine that was happy with them! every one i talked to that had one said they were hard on gas and gutless
You are the master of the malaise era. It's sorta funny that you handle your own maintenance, when many of these luxury and near luxury cars were probably never owner serviced back in the day. You easily have as much experience as an entire mid 70s Lincoln-Mercury service department. You also have this great enthusiasm that is honestly infectious. I've already loved these cars, but your videos always result in me spending hours watching videos on big old boats :)
On a bit of a side note, I absolutely agree with you regarding the benefits of getting the big block in a big car. I remember a family friend (they were an adult, I was a teen) asking me what my favorite muscle car was, and my first thought was a 70 Coupe DeVille. He laughed and said it didn't count. TH400 and a 472? If that's not muscle, I don't know what is! Most of the people who buy a 429 mustang won't drive it much due to value, operating costs, trying to work on a big engine in a small car, and the fact that that sporty mustang isn't going to be very comfortable. Take out an old Lincoln and you and 5 of your best friends can ride in comfort, while two people you like less can stretch out in the trunk.
Also, if you don't have any 75 or later fords... that mean no Mark V? Possibly a good idea for a video would be an overview or review of that car, or a comparison to the Mark III and IV you do own.
Also, idk when this was filmed, but I hope you have a restful weekend and feel better if you are still under the weather now!
Yes you're right, they don't make them like this anymore!
My 73 T-Bird has the 429 4bbl and that 429 mill not exactly huge horsepower ( 223 hp I think) but the torque on that 429 is fantastic especially when getting on an incline ramp to freeway it just rolls beautifully. As always Adam thank you, great content and hand down best channel us whom really appreciate 67-74 Ford luxury barges as I do.
I've run Windsor small blocks for my entire driving career, which started in 1999. In 2019 I bought my first vehicle with a 385 series big block, which is a mid 90s OBS truck. Except for the inexplicable oil consumption and that time the side rusted off the exhaust port on the passenger side cylinder head, it's truly a different beast than anything else I've ever had.
Great video and I fully agree that these were incredible engines! Had one in a 1969 Continental... last of the suicide doors!
On Continentals. Thunderbird suicide doors lasted until 1971 I believe.
My, some of the problems or issues you share were definitely real world for me back in the day with daily drivers. I had a '77 Lincoln Town Coupe' and we had to do the bottom end of the engine at around 140,000 miles. My brother-in-law worked in a shop and of course, he did the work. He suggested the timing set and water pump since we had it in. The top side of the engine was still great. He put a 1969 - 460 timing set in it so we could run the timing at a better setting. It had dual exhausts also. It ran fantastic and had a remarkable difference in performance. I have a tendency to get in them a lot. I also had a '74 Mark that was a good car but I had it painted and lived out of state at the time, and my brother-in-law knew someone that could take care of it. When I came back to pick it up, the original 4300 carburetor was still on the car and as I was getting ready to leave, it flooded the entire top of the engine. He said we could rebuild it but suggested an Edelbrock so then I was on my way quickly. Great carburetor. Wish I had gotten a '72 Mark or a '71 Marquis Brougham. Love you '71.
Having owned both a pair of 1965 Thunderbirds and a 1968 Thunderbird, I can say that the 429 was a tremendous improvement. The 390 was smooth but gutless in such a heavy car. The 429 really woke up that '68 T-Bird.
I had a 63 Thunderbird with a390 4 v with positraction it was nt gutless ,I had a 68 Thunderbird with the 429 Thunderjet TOO! 60 more H.P than the 390 !
My 65 T-bird had a 390 and it had a ton of torque.
I purchased a 1974 Ford LTD Brougham Ginger Glow Metallic brand new with the 460, C-6, 3.25 rear trailer towing package etc. Yes at the time of the gas crisis! Sold it four years later to a good home. Rare car even then. Loved it and miss it. Just sold my last 385 vehicle, a 1970 Grabber Blue Boss 429 Mustang after a 40 year ownership. Loved that too and I'm sure I'll miss it also.
