You know for sure I'm right with you on this. The 385 is BY FAR the best way to go if you are looking for BBF Power. As for the pistons though, they used those "shallow dish" in RV's in the 70's as well. That '77 E-350 Motorhome I pulled my 460 out of has those in it, but with the "middle deck" internal balanced block. But Boy Oh Boy you nailed it Rock Solid on those "Berkley Fords". Flat Tops, Close Chamber DOVE heads, they used the CJ Cam in them and if you can find a Berkley Ford the cast iron intake on them are closer to the Edelbrock RPM intake. The Runners are a lot bigger. Every time a Jet Boat comes up on FB Marketplace I look to see if it's Ford-Gold for pennies on the dollar.... lolololol. The biggest mistake I see people make with the 385's is that they try to make it into something it isn't. If you want something that's going to spin 10K RPM and hold for 100K miles this isn't for you. But that's the beauty of these things, you don't have to spin them to the moon to lay down the numbers you are looking for. Great Stuff as always man!
Thank you for your kind words. Oddly enough that 460 beside of me came from an E-350 although it was a 1986 model and it had the big dish pistons in it. Something I forgot to mention in the video was that the 1993-1997 460 piston uses a low tension metric ring pack which as we all know is a far better set up. I actually pulled a running 460 out of a 1995 F-350 that had pulled a 22ft enclosed cattle trailer pretty much every day of its life and the engine had well over 200,000 miles on it. It had a knock but it wasn't a rod knocking. The piston skirts were worn thin and one skirt had broken off and that's what was causing the knock. You are correct that people try to do the 460 like the do Pontiac V8's. Try to make them into a high rpm engine and they don't need to be. They run on torque! Although I have seen one stroker 460 turn 8,000 rpm's before lol.
@@BareRoseGarage a 521 with a 6000 rpm redline is a good truck engine. It used to be the universal pulling truck engine. It takes a bit to spin any 3 inch main. I don’t like 351Ws for that reason. The FE and Cleveland’s were the best nodular iron cranks made. The oiling priority is not as big of a deal if you’re going to side oil the mains. I used to run brake lines off of the filter adapter to aftermarket main caps on FEs to feed them right through the side bolts and even just side oiled and put cross bolts on 2 and 4. The main thing was a good pan and detailing the pump feed and the filter adapter up to the center feed. Run the long dowel through the long center feed and if it catches get the bit and expansion pieces and slowly open it. 1 3 5 would happily oil the cam and mains and the cross bolt oil fed 2, 4 could do the rest. The 2.79 main made a screamer crank speed and cool oil.
Can't get enough 460 content, nice to know i don't have to break the bank building mine. My 77 had been rebuilt in the 80s bored to 488 . I have headers , aluminum intake and your exhaust port job n i think I'm good. Thanks!
@@mikeb2368 The good thing about exhaust is that it is positive pressure pushing it out and all they need is a dressing small valve stems and a good valve job and as much exhaust cam lobe as will keep a good pressure and velocity. All the exhaust wants is to get out. The intake side is the place to put your money in to. Also put as long of collector extensions as you can fit . On a 4x4 a mandrel slow bend and a big diesel X pipe and put a pair of good pipes back to the rear axle.
With just a little knowledge it’s super simple to make a reliable 500hp and torque engine that will last 1k miles easily. My friends and I used them all throughout the 80s and 90s and I still run them today. Great engines! And you’re a 100% correct they are very heavy. Nice work! People shouldn’t sleep on this engine!!!! Keep the videos coming. And bring back the tractor videos too. They’re great content. Thanks!
NO!!!!! Don't tell people not to sleep on them! If they sleep on them then that leaves more 460's for us! 😂The 460 you see beside of me is going in my 4x4 that you see. But later on I have a fuel injected 460 that will be going in the white 1979 F-350. I will be using the fuel injected heads and intake but with a carburetor. I quit uploading tractor stuff because it seemed that most people on this channel prefer the car and truck stuff. So I started a second channel to put my farm and tractor stuff on. I haven't put much on it yet but I have some videos almost ready for it. The channel is Black Lab Farms
I am commenting before watching. In Oz we had little exposure to this magnificent engine. But it's little Bro, the 351C was big here. we even cast them for about 10 years. So I will watch with interest. cheers.
Yeah I wish we could have gotten the the 351 Cleveland here for that long. I do have a set of 351C 4V closed chamber screw in stud heads here but I can’t find a block to put them on. I ran into a guy a while back and he had five 351 Cleveland’s sitting but he would not sell me one. Not even a regular 351C 2V engine
Same block, crank & pistons in my drag car since 1996- 460 super unleaded gas- never over 6,000 rpms- only runs 10:40’s but stopped counting years ago at 2,000 passes
@@DaveSmith-ep9ew the 460 was one of Fords best designs. That’s why it had a 29 year production run. If they would of just gotten the exhaust port design better, it would have been close to perfect!
Agreed. I have run them all. 429, 429 PI, 429 CJ and 460. I have had up to seven spare 460s in my collection. Right now, I am down to one 460 with D3 heads. Later model 460 FI truck engines have the best factory rods that are even better than the 429 CJ rod. The small end has more metal to prevent bending. My next build will have aluminum heads and intake going into a 1985 Fox body. Nothing exceeds like excess. 😁
Aluminum heads will help a lot, cause steering a fox body with a 429/460 in it with cast iron heads is like steering a walmart buggy with a drunk sumo wrestler in it🤣
I am an FE guy, but for a truck a 460 is great. I did an 84 F250 with the Silvolire pistons and a Wolverine cam the truck manifolds and it went together good, like you said they are heavy,, but he pulled a drop deck trailer everyday with a backhoe digging graves. And it was a 4x4 and beat it like a rented mule. That was a tough truck. FE is fine and hard to beat in cars and F100s but a 460 is hard to beat in a work truck .
I agree. I personally know of a 1995 F-350 4x4 that had a 460 and 5 speed. It pulled a 25ft enclosed cattle trailer everyday of it's life and had over 250,000 miles on it when the engine started rattling. Oddly enough it was a piston skirt that had broken and it was the piston rattling in it. The 460 is very stout and durable truck motor.
The timing chains wear out, the cam@crank are too far apart. Also, the waterpump bypass hose is the only other weak link...maybe the rollpin in the dist. Thats it!
I’ve never had them wear a timing chain any faster than any other Ford engine? They have a bypass hose just like most all the other Ford engines? FE’s have a bypass hose and small block Fords have a bypass hose. Only engines that didn’t have a bypass hose was the 351C, 351M, and 400. The distributor coil pin is the same as the other Ford engines so I’m not sure why you think the 429/460 coil pin is bad?
Hey there Robert! Just think back to the late 60's when GM was using Neoprene timing chains, like I had in my 69 GTO Judge 400 ram air 4. It melted while running hard on the freeway. lol I'd just convert to the Double roller with straight up timing. Cheers from Motown.
@@robertclymer6948 I reckon the plastic coated timing sprockets was the thing for the time. Thankfully they came out with double roller timing chains lol
I m with you brother ! The 460 kicks butt all day long . Very informative video , great job . For those that may not know , the blocks are a thin wall casting . Best to not go over .060 on bore . If you do , is a good idea to get block SONIC CHECKED . The process gives an accurate wall thickness where the cooling passages are . Rods are all cast the same , correct me if im wrong . The square head rod bolts are spot faced and are prone to breaking . The football ones are broached .
460's are cool, just thirsty AF. Dad had a '78 LTD wagon with a 460 4V which was pretty healthy for getting that big wagon rolling quickly. I now have a '90 F250 460 big block that's been a solid runner but seems at times to be an outright gutless turd uphill in 5th gear on factory sized tires. The 460guys injection system seems to be the only real option to stay EFI which I personally despise and I'd prefer a carburetion conversion with my Predator carburetor which I may do otherwise I plan to sell the truck once my '85 6.9l IDI is swuared away. A 460 with aluminum heads and intake come out to roughly 50lbs more than a small block Ford engine. Definitely worth the swap IMO.
That's one of the things I go over in my videos. If you raise the compression up and go to a straight up timing set, and let the exhaust side of the head breathe, the 460 is not nearly as hard on gas as they was out of the factory.
Have one in my jet boat. It dont care if I'm running light or have a boat load in her. She has the muscle to run nearly exactly the same. It was rebuilt to 528ci with 600 some odd ftlbs. Naturally aspirated with MSD distributor, water cooled headers. Twin 12 gallon tanks dont last long but these motors in today's world deliver smiles per gallon not miles per gallon. Lifting that jet nozzle it will throw water 40ft high and about 240ft behind the boat. Pretty fun running up the river throwing water up behind you.
Cobra Jet intake that they used on Marine applications produced about 12 to 15 more horsepower so I read something about the turbulence created by the Port mismatch. And of course it may only be benefited from in a marine application where they would be running a certain RPM range and the camshaft was very close to a Cobra Jet style cut
@@jeremynash8607 I’ve known of people running the Cobra Jet intake on the street and they say it does make a little more power and that the port mismatch doesn’t cause any problems. Then again I’ve known people that would run the old model 352/390 intake manifolds with their large tall ports on the 1968 and up 390 engines that have the shorter ports and they say it doesn’t cause they any problems either.
I happen to have one of those Marine Engines that I have to go get out of a boat I was over there last year with a view camera and looked in a cylinder I think it may have single eyebrow Pistons. But I know they are TRW flat tops. It has that Cobra Jet cast intake on it. But I'm with you I would not want to run that mismatched it would drive me nuts
@BlackLabGarage actually the standard head is the same size as Cobra Jet the center line is different if you move the top of a standard port in the head up and forward or up in the rear depending on which side you're working on to match the top of a Cobra Jet intake runner then you would have to fill the bottom of the port to likewise match the bottom of the Cobra Jet intake runner I could be wrong the Cobra Jet cast iron intake maybe a little larger. But I know the Cobra Jet Center Line is higher and more forward or back. I have a Victor intake in the shop that I had sitting on top of a motor and it is on a Cobra Jet Center Line and that's how I was going to run that is take some off the top of a port and add into the bottom
Pulling the 460 boat anchor out of my truck, and dropping in a Edelbrock proflo4 injected 302 crate engine was THE best thing i ever did for my truck, and my fuel budget. The 460 works best at the end of 10 fathoms of chain with my boat on top....
