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Discussion Starter · #1 ·
Hi guys,

Currently pulling my 460 from my 69 Lincoln for a rebuild. Planning on building a stroker for it and found some kits. Was planning on ordering the SCAT 1-47612BI kit and bolting the Edelbrock 2045 kit on top of it.

Together this would have a compression ratio of about 10.2:1, which seems fine.

I read somewhere to stay away from the 4.500 stroke in the early 460's.

Also, as this kit makes it a 545, would the Edelbrock kit be to mild, as a lot mor could be achieved? Or maybe I should look for a rotating assembly with a 4.300 stroke, so it makes a 521.

Since this is a first complete rebuild for me, I was hoping for some advice of you guys.

This car will be only used on the street btw.
 

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It shouldn't be an issue, especially being driven on the street with lower than say, 6,000 RPM. I bought and I'm putting together a Probe Industries 525 stroker (which is actually a 527) 10:4:1 compression. Solid roller cam with stacked EFI. I would suggest the 521 kit, so everything works together.
 

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Discussion Starter · #3 ·
It shouldn't be an issue, especially being driven on the street with lower than say, 6,000 RPM. I bought and I'm putting together a Probe Industries 525 stroker (which is actually a 527) 10:4:1 compression. Solid roller cam with stacked EFI. I would suggest the 521 kit, so everything works together.
Thanks, would the Eagle Specialty Products 15011030 be a better choice for my application? This makes it a 521 and has the flat top pistons with +3.00cc head volume. Compression ratio would be around 10:1.
 

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Get your stroker kit from one of the guys on here. I've got Scat/Probe Industries 4.5" stroke 552" in a 2 bolt C9 block in my Mach 1 that I've been driving for years. No issues whatsoever. I'd message Mark O'neal myself. Here's his profile:

 

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Just FYI the Edelbrock heads are just an aluminum version of a factory cast Ford head which means there’s a lot more modern heads out there for similar $$.

You say a street heavy car application. What fuel are you gonna use? what gear ratio?what transmission?
 

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Thanks, would the Eagle Specialty Products 15011030 be a better choice for my application? This makes it a 521 and has the flat top pistons with +3.00cc head volume. Compression ratio would be around 10:1.
That's not a bad kit, but I'd order the balanced assembly unless your engine builder will, which most do.
Those heads are very basic, but on the street it really won't matter. Very good heads to great heads can gain a lot of HP & TQ, but their expensive. I'd build a torque monster,.... with most of the power coming down in the lower RPM's. After all, torque is what gets the car moving, not HP. Personally, I'd say get a 8-71 blower, a big nitrous kit, and methanol injection on that big dog engine. 😉
 

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For the same $$$'s you can get AFR's and make an additional 50 to 70+ hp in the 600 hp window.

Running flat tops with a 4.3" stroke crank and large chamber castings places static c/r at 10.8 to 1 at 0 deck with large chamber 95 cc heads. 11.3 to 1 with the 4.5" stroke.

We are direct MD with SCAT. I don't run eagle cranks since breaking them on several occasions.

A forged crank in your application is overkill. For anything 700 or less a cast crank is fine.






Scotty J. "AKA" The "Mad Porter"
"EMC 2006" 3rd place finisher
Ported BBF iron head specialist & Aluminum heads from all sources.
Custom ground cams
See our products in the Vendor for sale section
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ParklandAutoMachine.com
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I like the 545. I do not have a particular reason for it, but I like it.

Scotty, what do you think of the combustion chamber on the 86cc AFR head...out of the box.

We all know none of us can leave well enough alone.
 

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Discussion Starter · #9 ·
Just FYI the Edelbrock heads are just an aluminum version of a factory cast Ford head which means there’s a lot more modern heads out there for similar $$.

You say a street heavy car application. What fuel are you gonna use? what gear ratio?what transmission?
The choice of fuel around here, Netherlands, is pretty wide. Can get 98 octane, ethanol free and even 100 octane ethanol free.

The transmission is not yet figured out. Rebuild a C6, maybe adding an overdrive, or go with a E4OD and do some fabrication on the tunnel.

Gear ration is 2.70, 9 3/8 rear end.
 