Definitely one of the best engines ever produced of any auto manufacture thank you
Lots of those later 460 engines, I think mostly in trucks but maybe the big cars too, came with Holley 4180 carbs, which were based on the 4160 Holley which was and still is a great carb. The 4180 was basically an emissions version of the 4160. Those 4180s were the first Holleys to get anular boosters which helped atomization and they were a huge upgrade compared to the lame duck autolite 4bbl carbs. It was the same basic carb Ford used on the 5.0 HO in the Mustang in the early 80s, just a slightly different calibration.
I've owned the 460s and they were great - no problems whatsoever. Another rock solid engine is the 351 Cleavland. I put 289,000 plus miles on mine with only (1) water pump change. It was a 1972 Torino Fastback Sport. Same trans- FMX 3 speed auto-cast iron body> rock solid.
I’ve had both small block and big block Chevy’s, Dodges and Fords but the big block will always win me over.
Another fantastic and informative video. I love your simple style just you and the camera and I love how you get straight to the information and facts, no fooling around. I respect that, keep it up! My stepdad's first car was an LTD with a 460 and someone I knew in college had an 85 F250 converted to run on propane from the farmer he bought it from. Water got into the engine and cracked the 460 block!
460ci engined lincoln owner here, just want to say you have a great chanel, love the cars and all the content
I'll never forget I raced a friend in his Mom's 72 LTD 351 Cleveland and I was in my Mom's 73 LTD Brougham with a 429 with a towing package. I got him on the start and he never caught me. It scared the hell outta me when at 70 MPH it downshifted and I had to raise my foot. Sounded like a jet, but once it got warmed up it was a beast.
I had a 69 LTD that, I was told, had a 390 in it. Just by checking the badge on the body, and looking under the hood, it had a 429. Good running engine.
I had an uncle that worked Ford Parts at a dealership for over 40yrs. The 429 was his favorite .I grew up a Mopar guy,so I had many great conversations with him. Great stories for all the big 3 in that Era as far as engines.
I never knew about the 370 truck engine.....that's one of many things I appreciate about your post.
I also can testify that my 1970 Marquis, 429 2-barrell, achieved 17 mpg twice on separate road trips.
My favorite engine. I have owned several cars and trucks with 429, 429CJ and 460. Swapping a 460 into my 1985 Mercury Marquis (Fox Body). Replacing the miserable 3.8 V6. Aftermarket aluminum heads, intake and water pump to keep the weight more reasonable. The car already has the five-lug swap and 8.8 Traction Lock installed. This is going to be a fun and lively car to drive. Nothing exceeds like excess. 😎
A few years ago I put a 429CJ in my 77 Econoline van. I put aftermarket heads, intake, water pump, headers, and oil pan. I converted it to TBI. With the proper gearing and reworked C6 transmission I can do burnouts and get 27 mpg. I use it on family vacations pulling the small toy hauler
I remember my friends dad had a 1966 Pontiac with a 2 barrel carb on a 389 cu. in. motor. I was surprised! That thing ran! Lots of torque.
Love it, my 68 continental has a ton of power with its 460, great engine
I was about 25 when I owned a 78 E350 with a 460/C6 and out of curiosity I smashed the pedal to the floor while going down a very long and very straight freeway. The speedometer hit the peg, but the van kept accelerating, and accelerating, and accelerating, and accelerating. Eventually the sound of the air going around the van just....changed, it was about that time that I ran out of balls. I can't confirm it, but going by how fast the scenery goes by on the crotch rockets I've rode since then. that van was clipping along somewhere between 140 and 150 mph. It was both exhilarating and terrifying at the same time lol.
Yea. That's crazy going that fast in anything with that stone age tire eating twin I-beam suspension up front. Scary shit
The 429/460’s may have been one of the best engines ever.
I have a '77 Mark V with 460, the last year for the 460 in the Mark Series, and I removed the smog, bought a '70 460 distributor, straight up timing chain, and better coil. Definitely woke her up.
Now I've put a 460 in my '66 Galaxie 500 four door hardtop.