@@CS_247 that’s why I made this video and my other 460 videos. A few cheap upgrades to the 460 and the fuel mileage and horsepower will go way up. Not to mention the fact that the 460 would easily pull the lungs out of a 302 at 1/4-1/2 the cost of that 302.
Have a 74? Lincoln Continental with a de-nutted 460. Not a gearhead, just a greenhorn. Looking for an older 460 with the higher HP output. Could really use some ideas.
@@needsaride15126 you don’t need an older model 460. Where could you even buy gas to run one of them? They have 10.5:1 compression. All you need to do is change out the timing set for a straight up timing set, open up the exhaust ports, and recurve the distributor and you will be amazed at how much more power that adds!
@ I mean it’s your car and money and if you are set on an older model 460 then go ahead and do it. My point is its hard to find gas to run the old high compression 460’s on. Plus you can gain 30-50hp with what you already have. The straight up timing set alone will gain 20-25hp. Opening up the exhaust port just costs you some time. Recurving the distributor is an $8 set of springs. So for $100 you can gain up to 50hp using what you already have. Something else that will help is swapping out the car manifolds for truck manifolds if they will fit. The truck manifolds flow better and are made for bigger exhaust pipe than the car manifolds are.
@BlackLabGarage if I wanted to install an older engine. What would you suggest, as far as year, model, casting and so on. Any advice would be greatly appreciated.
And so can a proper stroker BBF (1000 hp). No boost needed like the new style engines. Add all the superchargers, turbos, piping, intercoolers, controllers. All adds significant weight.
Have you heard of the CNC Motorsports 632ci n 638ci BBF aluminum shortblock?? i think that is a great way to go for those looking for weight savings to any build.. Why go 557ci when you can go 632ci?? lol..
@@mikecarignan7002 a 1985 model 460 would still have the retarded timing set and the low compression pistons. You would be amazed at how much difference the straight up timing set by itself will make. Get the compression up to 9:1 plus a straight up timing set and it becomes a totally different engine. Plus you get better fuel economy. The 352 is a good engine. Far better than the 360 that replaced it in the trucks. People think that I don’t like the FE engines but that’s not true. I even built a 390 and put in my 1974 F-350 and it was a great engine and I got 13mpg out of a ton flat bed dually. But the 385 series engines (429/460) are much cheaper to build and you get more cubic inches which equals more power cheaper than you can building the FE engines.
I going to have to say something here. I have a couple of 460s. One is in my. 96 F350. I like them they are robust. But the OEM heads. Suck. Only 135. Cfm on the exhaust. A FE 390 flows 176. Big difference. And telling people you have to cross bolt a 390. For just 400 - 500 hp. In not true. My poor man's jet make over 600 easy. Spun it 7100. For years in my 82. Fox body. Drag car. Just a Standerd. D4-te. 2 bolt block put around a 1000 passes on that block for years. Ran 6,50s at 104.mph. 1/8 Mile Through a C6. Trans. No fretting on the mains at all. Bearings looked great seen OEM. 390 cranks hold over 800 hp at over 8k. In super stock they are just as strong as a 429-460. Crank. Not much difference between them over all. My FE powered fox is called Tick Turd. Well known In The FE forums. Again I'm not knocking the 385 series motors. I like them. With the big aftermarket heads they rock. I'm just throwing it out there that a 390 2 bolt block has no issue spinning up to 7k. And making 600+. I've done it for years. As a budget racer. And been using 1964. 390 heads to run those times. Just my 2 cents 🖖
Well Scotty over at Parkland Automotive/ Reincarnation High Performance gets some really good power out of the fuel injected 460’s. With a valve upgrade, some porting, and a slight camshaft upgrade his fuel injected 460’s are putting out 414hp and 523lb ft of torque! That’s using the factory fuel injected intake manifold. The fuel injected heads may not be the biggest flowing head but they have more velocity than the earlier heads have. As far as crossbolting the FE’s Ford felt it was necessary. You are using a later model block with the extra main web reinforcement. That helps…but I wouldn’t try to turn a lot of rpms constantly with one of the earlier blocks that aren’t reinforced or cross bolted. Don’t get me wrong, I like the FE’s. But dollar for dollar you can build a 385 series that will walk all over an FE simply because it’s more cubic inches and a better designed engine. Everyone’s first suggestion for an FE is to put a stroker kit in them. The 429/460 already has the cubic inches in stock form.
@@BlackLabGarage the reason why ford went with cross bolting is because of NASCAR they found in the draft they ran 10 mph faster that unloaded the cranks and by the same token. You don't see any. 460s. Turning constant hi rpm either instead. short burst. Is what they see if any rpm is involved their true advantage is. Bore size. But I have found in 1/8. Mile grudge a FE. Works just fine. Out ran a few. 460s. One even had. D00ve. Heads. Big roller my combo was D4-te. Block. 1ub. Crank OEM bore. C4ae 6090. Heads just old junk and a 150 lighter where the 460. Shines is in the big cid stroker and the big. Aftermarket heads that's now available now those are real monsters been to engine systems in Tucker ga. He builds true 385 monsters Ted admitted 400hp out of. a. 390. Is to easy now I love my F350 XLT. 460. Electronic overdrive. But it's not as strong as I feel it should be the engine is ford replacement only 106.000 on it. Runs great. Quiet. But lacking in power at this point I would be happy if I could just get it up to mid 60s. 390. Hp levels. And keep the fuel injection and electronics if you have some advice there or could point me to someone that does. I would be appreciative. I only commented because you were being a little harder on the FE. Then they deserve and some of the information on them. Was not accurate if you would like to talk more about them. Pros. Cons. In private I would be glade to go to anything FE. Fb. Forum. And ask the admin or a moderator about the FE. Fox. And they will contact me and we can talk in messenger. I like your videos and like I said I have both engine plate forms. Used both for decades. Take care 🖖
@@dce428 if I was choosing a 385 series for drag racing it would be a 429 instead of the 460. Big bore and shorter stroke. Now if I had quite a bit of money to throw into an engine for drag racing like I did years ago, I know what it would be. It would be a stroker Cleveland. As far as the FE’s the biggest point I was trying to make is the first thing everyone does is add a stroker kit to them. That’s over $2,000 and you still don’t have the cubic inches of a 460. You have to have a love for FE’s to spend a lot of money to build one because they cost a lot more to build than other Ford engines. As far as the fuel injected 460’s, I have one in waiting right now. Down the road I am going to pull the 400 from my F-350 and put the fuel injected 460 engine in it but using a carburetor. It will use the factory fuel injected manifold and stuff but have a carburetor bolted down on it. You’re kind of limited to what you can do to your truck because it’s speed density isn’t it? You didn’t say what year your truck was. The F3 460 head was better than the E7 head because they have a bigger intake valve. The 1993 and up 460’s also have a taller compression height piston which helps get them up out of the hole.
@@BlackLabGarage my. F350. XLT. Is a. 96. With electronic overdrive E40d. Which uses the TPS among with several over sensors I believe I'm stuck in a box on this one for now
@@dce428 well for starters you could find a tuner that can tune the speed density computer or, get the computer and mass air meter from a 1996 California truck with a 460. They had mass air. That will let you do a lot more to it easily
I had two 460s that i loved and they both died the exact same way,the oil pump drive twisted off in the oil pump leaving the distributor to function but 0 oil pressure both times under full throttle
@@mikeblankenship2531 I have never had that happen to me but I usually replace the stock shaft with an ARP shaft when I rebuild them. Did you find what locked your oil pump up both times? It had to either be a piece of trash in the pump or the oil pan got sucked dry.
You mentioned Aluminum Intake well you're definitely right and I screwed up there my 460 was running great with very little modification I put an elderbrock aluminum intake on it and I could tell the first time I drove it man I have lost a lot of torque
With an Edelbrock Performer intake you shouldn't lose any torque. Its just an aluminum copy of the factory cast iron intake. But all the others you will lose low end torque.
You need to put a cam on it.. Was it supposed to be stock replacement or higher revving in mind?? Feel any performance gain up top, at least?? lol.. Or swap intakes if higher performance isn't your intention.. Good luck..
@@P71ScrewHead I’ve found that from 1000-4500 rpms it’s hard to beat the factory intake manifolds or the Edelbrock Performer which is just an aluminum copy of the factory intake. Now if you’re wanting to make power above 4500 then you should swap to a Stealth or Performer RPM but you will lose some low rpm torque in favor of the higher rpms.
@@dadgarage7966 I think they make kits now that will let you go even bigger than that. I remember when you couldn’t get a stroker kit from Eagle or Scat. The first stroker 460 I ever saw used 440 Chrysler rods, offset ground crank, and I’m not sure what the pistons were out of.
@@trucking604 I’ve never seen a 4 bolt main 460 although I’m sure they exist. I have seen 4 bolt 429’s though so I’m sure some were built into 460’s. I say 1971 because you have to remember that the 1972 models came out in mid 1971. So just because you find a car that was built in 1971 with a 460 doesn’t automatically mean it will be high compression. Then there is situations like the roller 351 Windsor block. It will say F4TE on the block which means 1994. But that block was installed in 1993 model trucks and broncos! I have one here that came out of a 1993 F-250. So the best thing to do when your looking at an engine that is close to a changeover year is to look at the head casting numbers just to be safe.
@@BlackLabGarage I know, the 429 SCJ’s were 4 bolt main and the 460 “Lincoln” engine during that era were 2 bolt main, but that 460 PI did have bolt mains, I don’t recall what year though, been awhile ago. Don’t remember if it was a hi compression 1971 or earlier or 1972 or later low compression. From what I was told, there was a 460 police cruiser, which was a 2 bolt main and a pretty stock block, and the 460 police interceptor, which had the 4 bolt mains and supposedly high-performance hi-flow heads, intake manifold, cam, etc. Almost like a 460 version Cobra Jet. I know, it sounds odd. Ford did some odd things sometimes.
