Thoughts on this engine build - 460 Ford Forum
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post #1 of 7 (permalink) Old 06-20-2019, 07:47 AM Thread Starter
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Thoughts on this engine build

Just wanted to throw this out to see what the consensus was. If parts need to be changed I can live with that. I'm looking for a reliable car that I can race on the weekends with minimal breakage with standard maintenance.

My Build

1993 Mustang GT – Interior stripped – Bracket race only – No street
8 Point Roll Bar – Comp Engineering bolt in Sub Frame connectors
UPR Double adjustable lowers and single adjustable uppers
Wild Rides Battle Box torque box reinforcements
Moroso driveshaft safety loop
Draglite rears 15” X 8” w/5.5” BS 28X9X15 slicks
Comp Engineering steering column w/QD wheel
Weight – 3000# with driver (est)
Fuel: Prefer 93 octane but can use LL100 if necessary
UPR coil overs with Caster camber plates and Comp Eng 90/10 drag shocks up front
Eibach drag springs with Comp Eng 3 way drag shocks in rear
Flaming river manual rack and pinion steeling

Drive Train

1997 460 Short Block
1970 D0VE heads with 2.25” intake and 1.76“ Exhaust valves – RHP website mild port
Lunati VooDoo 219/227 dur HFT cam with lifters, springs, retainers, locks 540/552 lift
Scorpion 1.73 roller rockers
Cloyes early model double roller timing chain
Using .050” Cometic head gasket should yield approx 10:1 compression
Weiand 8012 Stealth Intake
MSD 8580 Billet mech advance distributor with MSD6AL ignition box
Holley 3310-1 750 Vac Sec carb with Blue electric pump and dead end regulator AN-08 lines.
FMS A460 oil pan with Melling M84 oil pump
D&D 2” primary/3.5” collector full length header
1974 C6 from F250 – B&K shift kit installed
Hughes 2500RPM stall converter
Stock 8.8 Rear with 3.55 posi and Comp. Eng. Pinion snubber.

Engine Preparation

Check bore to verify still stock 4.36.
Check crank for stock journal diameters.
Using a Lindy piston notching tool, notch the stock piston to accept the 2.25” intake valve (2.4” notch)
Perform clean-up hone with 240/400 grit balls
Polish journals.
Clean all passages/Chase all threads/Improve oil flow passages/paint block
Considering tapping expansion plug ports for thread in plugs
Assemble engine – New rings and bearings. Check for proper push rod length. Order pushrods.

Last edited by Mark G; 06-21-2019 at 08:18 AM. Reason: Its a 97 short block, not a 93 (I believe they are the same)
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post #2 of 7 (permalink) Old 06-20-2019, 09:48 AM
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Research piston to head "quench" and weld in the subframe connectors.
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post #3 of 7 (permalink) Old 06-20-2019, 12:55 PM Thread Starter
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Dan,

Thank you for the reply.

I am planning to weld the subframes as soon as I find out whether the car goes straight down the track or not.

I did look up quench and read several of the topics here and elsewhere.

It looks like the optimum quench is between .040 and .060 based on several of the posts. I was using the below posts from Scotty about the EFI short block to get the numbers that I came up with:

1) The F3TE fuelie combos are 8.5 to 1 or a tic more with a 95 cc chamber fuelie casting, 14 cc dish piston at near 0 deck.

2) The efi pistons from inception until 93 were a shallow 6 cc dish with a short compression height. 93 and up utilised a larger 15 cc dish and a taller compression height. No change in c/r but better quench and combustion efficiency...

I can go with a thinner head gasket to drop the quench number .010 or so. The increase in compression shouldn't be a big deal. I'm 100' above seal level if that makes a difference.
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post #4 of 7 (permalink) Old 06-20-2019, 02:03 PM
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Cool

The valve notch in the H612cp pistons is not large enough radially to allow the use of a valve larger than 2.15".

Get a proper piston or cut notches in the EFI pistons. Ford used them in the A429 headed 460 crate engines of yesterday. The slugs were modified for use with the larger valves.



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post #5 of 7 (permalink) Old 06-20-2019, 02:12 PM Thread Starter
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Scotty,

So glad you posted. Yes, I intend to use a Lindy notching tool to open up the notch.

I really wanted to make sure what I was doing was a workable combination. I scour this and other sites for information and I think I have it correct.

Dans post about quench has me rethinking. Do you see a problem with that in my combination?
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post #6 of 7 (permalink) Old 06-20-2019, 02:15 PM
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Aim for a quench in the .036/.040" area. When using Cometic head gaskets, have the RA number of the head and block mating surfaces in an acceptable surface finish RA number.
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post #7 of 7 (permalink) Old 06-20-2019, 03:06 PM
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Double Pumper...

My 460 Mustang really likes a double pumper. 4 tenths and 4 mph with no other changes. 750 VS to 750 DP. Having no idea what I'm doing could account for a lot of that too...

Where's my beer and that half inch wrench?

http://i168.photobucket.com/albums/u...cecar066-1.jpg
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