I love the 385 series. Great engines.
My 71 LTD had 1st year 400 with C6 and 9" rear. All of what you said also applies. Great car.
Oh my gosh! The best independent answers about the 460 in all of youtube. This wisdom ramble I'm doubing it was incredibly helpful to know the inns and outs of this motor. I'm considering buying a 72 lincoln continental it has a 4 valve per cylinder head. Can you speak to this variant or is that the norm for the model years you were speaking to?
It’s not a 4 valve per cylinder head. 4V = 4 venturi carburetor, ie it’s a 4bbl carb.
Again, a wealth of information. Thanks!
I bought a 72 Mustang Grande when I was 15, I'm 47 now and still have the car. When I bought it, it had an excellent 351C in it, low mileage. Swapped it out for a 73' 429cid. Obviously did a mild build on the engine, balanced and blueprinted, ported and polished heads, 3 angle value job with a custom made Cower cam and roller rockers, MSD distributor with a Jacob's ignition system, forged flat top pistons. We only bumped the compression to 9.25:1 .
Hooked 6115 full length headers, and a custom 888cfm double pumper Holley .
I can red line at 6100rpm making power , without floating the valves. The motor is so strong and trouble free, and was cheaper to build then the 351C and getting more power and reliability. I run it on mid grade gas with no ping or destination problems. Super solid motor!
Cheers . Have a 70 MK3 RHD in Australia . Motor so smoth done water pump chain and carb . Single exhaust . runs so smooth and one and half pumps on throttle fires and purrs . Doing brakes now got to stop the Beast
Great coverage Adam! As you stated these were torque monsters particularly in heavier trucks and Ambulances. Our local hospital bought a new ambulance back in 1975, an E350 which had no issues twisting the needle back around past 0. I believe the speedometer only showed to 85 mph but still that’s a lot of power.
The 460 as a truck engine was probably better than what replaced it.
@@davidpowell3347 in my opinion I would say so as well. Although I will say the new 7.3 gas does pique my interest. Time will tell how it stacks up to the 460. My predictions are it will be a solid engine but dissimilar metals likely will cause some gasket issues. Just a guess on my part.
@@brianhdueck3372 There were definitely some advantages to having iron heads on an iron deck/all iron block and crankcase. Like valveseats that don't require extreme engineering to stay put,head gaskets don't have to tolerate movement between the block and head as the engine "thermally cycles" ,that is,warms up or even overheats somewhat
(think about the reputation the current Hemi has about "dropping valveseats" when overheated although I think almost all modern engines have the problem to some extent
I believe the exhaust valve seat on an older Briggs and Stratton air cooled lawnmower engine will get loose if the air cooled engine was badly overheated as if ran lean at sustained full load or with grass debris clogging up the cooling fins under the "blower housing" engine cover (for the aluminum engines)
R.I.P. B&S (went bankrupt,the assets and name sold,wiping out the stock owners such as myself) ,the management voted themselves big bonus the day or so before declaring bankruptcy) 👺👺
@@davidpowell3347 wow!! Always have a huge respect for people who put people out of workman’s then offer themselves massive bonuses.NOT
I agree which the valve seats,having personally inherited engines which this happened to. I also owned a 5.4 Triton, which gave me no grief over the 15 years and 200000 miles I drove it but the thermal expansion cycles did create an oil leak on the head gaskets at about 130000 miles. The truck had treated me very well so I did fix it and my brother drives it to this day. Maintenance is everything.
@@brianhdueck3372 I liked the "old" Briggs & Stratton,I think a lot of automobile mechanics "cut their teeth" on such as Briggs & Stratton and Tecumseh Engines,the original Steve Briggs was a college basketball player and engineering student I believe at South Dakota State along with a Charlie Coughlin. Who was the head of Briggs & Stratton I believe until near his death around 1972 ,I have a motor whose owner's manual lists Charles Coughlin as President of B&S. Still runs better than a much newer version of the same model range although mine has a German made pointless ignition on it and I have sort of jury rigged the carburetor,the earlier ones without automatic choke were better in my opinion. Automatic chokes on small engines are still making trouble for people.