@@trucking604 I have seen a couple of police Intercepter engines. The heads are close to SCJ heads but still not quite SCJ heads. I know of one police interceptor engine not far from me. It busted a piston skirt with relatively low miles. Still has the PI heads and stuff on it but it’s a two bolt main block. Never heard of the police cruiser engine before though
Ok, so you’re saying to bump the compression up with flat top pistons and you’ll get better fuel economy? You’re not the first guy to say that. I have a 460 on an engine stand in my garage ready to be gone through and put into my 79 F150. Right now it has a 351 Windsor and a 435 trans. Reverse is going out in the truck so I want to swap in the 460 and a C6. I plow with it in the winter and the 435 with granny gears kinda sucks plowing with. The only thing stopping me is the thought of the cost of gas. I’m only getting about 12 right now as it is.
Absolutely you get more mileage by raising the compression ratio. Because you are getting more bang out of every charge with higher compression than you are with low compression so the engine doesn't have to work as hard to do the same amount of work as a low compression engine. That's why diesels are able to get the mileage that they do is because of their higher compression. But you are limited by octane on gasoline engines. That's why I try to stay around 9 to 9.5:1 compression on anything that is going to be used for work. But the 7.5:1 compression ratios wastes a lot of fuel. Yes Ford advertised them at 8:1 but in reality when you measure them they are closer to 7.5:1 usually.
I am wanting to put a 460 in my 95 mustang gt. was curious if you had a Instagram or a way to reach out to you to get some pointers ? I really like RPM. so was wanting to do a budget RPM build on 91 ( AZ ) pump gas. not looking for peak hp numbers etc and this car is just a canyon carver / hoon car. was considering doing a 460 with a 429 crank and a cam with ported stock heads with upgraded springs and maybe a carb ? would it hold 7,000-7,500 on that setup ?
@@theregoesmiller389 if I was going to turn one 7,000-7,500 regularly I would invest in aftermarket rods. But unless you invest in aluminum heads and stuff you won’t like an iron headed 429/460 for a canyon carver car. They are too heavy and the car won’t handle good in corners. Now if you was going in a straight line like drag racing that’s a different story. But I have several 460 engines and a 1989 Mustang GT. Am I putting a 460 in it? Nope…a 351 Windsor is going in the car.
A little late here but thought I'd give my 2 cents. I agree , the 460 is one of the best Ford made. It has some of the good qualities of the 302 which was also a great engine. It is also extremely long lasting. It is too bad they developed it so late. If it were developed in the early 60's like the chevy big block, it would have had a more interesting future for sure. I love mine and learned to have a real appreciation for them from building it.
@@fgpriceinc the early model 429/460’s wouldn’t last as long as the later models would. Just like the 302, the late model 302’s with the low tension metric rings would last 2-3 times as long as the early models. The 460 got the same treatment. It’s too bad that they never got a factory roller camshaft like the small blocks did
@@BlackLabGarage The FE block has a special iron recipe that could live with those tractor rings. I did one with over 200,000 miles, a 390 and it was fine for ridge and taper. The pistons pushed right out and I wouldn’t have bored it if I hadn’t had the .020 over L2291Fs already. Another 100,000 miles and racing it and it still has suction no blowby or smoke. Amazing castings.
The 360 beat itself to death with detonating from the awful quench. The bores were so strong that they destroyed the pistons. I pulled out all 8 and the skirt’s were broke but the bores were still within range for taper and the crosshatch was just beginning to hourglass. They were working it really hard. It’s bad for an 8:1 motor to ping. I try to get the piston up to less than.050 including the gaskets and at 9.25 :1 they don’t ping at all.
@ my 360 was out of range for taper when I tore it down. I had to have it bored. Besides I made it into a 390 so I would of had to have bored it anyway. I used the 1.76”compression height pistons instead of the 1.66” height truck pistons. So it would have ran the rings over the ridge from when it was a 360 and I wasn’t going to do that.
Unfortunately I can't do work for others right now because I don't have a place to do it. I am trying to get a place and maybe then I can offer to do things like that. I appreciate the kind words.
@ I’ll be watching all your videos and if you ever get to the point you can build for others, I’d like a bombproof 460. I just want a dependable 460 for a farm work truck. I may be able to source the parts a pay my buddy to do it. I’ll keep watching your content. Thank you! 🙏
@@ColoradoForestBeings oddly enough this 460 is going in my farm/work truck! I have another 460 that we will be building that is a little more performance oriented that will be going into my 1978 F-150 4x4. The 460 is a pretty bomb proof engine. As long as you don’t overheat them, or try to make it turn more rpms than the stock rotating assembly was designed to do, the 460 is very reliable as long as it is put together with good parts. Personally I would keep the stock rotating assembly down to 5,500-6,000 rpms.
I would get a hold of T Meyer and get a set of pistons from them. He has them custom made for the Ford 400 engine and his pistons have a taller compression height which bring the piston up to the top of the cylinder on a 400. The 400 piston from the factory is very far down in the hole. The next best option would be to find a set of 1971 Ford 400 pistons because they were flat top pistons. Badger made some replacements for them but they are getting hard to find now.
I would not do an FE, as it’s before my time, and from what I know your right; 460. I’m more of a SBF guy, but put together a 521 for a ‘77 MarkV. Mostly aftermarket in terms of heads, cam, roller liftesr etc. I had to use a a single plane TorquerII intake to clear the hood. The engine without AC weighed 180lbs less than oe. It’s also a truck block with external balancing. It was an interesting build and happy with the results. This is with a 2.50 gear trac-loc (I don’t call it posi…GM). ruclips.net/video/HlbZgaLsZZw/видео.htmlsi=346yeMH1sgcaLiCw
@@ProjectFairmont the FE engines are before my time also but they are a unique engine and have a sound all their own. I love my SBF engines. I have a couple 302’s, a 289, and a couple 351 Windsors sitting here currently. One of the Windsors is an F4TE roller block so it will be going in my 1989 Mustang GT. Your 521 sounds good. I can only imagine what it would do to the tires if it had a 3:50 or lower gear in it. It would probably burn the tires until hell wouldn’t have them😂
The last years of the 460 being the 1993-1997 was some of the best built 460's that there was. What killed them was the fuel injection system. That very same engine with some porting, slightly bigger intake valve, very mild cam upgrade, headers, and a carburetor is a 400hp engine.
460 is a great engine but i think the 390 is a better all around engine? That being said i bleed ford all types all model's pre 72 except trucks have owned all years and loved them!
Without a doubt the 390 was Fords work horse engine. From powering F series trucks to Mustangs and Hi Po police cars. I think the 460 slightly edges it out because of the better oiling system and the canted valve heads. Plus the extra cubic inches of the 460. But that’s just my opinion.
The bottom end should turn 6500 RPM. A good balance job and you could spin it 6500 all day long. Don't try to do it with the factory ignition box, it has a built in rev limiter around 5000
@@jdedmnds1 I’ve seen the stock bottoms ends turn higher than that and live before lol. But this one is going in my 4x4 truck so it won’t be turning high rpm’s. My Howard’s camshafts power band is 1500-4800 so it wouldn’t turn much over 5,000 anyway
@@genocanabicea5779 uhhhhh…the title says “The Greatest Ford Engine” which means Ford engines only. The 300 six cylinder is a great engine. Although the carbureted models in the 1980’s didn’t run too good because of their carburetors. The fuel injected models ran real good. But will they pull with a good 460? Not a chance lol.
Somebody please let me know if this is a good engine for me to build I have a 67 RV that has a 460 in it so far I have built the heads just a little Edelbrock intake 750 Holley my plans are to go with a cam and headers not sure what I'm going to put this in just yet I'm still looking for a good donor donor vehicle what size cam is recommended I wanted to really sound good and hit a good lick but I don't want to kill vacuum and torque totally I remember back in the days and I'm 80 years old I built a Chevrolet and had so much Cam in it that was absolutely no vacuum to operate the brakes on the doggone thing I had it in which was a 61 Chevrolet what would be a good cam to put in this thing I like I said I wanted to hit a good lick and people know that hey he's coming also with a change in camshaft what other components like pushrods and Rockers would I have to use I understand there's two different lengths of the push rods don't have money for aluminum heads so I'm basically keeping everything in kind of a lower price range but I do want it to be a decent engine and maybe smoke the tires a little LOL
If you can hear the cam hit a lick then you are killing the low end torque which is what you want with an RV. The most I would go above the stock cam in your application is just one step up. Otherwise you will have a gas hog with no bottom end power. Like 204 intake duration @.050 and 214 exhaust duration @ .050 is the most I would go in an RV. Plus unless you have a 1968-1971 model 460 you will have a low compression 460 and they don't have enough compression to run a bigger camshaft. Bigger cams bleed off compression
Yes the 385 series is the 377, 429 and 460 , the 385 is not stroke it's the original starting target displacement when it was designed . Just like the 335 series was the starting target displacement of all the 335 series that is 302 Cleveland, 351 Cleveland, 400 and 351 M for Modified 400 using a 351 Windsor Crank in a 400 block.
@@JosephCowen-fz8vj according to Ford the 385 series is named for the 3.85” stroke. There is no 377. You are talking about the 370 engine which didn’t come out until 1977. Eleven years after the 460 came out. Now the 335 series did get its name because of Ford wanting to develop a new engine line with a goal of 5.5 liters but with room for expansion. A 351W crankshaft is not the same as a 351M crankshaft. They are similar but a 351M crankshaft has a shoulder on the snout that the 351W does not have.
@BlackLabGarage yes that's rite the 370 , but the 385 series I've read in Ford engineering papers is target displacement, the 385 stroke seems funny because the 429 came out first and it does not have a 3.85 stroke the 429 has a 3.59 stroke and so does the 370 so the only 385 series to have a 3.85 stroke is the 460 . Seems strange an engine family is named but only one in three of its members has this design. And yes the 351 M was so call because Ford used the 351w crank to modify a 400 block . It's the 351 W crank casting just machined slightly differently to fit the 400 block.Ford was being cheap and using parts they already had , there was a big need for engines of that size at that time the early to mid 1970s , Ford around that time made 4 engines of that size , the 351 W , 351 C, 351 M and FE 352 still in trucks at around that time , all 4 inch bore and 3.5 inch stroke . For many years , builders used 400 ford cranks in 351W to produce a 408 ci stroker Windsor with a 0.030 over bore. The last one I built a few years back now used a 400 Ford crank ( machined) , 351 W block , 351 Cleveland rods, 0.030 Forged 302 Cleveland pistons , 302 Cleveland closed chamber heads with 351C USA 4V valves , a Clevor intake and Edelbrock/Carter AFB , Electronic Bosch ignition out of Australian 1982 Cleveland powerd Falcon , and stage 3 cam, 302/351 Cleveland headers . It creates a killer Boss Style 408ci .
