1966 F100 - 460 Ford Forum
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post #1 of 190 (permalink) Old 11-06-2011, 03:21 PM Thread Starter
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1966 F100

Hey all. New here to the forum and 460's mostly as well. I've finally got my project truck on the road after buying it in 2006. I'll try to document what has been done.
Here's some pics of when i brought her home:





She was in pieces and had no engine. Paid 500 dollars for her and the real find was that someone had already put an 89 f150 front clip on it. This gave me my front disc brakes, power steering and independent front suspension.

Originally i planned on maybe a 351Cleveland or even a windsor to power her but a friend said his brother was trying to give him for free a rebuilt 460. He kindly picked it up for me and delivered.
It was planned for a tow vehicle (80s f250) but the guy sold it before he used the engine. So i decided a 460 was the way to go.

We changed some internals (cam and pistons mainly) and had a friend with a local shop build her up and dyno it out. I wanted a mildly upgraded 460 so i could daily drive the truck when it was finished if i wanted. It came out to 350HP and 440#TQ.

Here's a pic of the 460 on the Dyno:


Here's a nearly completed pic:


One of the engine bay:
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post #2 of 190 (permalink) Old 11-06-2011, 03:26 PM Thread Starter
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And some of the finished product:














With window tint:



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post #3 of 190 (permalink) Old 11-06-2011, 03:43 PM Thread Starter
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Some extra info:

The rear gear is a 2.50:1 from a 78 Lincoln. Yeah i know it's a bit tall but it was free. I'd like to move up to the 3.00 range (keeping in mind it's a daily driver).

The Tranny is a C6 with a B and M shiftkit.
B&M Shifter.

The Carb is a 4160 Street Performer (auto Choke) 750 CFM.
Intake: Edelbrock Performer RPM Air Gap

It has roller rocker lifters. The pistons were balanced. It has a mild cam (I'll have to find the paperwork cause it's been together for about 3 years and hasn't gone anywhere until recently).

The headers are sandersons (had to buy three pairs over all to get the right ones. The first set were drilled into for temp sensors while on the dyno. Our buddy only really did chevy's till me and my dad got him started on fords. The second set didn't fit.)

Last edited by superacerc; 11-15-2011 at 09:44 PM.
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post #4 of 190 (permalink) Old 11-06-2011, 10:39 PM
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Very nice looking truck!!!

Later Mark.
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post #5 of 190 (permalink) Old 11-07-2011, 06:37 AM Thread Starter
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Thanks mark. It's been a long slow process.

1966 Ford F100 w/ 460 semi-Daily Driver
Juneau, AK
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post #6 of 190 (permalink) Old 11-07-2011, 06:27 PM
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Beautiful truck!! I bet that is a nice running daily driver to boot. I'd would have gotten stupid and made 500hp instead of 350hp. You are going to be very happy with it. Real sweet. Nice job.

Send Questions To: Chris@MrScharfenberger.com
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post #7 of 190 (permalink) Old 11-15-2011, 09:47 PM Thread Starter
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Thanks again. It's not bad as a daily driver. I've got the intake off right now trying to solve a vacuum leak as per another thread i started. I hope to be back on the road tomorrow night.

I suppose i always have the option of going up in HP but it defeats the daily driver purpose.

I think all i would need to do to bump up the horses to something still manageable would be to swap the heads for the edelbrock performer heads (nothing too crazy) and change the carb up to 850 cfm and advance the timing. Don't know if it'd make quite 500 but it would be in the 400s id think. Anyway stop tempting me.

1966 Ford F100 w/ 460 semi-Daily Driver
Juneau, AK
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post #8 of 190 (permalink) Old 01-22-2012, 10:36 PM
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Beautiful truck. Hard work pays off. What is the name of that blue?

Lonnie
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post #9 of 190 (permalink) Old 08-11-2012, 10:55 PM Thread Starter
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Sorry I didn't get back to the question sooner. Won't help any though, I have no idea. It was a dupont custom mixture though. The truck has been painted since 2009.


It's been a while so here's the update:

Glad to report after a carb rebuild everything is running right. I swapped out the Distributor for an MSD Billet model. That one that was on there was crap. The timing advance gear/weights broke and the shaft would spin freely.

Also tightened all the belts up and cured my squeal. I feel like an idiot for wondering what it was. It had some other oddities about it that led me down the wrong road.

The tranny is kinda funny. It want's to shift well above 5k rpm at WOT which doesn't feel comfortable with this engine so to get it to manual shift I have to briefly let off the gas while upshifting and then it'll slam you back when it hits. Guess the shift kit is doing it's job but the modulator pin may be a bit too long keeping the tranny in the same gear too long. I can live with it since there's a method to shifting that seems to work 100% of the time.

On a comfort note,

I insulated underneath the cab to keep some heat out which helped. Some of it was too close to my header/exhaust connection and melted off. Whatever stayed on I just left on and what started falling off due to excess heat i pulled off. Still better than it was before. Then I sound and heat insulated the entire cab floor, inside the doors, and behind the seat. Keeps things a bit quieter inside and some heat out. Just got some custom molded carpet with heavy sound and heat insulation on the bottom that should keep out the rest of the heat and more noise.