I learned to drive on my dad's '71 Ford LTD with a 429-4V, 11.5 :1 compression ratio. Sub 7 secs 0-60 surprised a few muscle car drivers at stoplights. I've been a car guy ever since.
Yes the 1970 LTD wagon with the 429 was ridiculously quick for something that didn't look like a muscle car
Same here. I learned on a 69 Marquis 429 4v 11:1 motor. Faster than a lot of cars on the street back then.
Had a ‘78 Ranchero with a 400 engine that I towed my dirt race car around with.
I found a’69 429 ci and after a rebuild with a tow cam, intake and a Holley 600 with vacuum secondaries, I had a really fun vehicle! I also got rid of the 2.79 rear gear and replaced it with a 3.50! What a performer!!!
I had a 1970 LTD Brougham with the 429-4V Super smooth & quiet engine also available on the 1969.
Really enjoyed this...a '68 LTD 390 4v dark highland green sold me on Fords for a lifetime...smooth, quiet, dependable with very good fit and finish for the time.
Hi, Panhead Dave here, I have a 1988 460 /c-6 in a motorhome, I love it, but I blew up the engine and transmission at about 61 thousand miles, no indication of problems, running cool, good oil pressure, suddenly Bam! Clank Clank, Clank, lots of oil smoke, zero oil pressure, end of motor, but I scored an identical engine and transmission with very low mileage, so away I go! Going to run dual exhaust, trans and engine oil coolers, but I like the smooth power and driveability the 460 offers, 👍
I had a 1970 XL couple. 429 4v Police Pack." It was a Texas Mountie unmarked detective car. It was a rocket. I ripped the motor mounts on the passenger side 3-4 times due to the torque twist the motor would do. I have no idea what the actual HP and Torque was I'd guess 450-70 hp. I raced and won against Vetts, Camaros, Firebirds, Trans-ams etc. It was stock looking so racers would get fooled. I did lower it 2in for handling. It came with a Carter or Philco 4 barrel but I changed late on to a Holley 850 double pump that was it, just stock and fast. I did replace water pump on it, you're 100% spot on. My 460 Lincoln's and other 429 types all had water pumps fail.
Thanks for your great videos! Best on RUclips or anywhere actually.
Please do a video on the Ford 400 engines they were awful about cracking the blocks and overheating.
Currently rebuilding the 460 from my ‘69 Mark III. Love these engines
My parents had a 1969 Ford Thunderbird suicide doors that had the 429 4V thunder jet.11.5 : 1 compression. I wanted nothing out of that car but the motor. I remember smoking the snow tires off the back of that car until they were bald 😁
Another great video Adam your right the 429 and the 460 are great engines I have owned 4 fords with the 460 v8 there not horse power engines stock after 1971 but with the exception off the lower compression and different head design they basically have the same cam and engine internals as the early engines and they are smooth as silk when you get them tuned properly.I have a 74 Gran Torino that I put 73 460 that came out off a Lincoln town that was in the junk yard it broke my heart that I couldn’t save that car it was in no.2 condition with 89000 actual miles the engine still had the original nylon gear timing chain in it and the heater hoses were still ford blue from the factory with the tower style hose clamps .I even got the c6 trans which was original and had all the paint marks on top off the bell housing every bracket was still on the motor still had the original points distributor.just put in new timing chain set for 1970 460 recurved the distributor and Edelbrock carb it runs great has very snappy throttle response and it moves the car around .effortlessly it can hold its own on the highway .the thing with later 460 you can actually fell there more power there but because off the lower compression. Thanks again Adam 👍✌🏿
I had a1974 Lincoln Town car with the 460. I had to due valve seals and a carb rebuild , after that it ran fine. My 1975 Thunderbird 460 I had a valve seal take out the oil pump , I replaced the rod and main bearings new oil pump and drive , installed a 1970 type timing chain and gears, new water pump and fuel pump , replaced the carb due to leaks, a crack in the casting. After all the it ran fine and seemed to have better acceleration. Both cars had just over 100k on them.