@ that’s what I’m saying is you can’t directly swap the 351M and 351W crankshafts. Ford didn’t produce all those engines at the same time. The last 351C was in 1974. The 351M debuted in 1975. The last 352 was in 1969.
@BlackLabGarage yes , but the basic 351w crank casting was used , it's a very small difference, well I said around that time all 4 engines were used , 352 FE were used 4 to 5 years after US production stopped in Canada and Australia, as for the Cleveland, Ford Australia Cast and Assembled 302 Cleveland's and 351 Cleveland's at the Ford Australia Geelong Casting Centre from 1971 for 1972 model year in Falcons , Fairlane's, Fairmont's , LTD , Hardtops, Utes, Wagons, Pannel Vans, F100 to F350 and D series Ford Trucks up untill 1983 in cars and 1985/6 in F100 to F350s , almost all of the 1970s and 1980s Cleveland's were in production in Australia, it was the only Ford V8 available , many 100s of thousands produced , espically 302 Cleveland, it's exactly the same block as 351 Cleveland but a 3 inch stroke crank and 6 inch rods and tall compression height pistons in the 302 C along with the best factory street Cleveland head ever made , the 302 C closed chamber head , 2 V ports and a 2V port size, four barrel intake to match it . Just putting a stock set of those heads on a smog Cleveland style motor be it a 351C , 351M or 400 gets instant 10.0 + to 1 compression with smog pistons .
@ yes I remember Joe Sherman was one of the first to use a 400 crank to make a stroker Windsor. I’m mainly talking about the engines here in the US. We didn’t get many Australian Cleveland’s over here. I used to see the heads pop up on eBay every once in a while. I mean if you want to get technical the last FE/FT engine was in 1976…EXCEPT Ford kept building them for Uhaul trucks into the early 1980’s. Ford even cast spread bore carburetor intakes for FE’s just for Uhaul. They were never available to the general public. But if you watch my video on am I against technology I explain some of this stuff about the Cleveland heads. Which is my point overall about technology. Financially it doesn’t make sense to build an engine with Cleveland heads or to build a Cleveland engine because there are Windsor style heads that far outflow the Cleveland heads and you can buy the Windsor heads cheaper than you can fix a set of Cleveland heads. Now if you’re building a numbers matching car that had a Cleveland then yes it makes sense to build one. But for performance and dollar for dollar it makes more sense and you get more bang for the buck with a Windsor. The Cleveland was great for its time but technology has made the Windsor the winner.
I haven't heard anything about it's reliability either. I know the Triton V10 replaced the 460 and it was not a good replacement. Everyone I know that got one of the V10's told me the 460 would pull more but fuel mileage was about the same between them.
I've been a 460 fanatic for years. It is better in several ways than a BBC. However the Ford engineers designed it to fit in shock tower cars, and that really hurt the exhaust side of the head. They need work to make them flow optinmally, but when they do... they DO. If you took the greatness of a BBC head and the 385 bottom end, you'd have a truly killer combo. I run a roller cam 468 in my Torino. It's a monster. Crazy torque and it can spin too.
I have seen a solid flat tappet lifter 514 Ford turn 8,000rpms before. This was an old school stroker built before Eagle ever existed. I guess the crankshaft was offset ground but I remember it had 440 Chrysler rods in it. That's wicked sound hearing a BBF turning that many rpm's!
The 385 series suffered from the exhaust basically having to make a U turn to get out but even the 335 series was designed that way which I don't understand because they were smaller and had more room from the head to the shock towers.
The 300 is a great engine. The ones in the 1980’s had crappy carburetors on them though. I had some trucks with the 300 in them and they are good engines. But can they pull with a 460? Not even close
@BlackLabGarage I have a 88 F-150 with a mild built efi 300 I have hauled 7 tons of scrap metal in one load with that truck. I have hauled friends fuel size vehicles back home running 75mph down the interstate without a problem. So it is by no means weak. Now I did have a uncle that built towers and he drove a 90 f-350 with a 460 and put 450000 miles on his truck and never did anything but change a water pump and transmission in that truck which is impressive
@ as I said above the 300 is a good engine. If I wanted an engine to pull with the 460 is my first choice. My second choice would be a 300 six cylinder.
It's a good motor unless you start comparing to the godzilla or coyote, 700hp with that weight is nuts. Coyote can handle 1000 without losing its breath. The game has changed
Depends, an aftermarket aluminum 632ci BBF built block is rated to handle 2,000hp n only costs $7k.. i rather build that than a Coyote.. Sure, it drinks 4 gallons per mile, but who cares..lol
I'm a ford guy all the way but tell the truth 460 do have the same oiling problem the 351c have and 460 main bearing and rod bearing speeds are to fast and these are facts. All of the good aftermarket 460 blocks have same mains
@@janier124 the 385 series does have the same style oiling system as the 335 series engines but they don’t seem to have the problems with the bearings that the 335 engines do. I’ve never had a 429/460 that had rod knock or anything but I’ve seen a bunch of 351M/400 that had the rods hammering in them lol
Do you build the 385 series motors...or do you just parrot what you see on the webz?? Paul Kane is a PREMIER 429/460 builder....along with scotty j the mad porter, and this is the concensus: " The OEM 385 Series oiling system is a fine one. The oiling mods listed in the Technical Pages of our website are derived from stock block engine builds that generate 1000 hp and far, far above that. Of course, there is nothing wrong with oiling modifications that are executed in the interest of longevity, reliability, reassurance, etc. Just don't think they are automatically mandatory for 429/460 engine builds. My recommendation to most people I speak with is that if there is any single oiling mod they perform on their engine block, it is to enlarge the pump-to-filter pad from 1/2-inch to 9/16-inch."
@ are you talking to me or the other guy that said the 385 series has the same oiling problems? Because I’ve never seen a 385 series that had oiling problems like the 335 series engines did. The only problem I’ve had with the old model 429/460’s is with the old nylon umbrella valve stem seals getting hard and crumbling and stopping the oil returns in the head up. I don’t modify the oiling system on my 429/460’s. All I do to them is grind a little away at the oil returns in the block and heads so oil returns faster to the pan but I usually do that for all engines. I know both Scotty J and Paul Kane. They are both great guys and very knowledgeable on these engines.
@BlackLabGarage Absolutely the OP....when you click their post, it doesn't ID them. A youtube idioscrency. I've built a 557 to 650 HP for a jet boat...continued highish RPM.....Zero issues. I really think the 335 series is fine stock as well when kept at reasonable RPM's..
@@johnpeters9793 I will say the old 335 series is tough. I had a 1979 Bronco with a 351M in it and that thing would not blow up! It had been driven thru ponds, overheated, and everything else before I got it and yet it still kept chugging right along.
Ford v8 have always been short lived and weak compared to a mopar. If those ford trucks were so good they would bring the value a dodge does. Back in the late 70s a 460 would run 30 miles per hour slower than a 440 pulling the same load up a 7 percent grade.
@@MatthewWilliams-b1m bring the value a dodge does? 1970’s Ford trucks bring a whole lot more than 1970’s dodge trucks do! I will say those old dodge trucks were dependable. They was too ugly to tear up😂
![Ford 460 7.5 Liter: Everything You Need to Know [Specs & More]](http://i.ytimg.com/vi/-k9_HfJpSVA/mqdefault.jpg)
![Ford 460 7.5 Liter: Everything You Need to Know [Specs & More]](/img/tr.png)
You know for sure I'm right with you on this. The 385 is BY FAR the best way to go if you are looking for BBF Power. As for the pistons though, they used those "shallow dish" in RV's in the 70's as well. That '77 E-350 Motorhome I pulled my 460 out of has those in it, but with the "middle deck" internal balanced block. But Boy Oh Boy you nailed it Rock Solid on those "Berkley Fords". Flat Tops, Close Chamber DOVE heads, they used the CJ Cam in them and if you can find a Berkley Ford the cast iron intake on them are closer to the Edelbrock RPM intake. The Runners are a lot bigger. Every time a Jet Boat comes up on FB Marketplace I look to see if it's Ford-Gold for pennies on the dollar.... lolololol.
The biggest mistake I see people make with the 385's is that they try to make it into something it isn't. If you want something that's going to spin 10K RPM and hold for 100K miles this isn't for you. But that's the beauty of these things, you don't have to spin them to the moon to lay down the numbers you are looking for.
Great Stuff as always man!
Thank you for your kind words. Oddly enough that 460 beside of me came from an E-350 although it was a 1986 model and it had the big dish pistons in it. Something I forgot to mention in the video was that the 1993-1997 460 piston uses a low tension metric ring pack which as we all know is a far better set up. I actually pulled a running 460 out of a 1995 F-350 that had pulled a 22ft enclosed cattle trailer pretty much every day of its life and the engine had well over 200,000 miles on it. It had a knock but it wasn't a rod knocking. The piston skirts were worn thin and one skirt had broken off and that's what was causing the knock. You are correct that people try to do the 460 like the do Pontiac V8's. Try to make them into a high rpm engine and they don't need to be. They run on torque! Although I have seen one stroker 460 turn 8,000 rpm's before lol.
@@BareRoseGarage a 521 with a 6000 rpm redline is a good truck engine. It used to be the universal pulling truck engine. It takes a bit to spin any 3 inch main. I don’t like 351Ws for that reason. The FE and Cleveland’s were the best nodular iron cranks made. The oiling priority is not as big of a deal if you’re going to side oil the mains. I used to run brake lines off of the filter adapter to aftermarket main caps on FEs to feed them right through the side bolts and even just side oiled and put cross bolts on 2 and 4. The main thing was a good pan and detailing the pump feed and the filter adapter up to the center feed. Run the long dowel through the long center feed and if it catches get the bit and expansion pieces and slowly open it. 1 3 5 would happily oil the cam and mains and the cross bolt oil fed 2, 4 could do the rest. The 2.79 main made a screamer crank speed and cool oil.