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Discussion Starter · #10 ·
For the same $$$'s you can get AFR's and make an additional 50 to 70+ hp in the 600 hp window.

Running flat tops with a 4.3" stroke crank and large chamber castings places static c/r at 10.8 to 1 at 0 deck with large chamber 95 cc heads. 11.3 to 1 with the 4.5" stroke.

We are direct MD with SCAT. I don't run eagle cranks since breaking them on several occasions.

A forged crank in your application is overkill. For anything 700 or less a cast crank is fine.






Scotty J. "AKA" The "Mad Porter"
"EMC 2006" 3rd place finisher
Ported BBF iron head specialist & Aluminum heads from all sources.
Custom ground cams
See our products in the Vendor for sale section
Customized crate engines
ParklandAutoMachine.com
R-H-P.biz
"Parkland Performance Auto Machine" Formerly RHP
(253)-988-6648
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Thanks, I'll go with a Scat kit with a 4.300 stroke, flat tops and 4.390 bore.

Any recommendations on which heads and cam to use to make a lot of power but keep it driveable? As stated, it won't be seeing a lot past 6000 rpm.

I'll start with the engine build. The transmission, rear end and other stuff will be changed as needed.
 

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The choice of fuel around here, Netherlands, is pretty wide. Can get 98 octane, ethanol free and even 100 octane ethanol free.

The transmission is not yet figured out. Rebuild a C6, maybe adding an overdrive, or go with a E4OD and do some fabrication on the tunnel.

Gear ration is 2.70, 9 3/8 rear end.
I don’t know how the octane ratings there compare to here in the US but I believe they are measured differently. In the US premium pump fuel is 93 or 94 octane with some areas only having 91.

With a 2.70 gear you won’t need an OD with a C6. You could probably even step up to a 3.0 or 3.25 and be fine with a 27” tire.
 

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Thanks, I'll go with a Scat kit with a 4.300 stroke, flat tops and 4.390 bore.

Any recommendations on which heads and cam to use to make a lot of power but keep it driveable? As stated, it won't be seeing a lot past 6000 rpm.

I'll start with the engine build. The transmission, rear end and other stuff will be changed as needed.
I really like the AFR heads on my 547 but like Mark said buying a whole rotating assembly from one supplier may limit the piston options.

Do you have a good machine shop that you trust to do the block prep and maybe balance the rotating assembly? If yes you can buy the pistons, rods and crank separately then have it all balanced on you’re side of the pond but it would probably add shipping cost.

Personally I’d get in touch with one of the vendors on here and have them put together and balance a rotating assembly or even have them build the shortblock and send it to you.
 

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Mahle has a piston that covers the SCJ / P51 and works with the AFR castings as well.
This is the std shelf brand used for the BBF kits.

Flat top or 38 cc dish.

When I need a different dish volume I have a proprietary line of AFR pistons available via Racetec.


Cubic Bore Stroke Rod Comp Pin Crown Wght Alloy Assembly Old
Inches Height Diam. Vol G Meas. Min Max Part No. Part No.
Compression Clearance Guide
Ratio
BIG BLOCK FORD for the SCJ, KAASE P-51®, AFR 14° BULLIT CYLINDER HEADS
1.5, 1.5, 3.0mm File Fit Performance Ring Set included 72cc 80cc 84cc
503 4.390 4.150 6.700 1.525 0.990 -28cc 591 10.4 9.7 9.4 4032 0.235 0.0041 0.0049 930261990
514 4.440 610 930261940
503 4.390 -3cc TBD 13.1 12.1 11.6 2618 0.235 0.0061 0.0069 930261790
514 4.440 TBD 13.3 12.3 11.8 930261740
520 4.390 4.300 6.800 1.350 0.990 -38cc 564 10.3 9.7 9.5 4032 0.235 0.0041 0.0049 930245690 BBF350390I38
532 4.440 585 10.5 9.9 9.7 930245640 BBF350440I38
520 4.390 -3cc TBD 13.4 12.3 11.9 2618 0.235 0.0061 0.0069 930261890
532 4.440 TBD 13.7 12.6 12.1 930261840
545 4.390 4.500 6.700 1.350 0.990 -38cc 564 10.3 9.7 9.5 4032 0.235 0.0041 0.0049 930245690 BBF350390I38
557 4.440 585 10.5 9.9 9.7 930245640 BBF350440I38
545 4.390 -3cc TBD 14.2 13.0 12.5 2618 0.235 0.0061 0.0069 930261890
557 4.440 TBD 14.5 13.3 12.8 930261840


Page 17 of the 2018 Mahle application guide.