Enjoy your porch chats. You’re good at it. Very personable.
Just replaced the fuel pump on a 71 TBird today. Oh my! What a difficult job. Very little access to get any tools in there, very little visibility on the bolts, and at some point in the past 50 years someone cross threaded the rear bolt (probably because it’s a complete blind, feel around bolt). If I had to do it again, I would remove the brackets holding the distributor, ac, and power steering first. Has anyone blocked off the mechanical pump opening and installed a electric pump? Is it worth it if mine fails again in the future? PS, this channel is the best resource for legit classic car info. Keep up the good work!
My Dad bought a Ford LTD Brougham with a 429 new in 73. After he retired Dad "Upgraded" to an 84 Ford Tempo. I bought the LTD and that car had some BALLS. Had to change out the water pump and rebuild that massive alternator. Drove it for a few years and sold it when the front-end rubber bushings started to get loose and the LTD wouldn't pass state inspection.
Love these porch chats Adam, very informative.
Before I replaced the 460 in my ‘77 Mark V with a warmed up 521, it was as you said utterly silent even at WOT. Amazing really when you consider even the most garden variety V8 in a pick-up today have a pronounced growl. I retained the OE air cleaner with the silencer and added an additional cold air intake snorkel. Although with its cam, 10.25 to 1 compression, headers and low restriction exhaust, it still has a refined sound. Part of the smoothness of these engines could be the very large solid rubber pad motor mounts (that were in excellent condition and reusable) and perhaps the beefy trans crossmember.
Worked at a Ford dealership 85 to 95, I worked on few of these over the years,,, in my opinion that counter weight on the end of the crank shaft really helped with how smooth those engines were,,,, replaced a lot of fiber geared timing sets also the gear teeth in these would end up in the oil pan that you would end up dropping tha pan and cleaning out ,,and did alot of water pumps on.these engines,,, alot of. The trucks already had a holley 4 barrel on them from the factory
On a Mark III blog, I read that the 69' thru early 70' 460 motors were manufactured using hand selected fits, and as such, came though with more power than advertised.
Wouldn't be surprised if they assembled the 68' 429 in the same way.
It makes sense, because everyone I ever knew that drove a 67' 428 ThunderJet vs. the 68 429 ThunderJet said the 429 had a power increase that they could actually feel, and trust me you can't feel a 5 hp increase on anything but a motorcycle.
I think you are wrong about a 427 or 428 FE weighing more than the 385 Big Block engine.
The bore spacing for the 385's was exactly the same as for the MEL's, I think it's 4.900".
I believe the bore spacing for the FE engines is 4.700, and that .020 difference should make FE"s inherently lighter, as both are deep skirted.
I know some, if not all 427's castings were reinforced on the corners, but don't think the 428's were, especially considering the fact that the 428 was much easier to machine because the bore size is way smaller.
On a side note; the 383 cu. in., 330 hp. MEL was what I consider, racy as hell, featuring an extreme oversquare ratio 4.300" : 3.300.
My dad had one, 70' Lincoln Coupe. 460 4 barrel, had to run premium and he said it was an absolute monster. Torque figures were 500ft/lbs at like 2900rpm. Pretty awesome motor.
The FE was 650 pounds and the 385 was 685 that just happens to be the same weight as a big block Chevy! The 385 engine saves weight because it don't have a deep skirt like the FE. the only FE that was heavy was the SOHC at 685 pounds. Bore spacing for the FE was 4.63 the same a s the Lincoln Y block, 385 was 4.9 the same as the MEL 430.
@@mylanmiller9656 Yes, and also, I believe, because the MEL's and 385's both had a 4.900 bore bore spacing,
it is my contention that they saved a lot of money by using some shared tooling, as far a fixtures go.
Dude, designing and building new fixtures (multi-spindle boring mills) cost big money.
I believe the 385 does have a deep skirt, but could be wrong.