Can't get enough 460 content, nice to know i don't have to break the bank building mine. My 77 had been rebuilt in the 80s bored to 488 . I have headers , aluminum intake and your exhaust port job n i think I'm good. Thanks!
That should make a stout engine!
@@mikeb2368 The good thing about exhaust is that it is positive pressure pushing it out and all they need is a dressing small valve stems and a good valve job and as much exhaust cam lobe as will keep a good pressure and velocity. All the exhaust wants is to get out. The intake side is the place to put your money in to. Also put as long of collector extensions as you can fit . On a 4x4 a mandrel slow bend and a big diesel X pipe and put a pair of good pipes back to the rear axle.
With just a little knowledge it’s super simple to make a reliable 500hp and torque engine that will last 1k miles easily. My friends and I used them all throughout the 80s and 90s and I still run them today. Great engines! And you’re a 100% correct they are very heavy. Nice work! People shouldn’t sleep on this engine!!!! Keep the videos coming. And bring back the tractor videos too. They’re great content. Thanks!
NO!!!!! Don't tell people not to sleep on them! If they sleep on them then that leaves more 460's for us! 😂The 460 you see beside of me is going in my 4x4 that you see. But later on I have a fuel injected 460 that will be going in the white 1979 F-350. I will be using the fuel injected heads and intake but with a carburetor. I quit uploading tractor stuff because it seemed that most people on this channel prefer the car and truck stuff. So I started a second channel to put my farm and tractor stuff on. I haven't put much on it yet but I have some videos almost ready for it. The channel is Black Lab Farms
@@BlackLabGarage nice to know. I will definitely check it out. I appreciate all the time that you spend making content. Keep up the good work.
@@shaneminor2367 Thank You for your kind words!
@@shaneminor2367 sorry it can be found @Black_Lab_Farms
@@BlackLabGarage Thank you sir, I thought I was doing something wrong. Lol I’m not the most tech savvy person. Lol
I am commenting before watching. In Oz we had little exposure to this magnificent engine. But it's little Bro, the 351C was big here. we even cast them for about 10 years. So I will watch with interest. cheers.
Yeah I wish we could have gotten the the 351 Cleveland here for that long. I do have a set of 351C 4V closed chamber screw in stud heads here but I can’t find a block to put them on. I ran into a guy a while back and he had five 351 Cleveland’s sitting but he would not sell me one. Not even a regular 351C 2V engine
I would sell you one cheap but it has to come half a world away!@@BlackLabGarage
@@MsKatjie I appreciate that. I've had one 351C in all these years and of course the crank was bad in it lol.
I really appreciate you sharing your knowledge and experience on the 460, thank you Sir 👍😁
Your welcome! Thank you for your kind words!
Same block, crank & pistons in my drag car since 1996-
460 super unleaded gas- never over 6,000 rpms- only runs 10:40’s but stopped counting years ago at 2,000 passes
That speaks volumes of how tough the bottom end of the engines are from the factory!
Couldn't agree more..I'm Aussie and had lots of V8 Ford's.. but the 460 takes the cake🇦🇺
@@DaveSmith-ep9ew the 460 was one of Fords best designs. That’s why it had a 29 year production run. If they would of just gotten the exhaust port design better, it would have been close to perfect!
Agreed. I have run them all. 429, 429 PI, 429 CJ and 460. I have had up to seven spare 460s in my collection. Right now, I am down to one 460 with D3 heads. Later model 460 FI truck engines have the best factory rods that are even better than the 429 CJ rod. The small end has more metal to prevent bending. My next build will have aluminum heads and intake going into a 1985 Fox body. Nothing exceeds like excess. 😁
Aluminum heads will help a lot, cause steering a fox body with a 429/460 in it with cast iron heads is like steering a walmart buggy with a drunk sumo wrestler in it🤣
I am an FE guy, but for a truck a 460 is great. I did an 84 F250 with the Silvolire pistons and a Wolverine cam the truck manifolds and it went together good, like you said they are heavy,, but he pulled a drop deck trailer everyday with a backhoe digging graves. And it was a 4x4 and beat it like a rented mule. That was a tough truck. FE is fine and hard to beat in cars and F100s but a 460 is hard to beat in a work truck .
I agree. I personally know of a 1995 F-350 4x4 that had a 460 and 5 speed. It pulled a 25ft enclosed cattle trailer everyday of it's life and had over 250,000 miles on it when the engine started rattling. Oddly enough it was a piston skirt that had broken and it was the piston rattling in it. The 460 is very stout and durable truck motor.
The timing chains wear out, the cam@crank are too far apart. Also, the waterpump bypass hose is the only other weak link...maybe the rollpin in the dist. Thats it!
I’ve never had them wear a timing chain any faster than any other Ford engine? They have a bypass hose just like most all the other Ford engines? FE’s have a bypass hose and small block Fords have a bypass hose. Only engines that didn’t have a bypass hose was the 351C, 351M, and 400. The distributor coil pin is the same as the other Ford engines so I’m not sure why you think the 429/460 coil pin is bad?
Hey there Robert! Just think back to the late 60's when GM was using Neoprene timing chains, like I had in my 69 GTO Judge 400 ram air 4. It melted while running hard on the freeway. lol I'd just convert to the Double roller with straight up timing. Cheers from Motown.
@@robertclymer6948 I reckon the plastic coated timing sprockets was the thing for the time. Thankfully they came out with double roller timing chains lol
Great info 🏴☠️
Thank You!
You really taught me
Something very important thank you
You're welcome! What did you learn that was important?
I m with you brother ! The 460 kicks butt all day long . Very informative video , great job . For those that may not know , the blocks are a thin wall casting . Best to not go over .060 on bore . If you do , is a good idea to get block SONIC CHECKED . The process gives an accurate wall thickness where the cooling passages are . Rods are all cast the same , correct me if im wrong . The square head rod bolts are spot faced and are prone to breaking . The football ones are broached .
Believe it or not I’ve never seen either of those rods break on the big end. Usually if they break it’s in the beam.
460's are cool, just thirsty AF. Dad had a '78 LTD wagon with a 460 4V which was pretty healthy for getting that big wagon rolling quickly. I now have a '90 F250 460 big block that's been a solid runner but seems at times to be an outright gutless turd uphill in 5th gear on factory sized tires. The 460guys injection system seems to be the only real option to stay EFI which I personally despise and I'd prefer a carburetion conversion with my Predator carburetor which I may do otherwise I plan to sell the truck once my '85 6.9l IDI is swuared away. A 460 with aluminum heads and intake come out to roughly 50lbs more than a small block Ford engine. Definitely worth the swap IMO.
That's one of the things I go over in my videos. If you raise the compression up and go to a straight up timing set, and let the exhaust side of the head breathe, the 460 is not nearly as hard on gas as they was out of the factory.
Have one in my jet boat. It dont care if I'm running light or have a boat load in her. She has the muscle to run nearly exactly the same. It was rebuilt to 528ci with 600 some odd ftlbs. Naturally aspirated with MSD distributor, water cooled headers.
Twin 12 gallon tanks dont last long but these motors in today's world deliver smiles per gallon not miles per gallon.
Lifting that jet nozzle it will throw water 40ft high and about 240ft behind the boat.
Pretty fun running up the river throwing water up behind you.
I would hate to ride in that boat! It would probably scare the piss out of me🤣
good video, and great presentation.
.
i was just wandering by, but you left an impression. good work!
@@joemckraken7960 Thank You for your kind words! That means a lot!
Cobra Jet intake that they used on Marine applications produced about 12 to 15 more horsepower so I read something about the turbulence created by the Port mismatch. And of course it may only be benefited from in a marine application where they would be running a certain RPM range and the camshaft was very close to a Cobra Jet style cut
@@jeremynash8607 I’ve known of people running the Cobra Jet intake on the street and they say it does make a little more power and that the port mismatch doesn’t cause any problems. Then again I’ve known people that would run the old model 352/390 intake manifolds with their large tall ports on the 1968 and up 390 engines that have the shorter ports and they say it doesn’t cause they any problems either.
I happen to have one of those Marine Engines that I have to go get out of a boat I was over there last year with a view camera and looked in a cylinder I think it may have single eyebrow Pistons. But I know they are TRW flat tops. It has that Cobra Jet cast intake on it. But I'm with you I would not want to run that mismatched it would drive me nuts
@@jeremynash8607 well you can open the intake port opening up to Cobra Jet size on the standard heads.
@BlackLabGarage actually the standard head is the same size as Cobra Jet the center line is different if you move the top of a standard port in the head up and forward or up in the rear depending on which side you're working on to match the top of a Cobra Jet intake runner then you would have to fill the bottom of the port to likewise match the bottom of the Cobra Jet intake runner I could be wrong the Cobra Jet cast iron intake maybe a little larger. But I know the Cobra Jet Center Line is higher and more forward or back. I have a Victor intake in the shop that I had sitting on top of a motor and it is on a Cobra Jet Center Line and that's how I was going to run that is take some off the top of a port and add into the bottom
Pulling the 460 boat anchor out of my truck, and dropping in a Edelbrock proflo4 injected 302 crate engine was THE best thing i ever did for my truck, and my fuel budget. The 460 works best at the end of 10 fathoms of chain with my boat on top....
@@CS_247 that’s why I made this video and my other 460 videos. A few cheap upgrades to the 460 and the fuel mileage and horsepower will go way up. Not to mention the fact that the 460 would easily pull the lungs out of a 302 at 1/4-1/2 the cost of that 302.
All good stuff to know. Thank you for sharing.
You're welcome! Thank you for your kind words!
Have a 74? Lincoln Continental with a de-nutted 460. Not a gearhead, just a greenhorn. Looking for an older 460 with the higher HP output. Could really use some ideas.
@@needsaride15126 you don’t need an older model 460. Where could you even buy gas to run one of them? They have 10.5:1 compression. All you need to do is change out the timing set for a straight up timing set, open up the exhaust ports, and recurve the distributor and you will be amazed at how much more power that adds!