Scotty J. "AKA" The "Mad Porter"
"EMC 2006" 3rd place finisher
Ported BBF iron head specialist & Aluminum heads from all sources.
Custom ground cams
See our products in the Vendor for sale section
Customized crate engines
ParklandAutoMachine.com
R-H-P.biz
"Parkland Performance Auto Machine" Formerly RHP
(253)-988-6648
Parkland Auto Machine
 

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Mahle has a piston that covers the SCJ / P51 and works with the AFR castings as well.
This is the std shelf brand used for the BBF kits.

Flat top or 38 cc dish.

When I need a different dish volume I have a proprietary line of AFR pistons available via Racetec.


Cubic Bore Stroke Rod Comp Pin Crown Wght Alloy Assembly Old
Inches Height Diam. Vol G Meas. Min Max Part No. Part No.
Compression Clearance Guide
Ratio
BIG BLOCK FORD for the SCJ, KAASE P-51®, AFR 14° BULLIT CYLINDER HEADS
1.5, 1.5, 3.0mm File Fit Performance Ring Set included 72cc 80cc 84cc
503 4.390 4.150 6.700 1.525 0.990 -28cc 591 10.4 9.7 9.4 4032 0.235 0.0041 0.0049 930261990
514 4.440 610 930261940
503 4.390 -3cc TBD 13.1 12.1 11.6 2618 0.235 0.0061 0.0069 930261790
514 4.440 TBD 13.3 12.3 11.8 930261740
520 4.390 4.300 6.800 1.350 0.990 -38cc 564 10.3 9.7 9.5 4032 0.235 0.0041 0.0049 930245690 BBF350390I38
532 4.440 585 10.5 9.9 9.7 930245640 BBF350440I38
520 4.390 -3cc TBD 13.4 12.3 11.9 2618 0.235 0.0061 0.0069 930261890
532 4.440 TBD 13.7 12.6 12.1 930261840
545 4.390 4.500 6.700 1.350 0.990 -38cc 564 10.3 9.7 9.5 4032 0.235 0.0041 0.0049 930245690 BBF350390I38
557 4.440 585 10.5 9.9 9.7 930245640 BBF350440I38
545 4.390 -3cc TBD 14.2 13.0 12.5 2618 0.235 0.0061 0.0069 930261890
557 4.440 TBD 14.5 13.3 12.8 930261840

That's gotta be on gorpy valve relief......

I did it once. Won't do it again.
 

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That's gotta be on gorpy valve relief......

I did it once. Won't do it again.

Since as you know the AFR valve relief and the SCJ relief share some of the same real estate the accommodation was not difficult and looks good. For the intended audience it seems a good choice imo.

If I am trying to make big power on pump pee then I look elsewhere.

For those who do not know...
The wedge angle of the SCJ / P-51 heads is only 8* so the valve relief is fairly flat comparatively. The AFR relief is between the std and SCJ. The wedge angle is 14*









Scotty J. "AKA" The "Mad Porter"
"EMC 2006" 3rd place finisher
Ported BBF iron head specialist & Aluminum heads from all sources.
Custom ground cams
See our products in the Vendor for sale section
Customized crate engines
ParklandAutoMachine.com
R-H-P.biz
"Parkland Performance Auto Machine" Formerly RHP
(253)-988-6648
Log in to Facebook
 

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Discussion Starter · #20 ·
Alright, so I thought about it for a few days. But if I'm correct my possible valve to piston clearance issues would be over if I'd use +38cc dished pistons, right? Only problem with dished pistons is my cr is dropping to about 9.3:1, with 74cc heads and 4.300 stroke.

Could get the cr a bit higher with some decking work done, and using some thinner head gasket. This way, the AFR or TrickFlow heads would fit without a doubt. Correct me if I'm wrong.
 
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