It is true, the 348 big block Chevy has a lot of things in common with the MEL but they had different dimensions, pretty sure they hade different bore spacings.
I find it funny that the 430 MEL had a finished bore dia. of 4.300 ( + or - whatever).
I doubt the 348 Chevy had that, and I doubt they had the same bore spacing.
It's hilarious, what are the chances of hitting on 430 cubic inches and with a bore dia. of 4.300" simultaneously, for your first "big block" motor?
I think some sneaky engineers just tweaked the dimensions for fun.
May as well, we're in the ballpark anyway, maybe within .015 bore and a few cu. in. overall.
Absolutely true. The FE can be 100 lbs less with an aluminum intake on both.
I'm looking for an ambulance to convert into a camper - I've been looking mainly at the 7.3L Powerstroke diesels. I just found one this morning, though... a 1987 with a 460 in it. The guy is a mechanic and has put in a new water pump, brakes, etc... He's only asking 5K for it. It's great to hear such good things about this motor. Thanks for the video!
Great video! I have a 1970 Thunderbird with the 429 engine.
Love your channel, one of my favorites and I look forward to each one of them. My first car was a 1970 Marquis Brougham hardtop sedan. It had the 429 w/2 barrel. I felt that the engine was very powerful and smooth. If floored, it would throw you back in your seat. I have a 460 4v in my '74 F350 and it too runs smooth and has a lot of torque. My other favorite Ford engine was the 390 FE. I had a '72 F250 w/C6 and the 390. It was an all around excellent vehicle. Lots of smooth power and torque, great power steering (one finger driving), reliable, etc. The 2 factory 2 barrel carb was a little anemic but still a great powerhouse.
Former 1996 F250 long bed extended cab with color matched snug top. Bought it in 2015 for $6900.00, had 67,000 miles. Ran so smooth, can see the fuel gauge move while driving, but it got 13 mpg empty or loaded. Best truck.
Niggles! One of my favorite words ever. My paw paw used it in the same manner. A delight each time I hear you say it. 2x now that I've heard.
Make that 3x! At about 16:10 I caught another one.
I feel the port fuel injected 302 is one of Ford's best engines. Certainly more reliable than the 4.6, though that isn't a bad engine, except for some of the 3 valve versions.
Agree 100%
Man the tritons sparkplug issues and 3 valve grenadine killed faith in Ford v8's till the coyote
@@michaelf.2449 Till the Ford 5.0L Coyote V8 came out.
@@CJColvin yeah exactly
Agree the 289 and 302 Ford V8s are fantastic engines too.
Getting a 69 4 door thunderbird and this video really helps!!!
Dad had a 68 Tbird with the 429. Pulled our camper and all of us across the country one year for vacation. He liked driving that car. It wrecked in 1977 and then he got a 351 Country Squire Wagon. It was slow compared to the Thunderbird. Also the later years were leaned out a lot so that contributed to the rougher running my 83 Caprice stumbled at idle a bit my 74 Monte was perfect smooth.
If you are stranded and doing the water pump as a band-aid (leaving the timing cover), you can dry the water port passages in the block behind the pump, reach in and apply a 3/16" circular coating of RTV where the timing cover meets the block.
Permatex Right Stuff 1 Minute Gasket is a magic product, carry a small vial in everything and use it here too. If GM had this available when they decided to start replacing gaskets with RTV, the idea would have worked.
Folks in my extended family in the 1970's drove a lot of Thunderbirds and Lincolns. I was a teenager but a decent young mechanic. I was the go to guy for their water pump and timing chain replacements on the 460 CI setups. And a couple of 3rd members as I recall.
On our 74 Marquis had its issues but none concerning the super hwy lux cruiser 460 and C6 tranny.
Several trips to Mexico City and I can only recall replacing the U Joint and staying in Queretaro. This unplanned layover turned out to be the most fun I've had on a family vacation.
Good times.
