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post #16 of 44 (permalink) Old 11-26-2007, 09:59 PM
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Chilly, with the mentioned build, would 3" exhaust be to big for it?
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post #17 of 44 (permalink) Old 12-22-2007, 08:50 AM
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Quote:
What kind of power number would be made if a 429 instead of 460 rotating assembly was used?
According to my calculator, given the same cam and heads, etc. the 460 will develop about 50 HP more than the 429. This is partly due to an increase of about 1/2 point in the compression ratio from the longer stroke.

If you change the head chamber or the piston dish to make up for the compression difference then it's about 30 HP.

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post #18 of 44 (permalink) Old 03-22-2008, 01:04 PM
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old questions

I have been just as guilty.
But, in defense of others, sometimes it's too difficult to figure out how to do a search. Not in this forum but, others have been nightmares, ex. comodo firewall ugh....
anyhoo, my 2 pennies.
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post #19 of 44 (permalink) Old 08-29-2008, 02:42 PM
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Compression Ratio

-Compression ratio is not figured out using stroke.

Ratios Like 9:1 12:1 etc.....

Are figured out using CC of head volume, and piston combined when the piston is at TDC.

Now compression measured on a gage YES. For sure, assuming two identical motors one with a slightly longer stroke will draw more air into the same amount of space, and therefore create More pound of compression on your gage.

But we'll try not to confuse the two.

11 YEAR BUILD OF CHAMPIONSHIP WINNING FORD 460 WITH CJ HEADS AT 16:1 COMP SINGLE CARB 1550 CFM, MAX CUBICH INCH 476, 900+ DYNO'D HP
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post #20 of 44 (permalink) Old 09-02-2008, 06:22 PM
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Re: Engine CI Chart

Quote:
Originally Posted by Ronzo
For(d) easy reference;(formula......Bore X Bore X Stroke X .7854 X 8 )

Stroke (in.) Bore (in.) Overbore (in.) Displacement (cu. in.)

3.590 4.360 stock 429


3.850 4.360 stock 460


3.850 4.390 0.030 466


3.850 4.400 0.040 468


3.850 4.420 0.060 473


3.850 4.440 0.080 477


4.140 4.360 stock 494


4.140 4.390 0.030 501


4.140 4.400 0.040 503


4.140 4.420 0.060 508


4.140 4.440 0.080 513


4.300 4.360 stock 514


4.300 4.390 0.030 521


4.300 4.400 0.040 523


4.300 4.420 0.060 528


4.300 4.440 0.080 533


4.500 4.360 stock 537


4.500 4.390 0.030 545


4.400 4.400 0.040 547


4.500 4.420 0.060 552


4.500 4.440 0.080 557
Are these all possible with a production block? If so, is .080 over the MAX bore? In other words, if I have a block that is .080 over and something happens where it needs to be bored am I done with that block?
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post #21 of 44 (permalink) Old 09-02-2008, 09:09 PM
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sLEEVE

you can always have the block sleeved.

You would want to look at how bad the damage is and if the current block you are using at the time has enough money and modifications put into it, to warrant not just buying a new eliminator etc..

Hope this helps.

11 YEAR BUILD OF CHAMPIONSHIP WINNING FORD 460 WITH CJ HEADS AT 16:1 COMP SINGLE CARB 1550 CFM, MAX CUBICH INCH 476, 900+ DYNO'D HP
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post #22 of 44 (permalink) Old 09-02-2008, 09:32 PM
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Frankie, those are the popular overbores. Some blocks after sonic testing have been shown to go to 4.5" bores. Sleeving is always a way to fix also, and usually results in a stronger hole than the as cast bores. If you ruin a sleeved bore, you can make a couple of passes with a MIG welder and slide the old out and cool a new sleeve and slide it in for a quick fix. Sleeving of more than one or two bores and you should start to look for a new block, as cost becomes prohibitive. Exceptions are factory 4 bolt blocks that have value, or A460 blocks that are spendy to begin with. Sonic testing by a person with knowlege of the Ford blocks is the only way to tell if there is enough room for more bore. My D9TE block in my truck sonic tested to a safe 4.5 bore. It is at 4.42 now so I have a couple more bore jobs left in it. 4.44 and 4.5 are left, both are common shelf pistons.

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post #23 of 44 (permalink) Old 09-02-2008, 11:47 PM
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Quote:
Originally Posted by Blue Thunder
you can always have the block sleeved.

You would want to look at how bad the damage is and if the current block you are using at the time has enough money and modifications put into it, to warrant not just buying a new eliminator etc..

Hope this helps.
Quote:
Originally Posted by schmitty
Frankie, those are the popular overbores. Some blocks after sonic testing have been shown to go to 4.5" bores. Sleeving is always a way to fix also, and usually results in a stronger hole than the as cast bores. If you ruin a sleeved bore, you can make a couple of passes with a MIG welder and slide the old out and cool a new sleeve and slide it in for a quick fix. Sleeving of more than one or two bores and you should start to look for a new block, as cost becomes prohibitive. Exceptions are factory 4 bolt blocks that have value, or A460 blocks that are spendy to begin with. Sonic testing by a person with knowlege of the Ford blocks is the only way to tell if there is enough room for more bore. My D9TE block in my truck sonic tested to a safe 4.5 bore. It is at 4.42 now so I have a couple more bore jobs left in it. 4.44 and 4.5 are left, both are common shelf pistons.
Thanks guys, that was very helpful info! Heres another one for you Lets say I go .080 over, is the power potential of the block compromised at that bore? How about 4.5 with a tested block? Also what is a safe power/RPM level for a good production block?