@@BlackLabGarage thank you for the reply.
@ I mean it’s your car and money and if you are set on an older model 460 then go ahead and do it. My point is its hard to find gas to run the old high compression 460’s on. Plus you can gain 30-50hp with what you already have. The straight up timing set alone will gain 20-25hp. Opening up the exhaust port just costs you some time. Recurving the distributor is an $8 set of springs. So for $100 you can gain up to 50hp using what you already have. Something else that will help is swapping out the car manifolds for truck manifolds if they will fit. The truck manifolds flow better and are made for bigger exhaust pipe than the car manifolds are.
Plus I have videos on how to do all these things on my channel on here
@BlackLabGarage if I wanted to install an older engine. What would you suggest, as far as year, model, casting and so on. Any advice would be greatly appreciated.
And so can a proper stroker BBF (1000 hp). No boost needed like the new style engines. Add all the superchargers, turbos, piping, intercoolers, controllers. All adds significant weight.
Have you heard of the CNC Motorsports 632ci n 638ci BBF aluminum shortblock?? i think that is a great way to go for those looking for weight savings to any build.. Why go 557ci when you can go 632ci?? lol..
I bought a 1951 ford f1 truck with a 1971 ford block in it thanks for the information 👍
And has 1973 heads awesome lol are on my 1971 block
@@alfredocalzada5383 the D1VE block number was used thru the 1978 model year. The D3 head casting number was used into the 1980’s.
Thanks for the post. I have a 1985 F250 with a 460. It is a runny fool you’re right I also have a 352 in my 66 pick up love them both.
@@mikecarignan7002 a 1985 model 460 would still have the retarded timing set and the low compression pistons. You would be amazed at how much difference the straight up timing set by itself will make. Get the compression up to 9:1 plus a straight up timing set and it becomes a totally different engine. Plus you get better fuel economy. The 352 is a good engine. Far better than the 360 that replaced it in the trucks. People think that I don’t like the FE engines but that’s not true. I even built a 390 and put in my 1974 F-350 and it was a great engine and I got 13mpg out of a ton flat bed dually. But the 385 series engines (429/460) are much cheaper to build and you get more cubic inches which equals more power cheaper than you can building the FE engines.
Same with 87?
@@januarythird4472 as in what? What are you asking about a 1987 model 460?
@@BlackLabGarage yes 1987
Going to have the timing downgrade but does it still have the cereal bowl piston
Good Presentation
Informative and thorough:)
460 - 1985 Thunderbird:
(Operation Thunderchicken)
I always liked the body style of the 1985 Thunderbirds
I going to have to say something here. I have a couple of 460s. One is in my. 96 F350. I like them they are robust. But the OEM heads. Suck. Only 135. Cfm on the exhaust. A FE 390 flows 176. Big difference. And telling people you have to cross bolt a 390. For just 400 - 500 hp. In not true. My poor man's jet make over 600 easy. Spun it 7100. For years in my 82. Fox body. Drag car. Just a Standerd. D4-te. 2 bolt block put around a 1000 passes on that block for years. Ran 6,50s at 104.mph. 1/8 Mile Through a C6. Trans. No fretting on the mains at all. Bearings looked great seen OEM. 390 cranks hold over 800 hp at over 8k. In super stock they are just as strong as a 429-460. Crank. Not much difference between them over all. My FE powered fox is called Tick Turd. Well known In The FE forums. Again I'm not knocking the 385 series motors. I like them. With the big aftermarket heads they rock. I'm just throwing it out there that a 390 2 bolt block has no issue spinning up to 7k. And making 600+. I've done it for years. As a budget racer. And been using 1964. 390 heads to run those times. Just my 2 cents 🖖
Well Scotty over at Parkland Automotive/ Reincarnation High Performance gets some really good power out of the fuel injected 460’s. With a valve upgrade, some porting, and a slight camshaft upgrade his fuel injected 460’s are putting out 414hp and 523lb ft of torque! That’s using the factory fuel injected intake manifold. The fuel injected heads may not be the biggest flowing head but they have more velocity than the earlier heads have. As far as crossbolting the FE’s Ford felt it was necessary. You are using a later model block with the extra main web reinforcement. That helps…but I wouldn’t try to turn a lot of rpms constantly with one of the earlier blocks that aren’t reinforced or cross bolted. Don’t get me wrong, I like the FE’s. But dollar for dollar you can build a 385 series that will walk all over an FE simply because it’s more cubic inches and a better designed engine. Everyone’s first suggestion for an FE is to put a stroker kit in them. The 429/460 already has the cubic inches in stock form.
@@BlackLabGarage the reason why ford went with cross bolting is because of NASCAR they found in the draft they ran 10 mph faster that unloaded the cranks and by the same token. You don't see any. 460s. Turning constant hi rpm either instead. short burst. Is what they see if any rpm is involved their true advantage is. Bore size. But I have found in 1/8. Mile grudge a FE. Works just fine. Out ran a few. 460s. One even had. D00ve. Heads. Big roller my combo was D4-te. Block. 1ub. Crank OEM bore. C4ae 6090. Heads just old junk and a 150 lighter where the 460. Shines is in the big cid stroker and the big. Aftermarket heads that's now available now those are real monsters been to engine systems in Tucker ga. He builds true 385 monsters Ted admitted 400hp out of. a. 390. Is to easy now I love my F350 XLT. 460. Electronic overdrive. But it's not as strong as I feel it should be the engine is ford replacement only 106.000 on it. Runs great. Quiet. But lacking in power at this point I would be happy if I could just get it up to mid 60s. 390. Hp levels. And keep the fuel injection and electronics if you have some advice there or could point me to someone that does. I would be appreciative. I only commented because you were being a little harder on the FE. Then they deserve and some of the information on them. Was not accurate if you would like to talk more about them. Pros. Cons. In private I would be glade to go to anything FE. Fb. Forum. And ask the admin or a moderator about the FE. Fox. And they will contact me and we can talk in messenger. I like your videos and like I said I have both engine plate forms. Used both for decades. Take care 🖖
@@dce428 if I was choosing a 385 series for drag racing it would be a 429 instead of the 460. Big bore and shorter stroke. Now if I had quite a bit of money to throw into an engine for drag racing like I did years ago, I know what it would be. It would be a stroker Cleveland. As far as the FE’s the biggest point I was trying to make is the first thing everyone does is add a stroker kit to them. That’s over $2,000 and you still don’t have the cubic inches of a 460. You have to have a love for FE’s to spend a lot of money to build one because they cost a lot more to build than other Ford engines. As far as the fuel injected 460’s, I have one in waiting right now. Down the road I am going to pull the 400 from my F-350 and put the fuel injected 460 engine in it but using a carburetor. It will use the factory fuel injected manifold and stuff but have a carburetor bolted down on it. You’re kind of limited to what you can do to your truck because it’s speed density isn’t it? You didn’t say what year your truck was. The F3 460 head was better than the E7 head because they have a bigger intake valve. The 1993 and up 460’s also have a taller compression height piston which helps get them up out of the hole.
@@BlackLabGarage my. F350. XLT. Is a. 96. With electronic overdrive E40d. Which uses the TPS among with several over sensors I believe I'm stuck in a box on this one for now
@@dce428 well for starters you could find a tuner that can tune the speed density computer or, get the computer and mass air meter from a 1996 California truck with a 460. They had mass air. That will let you do a lot more to it easily
I had two 460s that i loved and they both died the exact same way,the oil pump drive twisted off in the oil pump leaving the distributor to function but 0 oil pressure both times under full throttle
@@mikeblankenship2531 I have never had that happen to me but I usually replace the stock shaft with an ARP shaft when I rebuild them. Did you find what locked your oil pump up both times? It had to either be a piece of trash in the pump or the oil pan got sucked dry.
You mentioned Aluminum Intake well you're definitely right and I screwed up there my 460 was running great with very little modification I put an elderbrock aluminum intake on it and I could tell the first time I drove it man I have lost a lot of torque
With an Edelbrock Performer intake you shouldn't lose any torque. Its just an aluminum copy of the factory cast iron intake. But all the others you will lose low end torque.
You need to put a cam on it.. Was it supposed to be stock replacement or higher revving in mind?? Feel any performance gain up top, at least?? lol.. Or swap intakes if higher performance isn't your intention.. Good luck..
@@P71ScrewHead I’ve found that from 1000-4500 rpms it’s hard to beat the factory intake manifolds or the Edelbrock Performer which is just an aluminum copy of the factory intake. Now if you’re wanting to make power above 4500 then you should swap to a Stealth or Performer RPM but you will lose some low rpm torque in favor of the higher rpms.
I like that achieving 514 cubic inches (8.4L) is a simple endeavor with these things.
@@dadgarage7966 I think they make kits now that will let you go even bigger than that. I remember when you couldn’t get a stroker kit from Eagle or Scat. The first stroker 460 I ever saw used 440 Chrysler rods, offset ground crank, and I’m not sure what the pistons were out of.
I’ve seen a 460 PI with 4 bolt main caps. The compression dropped in 1972. It was still high in 1971.
@@trucking604 I’ve never seen a 4 bolt main 460 although I’m sure they exist. I have seen 4 bolt 429’s though so I’m sure some were built into 460’s. I say 1971 because you have to remember that the 1972 models came out in mid 1971. So just because you find a car that was built in 1971 with a 460 doesn’t automatically mean it will be high compression. Then there is situations like the roller 351 Windsor block. It will say F4TE on the block which means 1994. But that block was installed in 1993 model trucks and broncos! I have one here that came out of a 1993 F-250. So the best thing to do when your looking at an engine that is close to a changeover year is to look at the head casting numbers just to be safe.
@@BlackLabGarage I know, the 429 SCJ’s were 4 bolt main and the 460 “Lincoln” engine during that era were 2 bolt main, but that 460 PI did have bolt mains, I don’t recall what year though, been awhile ago. Don’t remember if it was a hi compression 1971 or earlier or 1972 or later low compression. From what I was told, there was a 460 police cruiser, which was a 2 bolt main and a pretty stock block, and the 460 police interceptor, which had the 4 bolt mains and supposedly high-performance hi-flow heads, intake manifold, cam, etc. Almost like a 460 version Cobra Jet. I know, it sounds odd. Ford did some odd things sometimes.