I can attest to the 460’s power and reliability. I bought a 77 half ton F150 with a 460 for a beater work truck .It looked like hell and there wasn’t a panel that didn’t have a dent on it .It was strange that it had a 460 because Ford didn’t offer a half ton with that option but found out later it was a fleet truck which I guess could be ordered like that. Yanked the engine and transmission and rebuilt them both as well as suspension , diff and brakes, but left the body the same as I got it. My buddy named it Old Blue and it was a workhorse for sure. It took some tuning to get that carb to work right while also passing California smog check, funny it only had a egr valve and no cat and I would have to argue with tech every time I smoged it that it was stock. That truck could pull any grade with bed full and a boat in tow passing cars with their amazement as this hunk of junk looking truck passed them by! I still have her but now is just a dump run truck as I use my 01 truck with a 7.3 for towing now, but Old Blue sure could eat up the highways in the 90’s.
Big blocks always have that Beautiful low end torque feeling even in the big ole cars
I came close to buying a '72 Thunderbird with a 429 a few years ago, and I was looking forward to owning it, but the deal didn't work out. It was very much a project car, anyway. Nice looking car I thought, though by '72 the Thunderbird had lost some of the mystique and uniqueness it'd had in earlier years. Still very cool, IMO. As I recall, Ford had switched from the 429 to the 460 in the T-Bird by mid-year '72 or something. Or maybe the 460 was an option. What I'd heard is that Ford decided even a mighty 429 wasn't quite big enough to haul that large car around with authority. T-Birds were never dragsters or even muscle cars, but they were still expected to have some guts when you stepped on the gas.
My brother had a ‘72 ex-police cruiser Ford XL wagon with the PI 429 V8. The car sat about 1” lower than a stock Ford wagon at the time. Monster sway bars front and rear. The car had a “black box” on the firewall. The speedometer cable ran through that box. The box also had 2-3 vacuum hoses on it, one of which ran to the vacuum advance on the distributor. It didn’t matter what gear the transmission was in but when the certified calibration speedometer hit 52 mph the engine would just surge. The exhaust would get more aggressive and the car would give a shove in the back and surge forward. I remember driving it one time on the Maine Turnpike at 90 mph and nailing the gas pedal. That big heavy car would lunge forward accompanied by a BIG howl from the air intake and a bellow from the exhaust. The car was in service on the Massachusetts Turnpike. We found ticket carbons stuffed down in the seat crack showing chasing down Corvettes etc. going 135 or more. Speed measurement was indicated “via speedometer by persuit”. That car was a MONSTER.
I've got a 77 Econoline I dropped a modified 429 CJ. It's a huge beast that can jump off the line and fly with the best of them. Nothing like the look on the face of a Chevy guy when his Nova gets beat by a van 😂
Adam it sounds like you are knocking a cold. Take care of yourself brother!! Very informative as always. Love the porch chats!!
My first car when I received my license was a 1971 Ford Thunderbird 429 thunderjet with 360HP.
I took it to Cal Worthington Ford the local Ford dealer in Alaska and had them put a brand new 750cfm Holly double pumper on it with new plugs,wires,cap&rotor I think the cost at the time around $350
That car would flat out move down the road like a space ship.
Drove it for 5yrs till a pizza delivery driver pulled directly in front of me and T boned him going 50mph and totaled it.
Loved that car and always looking to find one in good cond. again
I had a 77 f250 that had a transplanted 460, great torque. Traveled from Phoenix AZ to Chicago IL with the old 85 mph speedo buried, luckily this was when gas was 1.25$ a gallon. It had an 18 gallon and a 16 gallon tank, so I could go about 300 miles between fill ups!
Adam you are such a cool cat and knowledgeable about your cars!
Love the video, I've driven old Ford's forever. I've dropped on a lot of Edelbrock carbs, the design is simple like an old Autolite 4100!
Bought my first ford truck with the 460 in 1976 and continued using this engine in all of my future trucks until my current 1997,which only has 21000 miles. Because I have to use a high test/midgrade gas mixture and only get 8 or 9 MPG I only use it for any occasional hauling or trailer pulling I might do. I have a long list of people who have asked if when I ever decide to sell it if I would consider them. Have actually had offers of close to double for what I paid for it new.