I'm looking into building something big for a street truck.
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post #24 of 44 (permalink) Old 09-03-2008, 12:01 AM
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If you want BIG go with an A460 block which can go 4.625 bore. 632ci is easy. Not cheap but easily done. Factory blocks are tough, but everything has limits. I would go aftermarket if you want to get wild. You can do 800hp in a factory block and it will be OK but everything depends on how you abuse it and what rpm level you are shooting for. Cap walk is what normally ruins these blocks, everything else seems to hold up fine. Don't kid yourself, 800hp is a lot more than most people have ever tried to drive, and steering is usually done with the right side loud pedal. My 552 is around 600hp and it would be wicked on the street.

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post #25 of 44 (permalink) Old 09-03-2008, 12:21 AM
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Quote:
Originally Posted by schmitty
If you want BIG go with an A460 block which can go 4.625 bore. 632ci is easy. Not cheap but easily done. Factory blocks are tough, but everything has limits. I would go aftermarket if you want to get wild. You can do 800hp in a factory block and it will be OK but everything depends on how you abuse it and what rpm level you are shooting for. Cap walk is what normally ruins these blocks, everything else seems to hold up fine. Don't kid yourself, 800hp is a lot more than most people have ever tried to drive, and steering is usually done with the right side loud pedal. My 552 is around 600hp and it would be wicked on the street.
I would like 600-650hp but the tq is really what matters. About how much tq do you think you're cranking out? What tranny do you have?
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post #26 of 44 (permalink) Old 02-18-2009, 09:52 PM
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Send a message via Yahoo to robert beyer
would you consider a eagle I- beam to be of the same quality and strength as a stock scj rod or would it be better?
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post #27 of 44 (permalink) Old 04-05-2009, 04:31 PM
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Quote:
Originally Posted by chilly View Post
FIRST I would urge anyone to perform a SEARCH to look for information related to their question. The intent is to have universally agreed upon FAQs, but the reality is that you'll learn more by going through posts for the full story on any question.
Chilly,
I tried your advice and found lots of stuff on oil pressure but not an answer to my question. Maybe you or another reader can help.
I've a '78 460 with about 128,000 miles on it. I can't seem to find anything that gives a safe minimum oil pressure. Running straight 50 wt currently. Oil pressure is 60 psi cold, but drops to about 18 psi hot, at idle in gear (about 650 rpm). I wanna run it until have the money to overhaul but don't want to hurt the crank. (I also talk nice to it and pat the valve covers in the hope that helps.)
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post #28 of 44 (permalink) Old 07-05-2009, 05:55 AM
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Thanks for the information its greatly appreciated.

Daniel

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post #29 of 44 (permalink) Old 07-28-2009, 02:45 PM
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Post crane cam

looking for information or specs on a crane cam that is in a engine i bought it's PART# 359356 it's a solid roller cam
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post #30 of 44 (permalink) Old 08-01-2009, 06:41 PM
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http://www.theaerodrome.com/forum/me...ieuport28.html

Roland and all~
I recall reading that the big block Lincoln (Ford) of 460 inch displacement was listed as developing some 200 H.P. at 2100 RPM~ the torque then would be around 500#s~ well short of the 600 or so the Hisso/Woolsey produced. I've always wanted to 'short rod' or stroke one of the 460's to see if it wouldn't be feasible to get a bit more torque at an RPM of around 1800. A turbo might be a good option~ although I have a tendency to think of them as working best when RPMs are relatively high~
A prop of a just slightly smaller diameter than the original 96" or so should work out well on the engine.
The 'stock' 460 with accessories is listed at around 750#s. This weight would be greatly reduced with the use of aluminum heads and manifold and tube exhaust headers (cast iron in original form)~ The Hisso, I think, was around 585#s, but had several hundred #s of guns and ammo mounted about it. The weight then shouldn't be an issue.
I'm assuming that there are boat 'bell housings' readily available which incorporate propeller drive shaft systems for the BB Fords. They definitely were made for the 427s and other more exotic Fords and the bolt pattern might well be identical.
All in all, it might be a feasible way to get a 'direct drive' engine onto the front end of a SE or SPAD? Any comments appreciated~
I think I'll try to accumulate a few more ideas and unless I find the premise completely disproved, I'll soon be in the market for a few components~ especially the boat bell housing adaptor~ If anyone knows of the source of a marine adaptor for the BB Ford I'd appreciate a lead~
Best to all, Lee. Nieuport http://www.theaerodrome.com/forum/me...ieuport28.html
The above was written in the address listed above. This has caused me considerable trouble as I had not studied the Ford, Mercury @ Lincoln 429-460 engine to even the smallest extent. But I have been studying it intensely the last few weeks it was originally place in the “theaerodrome” August 20 1970 but I and others paid it no attention. But I have in the past month done a lot of research on the 460 version. Especially the one with fuel injection as an aircraft is a 3 dimensional vehicle. Trying to get a carburetor to do this was a problem until someone solved the fuel shift problem. Finding that aluminum heads and manifolds were very available was very surprising to me!
Question (#1), has anyone to this groups knowledge tried to place a properly prepared 460 either with E.F.I. or a carburetor in an aircraft?
Statement (#2), it is also obvious that the engine has enough background to support a dry sump system, tubing exhaust, and several other things of importance.
Statement (#3), the engine this would be interesting to replace would be the World War #1 engine the 718 cu. in. Hispano-Suiza V-8. To do this would require a torque of 617 ft. lbs. at an output of 235 horsepower at 2000.This would require a gear and pinion of sufficient strength and to reduce the r.p.m to the 2000 required at the propeller.
This engine, Hispano-Suiza was a troublesome engine, as probably they all were, at that time. With 180 degree crankshaft (unbalanced primary) and the usual secondary shake. Oiling problems due to a design error of not putting an oil pressure relief valve on the oil pump output this blowing out the oil lines.
Yours, M.L. Anderson
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