@@trucking604 I have seen a couple of police Intercepter engines. The heads are close to SCJ heads but still not quite SCJ heads. I know of one police interceptor engine not far from me. It busted a piston skirt with relatively low miles. Still has the PI heads and stuff on it but it’s a two bolt main block. Never heard of the police cruiser engine before though
The 429 SCJ is in fact a 4 bolt main ,the standard 429 CJ is a 2 bolt main
@@darrellsomers5427 yes…and sometimes you would find the 4 bolt main blocks in regular 429’s. It doesn’t happen often but it does happen.
Ok, so you’re saying to bump the compression up with flat top pistons and you’ll get better fuel economy? You’re not the first guy to say that. I have a 460 on an engine stand in my garage ready to be gone through and put into my 79 F150. Right now it has a 351 Windsor and a 435 trans. Reverse is going out in the truck so I want to swap in the 460 and a C6. I plow with it in the winter and the 435 with granny gears kinda sucks plowing with. The only thing stopping me is the thought of the cost of gas. I’m only getting about 12 right now as it is.
Absolutely you get more mileage by raising the compression ratio. Because you are getting more bang out of every charge with higher compression than you are with low compression so the engine doesn't have to work as hard to do the same amount of work as a low compression engine. That's why diesels are able to get the mileage that they do is because of their higher compression. But you are limited by octane on gasoline engines. That's why I try to stay around 9 to 9.5:1 compression on anything that is going to be used for work. But the 7.5:1 compression ratios wastes a lot of fuel. Yes Ford advertised them at 8:1 but in reality when you measure them they are closer to 7.5:1 usually.
I am wanting to put a 460 in my 95 mustang gt.
was curious if you had a Instagram or a way to reach out to you to get some pointers ?
I really like RPM.
so was wanting to do a budget RPM build on 91 ( AZ ) pump gas.
not looking for peak hp numbers etc and this car is just a canyon carver / hoon car.
was considering doing a 460 with a 429 crank and a cam with ported stock heads with upgraded springs and maybe a carb ? would it hold 7,000-7,500 on that setup ?
@@theregoesmiller389 if I was going to turn one 7,000-7,500 regularly I would invest in aftermarket rods. But unless you invest in aluminum heads and stuff you won’t like an iron headed 429/460 for a canyon carver car. They are too heavy and the car won’t handle good in corners. Now if you was going in a straight line like drag racing that’s a different story. But I have several 460 engines and a 1989 Mustang GT. Am I putting a 460 in it? Nope…a 351 Windsor is going in the car.
A little late here but thought I'd give my 2 cents. I agree , the 460 is one of the best Ford made. It has some of the good qualities of the 302 which was also a great engine. It is also extremely long lasting. It is too bad they developed it so late. If it were developed in the early 60's like the chevy big block, it would have had a more interesting future for sure. I love mine and learned to have a real appreciation for them from building it.
@@fgpriceinc the early model 429/460’s wouldn’t last as long as the later models would. Just like the 302, the late model 302’s with the low tension metric rings would last 2-3 times as long as the early models. The 460 got the same treatment. It’s too bad that they never got a factory roller camshaft like the small blocks did
@@BlackLabGarage The FE block has a special iron recipe that could live with those tractor rings. I did one with over 200,000 miles, a 390 and it was fine for ridge and taper. The pistons pushed right out and I wouldn’t have bored it if I hadn’t had the .020 over L2291Fs already. Another 100,000 miles and racing it and it still has suction no blowby or smoke. Amazing castings.
@ my 360 in my red truck had well over 100,000 on it but it was slap worn out. Even the piston skirts had broken on it.
The 360 beat itself to death with detonating from the awful quench. The bores were so strong that they destroyed the pistons. I pulled out all 8 and the skirt’s were broke but the bores were still within range for taper and the crosshatch was just beginning to hourglass. They were working it really hard. It’s bad for an 8:1 motor to ping. I try to get the piston up to less than.050 including the gaskets and at 9.25 :1 they don’t ping at all.
@ my 360 was out of range for taper when I tore it down. I had to have it bored. Besides I made it into a 390 so I would of had to have bored it anyway. I used the 1.76”compression height pistons instead of the 1.66” height truck pistons. So it would have ran the rings over the ridge from when it was a 360 and I wasn’t going to do that.
How do I hire you to build me a 460? You know your stuff sir
Unfortunately I can't do work for others right now because I don't have a place to do it. I am trying to get a place and maybe then I can offer to do things like that. I appreciate the kind words.
@ I’ll be watching all your videos and if you ever get to the point you can build for others, I’d like a bombproof 460. I just want a dependable 460 for a farm work truck. I may be able to source the parts a pay my buddy to do it. I’ll keep watching your content. Thank you! 🙏
@@ColoradoForestBeings oddly enough this 460 is going in my farm/work truck! I have another 460 that we will be building that is a little more performance oriented that will be going into my 1978 F-150 4x4. The 460 is a pretty bomb proof engine. As long as you don’t overheat them, or try to make it turn more rpms than the stock rotating assembly was designed to do, the 460 is very reliable as long as it is put together with good parts. Personally I would keep the stock rotating assembly down to 5,500-6,000 rpms.
What pistons do you recommend on 400 ?, its on my 77 ford F150
I would get a hold of T Meyer and get a set of pistons from them. He has them custom made for the Ford 400 engine and his pistons have a taller compression height which bring the piston up to the top of the cylinder on a 400. The 400 piston from the factory is very far down in the hole. The next best option would be to find a set of 1971 Ford 400 pistons because they were flat top pistons. Badger made some replacements for them but they are getting hard to find now.
@BlackLabGarage thank you very much bud , appreciate it
I would not do an FE, as it’s before my time, and from what I know your right; 460. I’m more of a SBF guy, but put together a 521 for a ‘77 MarkV. Mostly aftermarket in terms of heads, cam, roller liftesr etc. I had to use a a single plane TorquerII intake to clear the hood. The engine without AC weighed 180lbs less than oe. It’s also a truck block with external balancing. It was an interesting build and happy with the results. This is with a 2.50 gear trac-loc (I don’t call it posi…GM). ruclips.net/video/HlbZgaLsZZw/видео.htmlsi=346yeMH1sgcaLiCw
@@ProjectFairmont the FE engines are before my time also but they are a unique engine and have a sound all their own. I love my SBF engines. I have a couple 302’s, a 289, and a couple 351 Windsors sitting here currently. One of the Windsors is an F4TE roller block so it will be going in my 1989 Mustang GT. Your 521 sounds good. I can only imagine what it would do to the tires if it had a 3:50 or lower gear in it. It would probably burn the tires until hell wouldn’t have them😂
Porting a set of the older, non-fuel injected heads, is very similar to porting Cleveland heads.
@@darrellseike3185 yes, they are very similar
What do you think of the last few years? I have two 1997 460s. Looking to get some upgrades...
The last years of the 460 being the 1993-1997 was some of the best built 460's that there was. What killed them was the fuel injection system. That very same engine with some porting, slightly bigger intake valve, very mild cam upgrade, headers, and a carburetor is a 400hp engine.
460 is a great engine but i think the 390 is a better all around engine? That being said i bleed ford all types all model's pre 72 except trucks have owned all years and loved them!
Without a doubt the 390 was Fords work horse engine. From powering F series trucks to Mustangs and Hi Po police cars. I think the 460 slightly edges it out because of the better oiling system and the canted valve heads. Plus the extra cubic inches of the 460. But that’s just my opinion.
The bottom end should turn 6500 RPM. A good balance job and you could spin it 6500 all day long. Don't try to do it with the factory ignition box, it has a built in rev limiter around 5000
@@jdedmnds1 I’ve seen the stock bottoms ends turn higher than that and live before lol. But this one is going in my 4x4 truck so it won’t be turning high rpm’s. My Howard’s camshafts power band is 1500-4800 so it wouldn’t turn much over 5,000 anyway
@@BlackLabGarage I put mine in a 65 mustang. Haven't got it running yet but used to have it in a 78 f150 2x4.
@@jdedmnds1 you must have taken the shock towers out cause it’s tight even with a 351 Windsor in there.
@@BlackLabGarage The entire front end including half the firewall is from a 67 cougar.
I had my all original 1975 F150 460 engine blow up just driving at highway speed the rod blew apart!
Must of had a weak rod bolt?
I have 71 460 I believe I read that it was 10*1 compression stock
@@ramonruybal9808 yes…most 1971 460’s were still using the earlier D0VE head casting.
That position is held by the ford300 and then the chevy 350
@@genocanabicea5779 uhhhhh…the title says “The Greatest Ford Engine” which means Ford engines only. The 300 six cylinder is a great engine. Although the carbureted models in the 1980’s didn’t run too good because of their carburetors. The fuel injected models ran real good. But will they pull with a good 460? Not a chance lol.
429-460 all the way!!
@@rexspangler4641 I agree!
Somebody please let me know if this is a good engine for me to build I have a 67 RV that has a 460 in it so far I have built the heads just a little Edelbrock intake 750 Holley my plans are to go with a cam and headers not sure what I'm going to put this in just yet I'm still looking for a good donor donor vehicle what size cam is recommended I wanted to really sound good and hit a good lick but I don't want to kill vacuum and torque totally I remember back in the days and I'm 80 years old I built a Chevrolet and had so much Cam in it that was absolutely no vacuum to operate the brakes on the doggone thing I had it in which was a 61 Chevrolet what would be a good cam to put in this thing I like I said I wanted to hit a good lick and people know that hey he's coming also with a change in camshaft what other components like pushrods and Rockers would I have to use I understand there's two different lengths of the push rods don't have money for aluminum heads so I'm basically keeping everything in kind of a lower price range but I do want it to be a decent engine and maybe smoke the tires a little LOL
If you can hear the cam hit a lick then you are killing the low end torque which is what you want with an RV. The most I would go above the stock cam in your application is just one step up. Otherwise you will have a gas hog with no bottom end power. Like 204 intake duration @.050 and 214 exhaust duration @ .050 is the most I would go in an RV. Plus unless you have a 1968-1971 model 460 you will have a low compression 460 and they don't have enough compression to run a bigger camshaft. Bigger cams bleed off compression
Yes the 385 series is the 377, 429 and 460 , the 385 is not stroke it's the original starting target displacement when it was designed . Just like the 335 series was the starting target displacement of all the 335 series that is 302 Cleveland, 351 Cleveland, 400 and 351 M for Modified 400 using a 351 Windsor Crank in a 400 block.