You gotta love those old big blocks, except when you take them to the gas station
I love 385 they rock. I also like your nice blue jacket Adz. Real good show. Great info mate. Cheers from New Zealand 🇳🇿
The 385 Ford big block series was the BEST big block V8 ever in the USA.
Had a flex fan on a 72 cougar that lost a piece. The piece went through the upper hose like a hot knife through butter. Could have lost my life checking the timing and setting points if it flew off then. Thanks for a great video!
A 1970 Ford LTD with a 429CI auto and 9" would be one of my favorite cars with the idea of someday dropping in a 460CI. Wow!
I had a 77 F250 Camper special. 10 Mpg up/downhill, empty or loaded to the hilt. Best truck I ever had. I had great luck with the carb. Never had any of those issues. High 15 sec 1/4 mile for a 6,000 pound truck from the 70s through a C6 and Dana 60/8 lug 3.54 gears. Headers and totally stock otherwise. God how I miss that truck.
I had a 69 tbird with a 429 thunderjet police interceptor that car was one bad mother I would race it on weekends that was the good days
Never had a Big block Ford, ,Had a Really good 352 4bbl and a 390 ran Great..never needed the extra Power...However bought a Dismantled 429 to put in a 65 Galaxie but never finished it, and traded it for a `1965 Galaxie Drop Top with a 352...good video...
Are any of said cars or motors on the road these days?
Some people refer to the FE as a big block, but big block isn’t a term ford ever used anyway. I love FEs. I have a basic 390 swapped in a 79 f150 4x4 4 speed with just basically a low-mid range torque cam and it will shred the tires. I also think they’re the best sounding engines.
@@Terminxman ; The FE started life as a 332.
You are correct, using GM terminology it's a medium block.
MEL's and 385's are the Ford big blocks and both have exactly the same bore spacing of 4.900".
FE's all have a bore spacing of 4.700, if I remember correctly.
It's easy to look up in any event.
Enjoyed...Had a 73 Ranchero with a 460 and the thermoquad carb. Lots of power, great open highway cruiser !
When doing a water pump, whether it's a 460 or a 302, I never use an impact to remove the bolts, especially the ones around the coolant passage that go through the cover into the block. If one or more of them is sized due to coolant intrusion into the bolt hole, the head will definitely snap off if overtorqued.
I have found vibration to be a great in this situation. Use a long handle box wrench so the bolt head is exposed, have a buddy use an air hammer or air chisel with a round tip and apply the air hammer to the bolt head while you attempt to turn the bolt with the wrench.
This is faster and safer than applying heat.
BTW, out of the several cars my mom had when I was growing up, her 429 powered 71 Mercury Marquis Brought was my favorite. My best friend and I were motor heads and raced in our teens. One day while working on my 73 mustang, I asked to borrow her car to run to the next town for parts. We had an anterior motive, we wanted to see what that old girl would do with 110 octane fuel in it so we could actually stick our foot into it without hammering the motor with detonation. We ran it almost out of fuel and pulled into the station that sold racing fuel and put 10 gallons of 110 in it and hit the road. Oh man, did that girl pick up her dress and run 😆. Her acceleration was pretty impressive for a big boat, also, she rode just as smoothly at 120+ as she did at 60mph.
Best of luck, love your channel
Sorry, new phone, auto correct butcherd a bunch of words that I didn't catch
Yep. I only use an impact on a low torque setting to help with vibrating it loose as you mention.
Growing up, we were a Ford Family of Fine Cars with anything from 390's to 460's. My aunt had a 1969 well equipped LTD with a 429 4V in it. It was nice looking, had that cowl dash and was fast - I'm sure that car was producing well above the rated 365 HP.
I'm not a Ford fan, but I have always respected the 460. Very high torque, very reliable. Although I'm a GM/Mopar guy and prefer the 454 or 440, the 460 is arguably the most reliable of the big blocks.
Try the 345 International.
My dad had a Lincoln with the 460. Ran great had good power (for the time).