I had the rear end swapped out for a 3.25:1 with an eaton limited slip. Does the job pretty well and gives me better city mileage than that 2.50:1. got about 7.3 mpg on the last tank with some playing around. I could probably manage 8.0 if I keep off the skinny pedal.

Power steering pump crapped the bed and drooled all my fluid on the garage floor. Changed it out.

Except for the mileage it's turning out to be a pretty reliable build that I can drive once or twice a week to work.

Here's a recent snapshot:

1966 Ford F100 w/ 460 semi-Daily Driver
Juneau, AK

Last edited by superacerc; 08-12-2012 at 01:07 AM.
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post #10 of 190 (permalink) Old 08-11-2012, 11:42 PM
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Beautiful and well detailed F100! I love the 61 thru 66's, they where styled great!

I had planned to take my 62 F100 and then place the body/short box on an 1993~95 lightning frame. However, I never got to it before selling the 62...

1967 Mustang coupe, Mustang II front suspension. W/RV camed, D3VE headed, 460/C6 (soon to be 557 CID w/ported police interceptor heads) out of the box BBC headers(with homemade steel adapters)

Shocktower removal enthusiast.

The race is not over till the Fat Block Ford Sings!

FBHO
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post #11 of 190 (permalink) Old 08-11-2012, 11:59 PM
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Beautiful truck, great job. Wrong intake manifold. An Edelbrock performer would make it a better driver. Better throttle response and milage. The runners in the air gap are to large, therefore the air/fuel mixture velocity is to slow for your mild combinatiion. imho
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post #12 of 190 (permalink) Old 08-12-2012, 12:31 AM Thread Starter
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Thanks for the heads up Dan. The shop who dyno'd the engine chose a lot of the parts. Ive been less than satisfied on a lot of things they did. Throttle response does leave a lot to be desired especially coming from a built 302 with nearly the same hp.

If I switch it out for the performer what other tuning would you suggest for the carb? Another question, how far advanced should I Set the timing by turning the distributor? I'm not talking numbers, just by feel when idling? The shop it recently went to played with the timing some but I'm not sure if it should go farther than what they set it or not.

1966 Ford F100 w/ 460 semi-Daily Driver
Juneau, AK

Last edited by superacerc; 08-12-2012 at 01:11 AM.
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post #13 of 190 (permalink) Old 08-12-2012, 12:44 AM
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Very nice truck, my first vehicle was a 65 f100 and my current one is a 1964 but it is on a 1975 F150 frame. Love the wheels, these trucks are cool I get tons of thumbs ups everywhere I go.

Keep the updates coming.

D


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1964 F100 466 zero decked fuelie 7cc dish pistons, with RHP 2.11 1.65 budget D3 heads, Voodoo cam 219/227, rpm intake, Holley Terminator EFI, MSD Ignition, MSD FORD TFI Distrbutor, 4R70W Trans with Baumann Re-cal kit, US Shift electronic Trans controller with B&M Megashifter, 2500 Dirty Dog Convertor, 3.50 gears with detroit locker.

http://www.flickr.com/photos/36499599@N04/

http://www.youtube.com/watch?v=rbl-v...3&feature=plcp
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post #14 of 190 (permalink) Old 08-12-2012, 12:59 AM Thread Starter
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Thanks dman. I'll try to visit the forum more regularly and keep everyone updated.

Figured I'd comment on the idle since throttle response was brought up. It seems to have a slight stutter when coming off idle. I've switched the accelerator pump nozzle up one and it was too much so I went back down. I'm currently using a 31. I've switched out the colored cam and the one that's on it (bright orange) still seems best. Floats are great. Everything else was just rebult. I've got the idle set at about 750-800 with the air conditioner running since its running full time these days(about 1krpm when it's off).

It's not terrible but not responsive in any impressive manner. Could this be a product of that air gap intake?

Been toying with the idea of putting an air/fuel mixture gauge kit in that Holley makes to help keep an eye on the carb tuning through the different rpm range. I have no doubt that I'm not tuned as well as it could be.

1966 Ford F100 w/ 460 semi-Daily Driver
Juneau, AK

Last edited by superacerc; 08-12-2012 at 01:03 AM.
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post #15 of 190 (permalink) Old 08-12-2012, 01:37 AM
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It would be nice to know the cam specs and the compression ratio. And the first thing I would do is to baseline the timing. I would guess that the engine has the stock heads and is of low compression. Therefore I would shoot for total timing of about 38*, all in about 2400 rpm. (22* in the distributor and 16* on the crank) That will do its part to crisp up the throttle response. As for the carb, your thought of obtaining a wideband O2 sensor is spot on. Again, for a baeline, I would shoot for 13.5 air/fuel ratio at idle, about 14.5-15 air/fuel ratio at cruise, and 12.5-13 air/fuel ratio at wide open throttle. I forgot to mention that on the distrubitor, I would like to see about 10* in the vacuum advance for increased efficiency at cruise. What do you have for an exhaust system behind the headers? On any engine that I have run since the 1960's, I have had the carb built by a specialist for my particular combination. Money well spent. your 750 cfm carb is about right for your combination, guessing as I am what it may be. By the way, a mild 460 ,tuned right, can be a torgue rip snorter. Best to you. Dan
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