@@JosephCowen-fz8vj according to Ford the 385 series is named for the 3.85” stroke. There is no 377. You are talking about the 370 engine which didn’t come out until 1977. Eleven years after the 460 came out. Now the 335 series did get its name because of Ford wanting to develop a new engine line with a goal of 5.5 liters but with room for expansion. A 351W crankshaft is not the same as a 351M crankshaft. They are similar but a 351M crankshaft has a shoulder on the snout that the 351W does not have.
@BlackLabGarage yes that's rite the 370 , but the 385 series I've read in Ford engineering papers is target displacement, the 385 stroke seems funny because the 429 came out first and it does not have a 3.85 stroke the 429 has a 3.59 stroke and so does the 370 so the only 385 series to have a 3.85 stroke is the 460 . Seems strange an engine family is named but only one in three of its members has this design. And yes the 351 M was so call because Ford used the 351w crank to modify a 400 block . It's the 351 W crank casting just machined slightly differently to fit the 400 block.Ford was being cheap and using parts they already had , there was a big need for engines of that size at that time the early to mid 1970s , Ford around that time made 4 engines of that size , the 351 W , 351 C, 351 M and FE 352 still in trucks at around that time , all 4 inch bore and 3.5 inch stroke . For many years , builders used 400 ford cranks in 351W to produce a 408 ci stroker Windsor with a 0.030 over bore. The last one I built a few years back now used a 400 Ford crank ( machined) , 351 W block , 351 Cleveland rods, 0.030 Forged 302 Cleveland pistons , 302 Cleveland closed chamber heads with 351C USA 4V valves , a Clevor intake and Edelbrock/Carter AFB , Electronic Bosch ignition out of Australian 1982 Cleveland powerd Falcon , and stage 3 cam, 302/351 Cleveland headers . It creates a killer Boss Style 408ci .
@ that’s what I’m saying is you can’t directly swap the 351M and 351W crankshafts. Ford didn’t produce all those engines at the same time. The last 351C was in 1974. The 351M debuted in 1975. The last 352 was in 1969.
@BlackLabGarage yes , but the basic 351w crank casting was used , it's a very small difference, well I said around that time all 4 engines were used , 352 FE were used 4 to 5 years after US production stopped in Canada and Australia, as for the Cleveland, Ford Australia Cast and Assembled 302 Cleveland's and 351 Cleveland's at the Ford Australia Geelong Casting Centre from 1971 for 1972 model year in Falcons , Fairlane's, Fairmont's , LTD , Hardtops, Utes, Wagons, Pannel Vans, F100 to F350 and D series Ford Trucks up untill 1983 in cars and 1985/6 in F100 to F350s , almost all of the 1970s and 1980s Cleveland's were in production in Australia, it was the only Ford V8 available , many 100s of thousands produced , espically 302 Cleveland, it's exactly the same block as 351 Cleveland but a 3 inch stroke crank and 6 inch rods and tall compression height pistons in the 302 C along with the best factory street Cleveland head ever made , the 302 C closed chamber head , 2 V ports and a 2V port size, four barrel intake to match it . Just putting a stock set of those heads on a smog Cleveland style motor be it a 351C , 351M or 400 gets instant 10.0 + to 1 compression with smog pistons .
@ yes I remember Joe Sherman was one of the first to use a 400 crank to make a stroker Windsor. I’m mainly talking about the engines here in the US. We didn’t get many Australian Cleveland’s over here. I used to see the heads pop up on eBay every once in a while. I mean if you want to get technical the last FE/FT engine was in 1976…EXCEPT Ford kept building them for Uhaul trucks into the early 1980’s. Ford even cast spread bore carburetor intakes for FE’s just for Uhaul. They were never available to the general public. But if you watch my video on am I against technology I explain some of this stuff about the Cleveland heads. Which is my point overall about technology. Financially it doesn’t make sense to build an engine with Cleveland heads or to build a Cleveland engine because there are Windsor style heads that far outflow the Cleveland heads and you can buy the Windsor heads cheaper than you can fix a set of Cleveland heads. Now if you’re building a numbers matching car that had a Cleveland then yes it makes sense to build one. But for performance and dollar for dollar it makes more sense and you get more bang for the buck with a Windsor. The Cleveland was great for its time but technology has made the Windsor the winner.
As reliable and as strong as the 460 was, makes me wonder why Ford developed the Godzilla. I haven't heard of stellar reliabiliy of the Godzilla
I haven't heard anything about it's reliability either. I know the Triton V10 replaced the 460 and it was not a good replacement. Everyone I know that got one of the V10's told me the 460 would pull more but fuel mileage was about the same between them.
I've been a 460 fanatic for years. It is better in several ways than a BBC. However the Ford engineers designed it to fit in shock tower cars, and that really hurt the exhaust side of the head. They need work to make them flow optinmally, but when they do... they DO. If you took the greatness of a BBC head and the 385 bottom end, you'd have a truly killer combo. I run a roller cam 468 in my Torino. It's a monster. Crazy torque and it can spin too.
I have seen a solid flat tappet lifter 514 Ford turn 8,000rpms before. This was an old school stroker built before Eagle ever existed. I guess the crankshaft was offset ground but I remember it had 440 Chrysler rods in it. That's wicked sound hearing a BBF turning that many rpm's!
The 385 series suffered from the exhaust basically having to make a U turn to get out but even the 335 series was designed that way which I don't understand because they were smaller and had more room from the head to the shock towers.
I will agree the ford 460 is a great engine but in my opinion, make is a 429 is the best.
@@jasonc2313 I think it depends on the usage. A 429 is a great car motor but I think a 460 is a better truck motor.
300-6 is the best ford engine ever made
The 300 is a great engine. The ones in the 1980’s had crappy carburetors on them though. I had some trucks with the 300 in them and they are good engines. But can they pull with a 460? Not even close
@BlackLabGarage I have a 88 F-150 with a mild built efi 300 I have hauled 7 tons of scrap metal in one load with that truck. I have hauled friends fuel size vehicles back home running 75mph down the interstate without a problem. So it is by no means weak. Now I did have a uncle that built towers and he drove a 90 f-350 with a 460 and put 450000 miles on his truck and never did anything but change a water pump and transmission in that truck which is impressive
@ as I said above the 300 is a good engine. If I wanted an engine to pull with the 460 is my first choice. My second choice would be a 300 six cylinder.
It's a good motor unless you start comparing to the godzilla or coyote, 700hp with that weight is nuts. Coyote can handle 1000 without losing its breath. The game has changed
Depends, an aftermarket aluminum 632ci BBF built block is rated to handle 2,000hp n only costs $7k.. i rather build that than a Coyote.. Sure, it drinks 4 gallons per mile, but who cares..lol
Officer do not try to open my door again
Amen😂
I'm a ford guy all the way but tell the truth 460 do have the same oiling problem the 351c have and 460 main bearing and rod bearing speeds are to fast and these are facts. All of the good aftermarket 460 blocks have same mains
@@janier124 the 385 series does have the same style oiling system as the 335 series engines but they don’t seem to have the problems with the bearings that the 335 engines do. I’ve never had a 429/460 that had rod knock or anything but I’ve seen a bunch of 351M/400 that had the rods hammering in them lol
Do you build the 385 series motors...or do you just parrot what you see on the webz??
Paul Kane is a PREMIER 429/460 builder....along with scotty j the mad porter, and this is the concensus:
" The OEM 385 Series oiling system is a fine one. The oiling mods listed in the Technical Pages of our website are derived from stock block engine builds that generate 1000 hp and far, far above that.
Of course, there is nothing wrong with oiling modifications that are executed in the interest of longevity, reliability, reassurance, etc. Just don't think they are automatically mandatory for 429/460 engine builds.
My recommendation to most people I speak with is that if there is any single oiling mod they perform on their engine block, it is to enlarge the pump-to-filter pad from 1/2-inch to 9/16-inch."
@ are you talking to me or the other guy that said the 385 series has the same oiling problems? Because I’ve never seen a 385 series that had oiling problems like the 335 series engines did. The only problem I’ve had with the old model 429/460’s is with the old nylon umbrella valve stem seals getting hard and crumbling and stopping the oil returns in the head up. I don’t modify the oiling system on my 429/460’s. All I do to them is grind a little away at the oil returns in the block and heads so oil returns faster to the pan but I usually do that for all engines. I know both Scotty J and Paul Kane. They are both great guys and very knowledgeable on these engines.
@BlackLabGarage
Absolutely the OP....when you click their post, it doesn't ID them.
A youtube idioscrency.
I've built a 557 to 650 HP for a jet boat...continued highish RPM.....Zero issues.
I really think the 335 series is fine stock as well when kept at reasonable RPM's..
@@johnpeters9793 I will say the old 335 series is tough. I had a 1979 Bronco with a 351M in it and that thing would not blow up! It had been driven thru ponds, overheated, and everything else before I got it and yet it still kept chugging right along.
Ford v8 have always been short lived and weak compared to a mopar. If those ford trucks were so good they would bring the value a dodge does. Back in the late 70s a 460 would run 30 miles per hour slower than a 440 pulling the same load up a 7 percent grade.
@@MatthewWilliams-b1m bring the value a dodge does? 1970’s Ford trucks bring a whole lot more than 1970’s dodge trucks do! I will say those old dodge trucks were dependable. They was too ugly to tear up😂
Dodge never sold as much as Ford, no surprise they can now sell for more.. Good luck getting a Model T to bring high dollars, or my Crown Vic..lol
@ old Dodges don’t sell for more than Fords around here. I guess the area plays into it some but old Dodges aren’t high value here.
429 / 460 is much better than the overhead cam and ecoboost garbage that Ford is currently using.
That's why I like the 429/460 engine. It's a good and simple design that has really good durability.