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Discussion Starter #1 (Edited)
Gonna start a sticky with tips and tricks to maximising power in the 73-86 460.

1. Timing set change; 72 and up have an 8* retard in the timing set stock. Install a 69-71 timing chain set (double roller is also a good upgrade).

2. Carb change; throw that 650 in the scrap pile and install a properly tuned list# 3310 carb

3. Getting rid of the EGR; (A) If your engine has the air injection tubing remove them and tap and install 1/4" pipe plugs in the heads. (B) On the Holley flanged intake remove the EGR spacer plate between the carb and intake purchase a new EGR to carb gasket and place directly onto the intake (this will be ~1/4" thick gasket) then install a 1" 4hole aluminum spacer then a standard holley gasket then the carb.

4. Tming; (A) replace a points distributor with a Duraspark unit that is recurved with a proper timing curve, (B) Set timing at 12* initial.

5. Both Crane and Harland Sharp offer roller rocker conversions; this is a great addition.

These are the methods I have devoloped over the years and will turn a lazy gas guzzling 460 into a lean tire frying beast with no major work.

Anyone who has other tips and tricks please feel free to share!
 

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If you are going into the motor, learning to port the heads using tips from Scotty's website will help. It doesn't take that long, and on my first try, I picked up 4 mph in the 1/4 with 2 similar builds. That's about 40 hp. :D
 

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If you are going into the motor, learning to port the heads using tips from Scotty's website will help. It doesn't take that long, and on my first try, I picked up 4 mph in the 1/4 with 2 similar builds. That's about 40 hp. :D
Cletus what website are you referring to on porting the heads? Thanks
 

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.....ANYTHING done to reduce back pressure on the EXH side will help as well!
 

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Discussion Starter #7
.....ANYTHING done to reduce back pressure on the EXH side will help as well!
Yes a decent set of headers or even increasing the exhaust piping size to 2 1/2" off the manifolds will both give noticeable increases.

I read an article about 20 years ago on doing these things and the guy claimed 90-110hp increase with these changes seems a bit optimistic but having done them to several stock smog era 460's the difference is dramatic.
 

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Nobody's posted on this thread in a few months, but this may be a helpful addition...
Yeah, just a good set of headers an pipes can do a lot for you. It's pretty cheap for the gain if you do the work yourself.

Mopar Muscle Magazine ran some dyno tests on a 440 in 2001 using stock manifolds, Hedman shorty headers, and Hedman Elites (long tubes). At 5200 rpm, the 440 put out 79.1 more HP with long tubes than with stock manifolds (about 19.3% HP increase). At the same rpm (5200 rpm), the 440 put out 90.2 ft/lbs more torque than with stock manifolds (about 19.4% torque increase). It showed about a 6.1% torque increase at 3000 rpm.

The shorty headers also showed significant increase, but in most cases I think I'd just go for long tubes if I was doing a header upgrade.

I haven't seen any charts or anything for exhaust size, but true dual exhaust always helps.

I'm currently dealing with sealing up a header leak (around flange), so headers can have drawbacks, but it doesn't take that much to get everything right.
 

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get me farther down the road

can anyone help me with info on desmogging a 91. my 460 is in a 4x4 reg cab dually five speed with a overhead camper. i plan on putting a lot of miles on this rig and would like it as efficient as possible. im considering the 62 mm throttle body from summit,k&n filter and dual exhaust. any suggestions appreciated.
 

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Discussion Starter #10
can anyone help me with info on desmogging a 91. my 460 is in a 4x4 reg cab dually five speed with a overhead camper. i plan on putting a lot of miles on this rig and would like it as efficient as possible. im considering the 62 mm throttle body from summit,k&n filter and dual exhaust. any suggestions appreciated.
IMO you should leave the emmissions alone unless you know how to reprogram the computer.
 

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4. Tming; (A) replace a points distributor with a Duraspark unit that is recurved with a proper timing curve, (B) Set timing at 12* initial.




So what would that ignition curve be and how do you get it?
 

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EGR

Gonna start a sticky with tips and tricks to maximising power in the 73-86 460.

1. Timing set change; 72 and up have an 8* retard in the timing set stock. Install a 69-71 timing chain set (double roller is also a good upgrade).

2. Carb change; throw that 650 in the scrap pile and install a properly tuned list# 3310 carb

3. Getting rid of the EGR; (A) If your engine has the air injection tubing remove them and tap and install 1/4" pipe plugs in the heads. (B) On the Holley flanged intake remove the EGR spacer plate between the carb and intake purchase a new EGR to carb gasket and place directly onto the intake (this will be ~1/4" thick gasket) then install a 1" 4hole aluminum spacer then a standard holley gasket then the carb.

4. Tming; (A) replace a points distributor with a Duraspark unit that is recurved with a proper timing curve, (B) Set timing at 12* initial.

5. Both Crane and Harland Sharp offer roller rocker conversions; this is a great addition.

These are the methods I have devoloped over the years and will turn a lazy gas guzzling 460 into a lean tire frying beast with no major work.

Anyone who has other tips and tricks please feel free to share!
I know this is a sticky and not a Q&A thread but:
What do I plug the intake manifold with where the ERG plate used to cover? I bought a new carb and 1" riser but the riser won't cover the exhaust port on the intake.
 

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I know this is a sticky and not a Q&A thread but:
What do I plug the intake manifold with where the ERG plate used to cover? I bought a new carb and 1" riser but the riser won't cover the exhaust port on the intake.
Go to hardware store for a chunk of aluminum 1/8" flat bar/plate and some gasket paper and make a block off plate.
 

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time to rebuild a 460 thats knocking

I have read thru this thread and would like to learn more. I have a 1973 Lincoln engine in a 1960 F100 that I use to pull a heavily loaded trailer thru the hills of northern Arkansas. Its time to rebuild it because it started knocking. I have some DOVE 429 heads. What valves are recommended?
I have the Duraspark, and the 68 timing chain set. Which headers fit this combination? Do I need a different intake manifold? What else can I do at a low cost to improve performance? thanks

one edit: when I got it, it had a Holley and paper gasket which burned thru and I found the (EGR?) was burning a hole in the paper gasket. I tapped and plugged that hole
 

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I have read thru this thread and would like to learn more. I have a 1973 Lincoln engine in a 1960 F100 that I use to pull a heavily loaded trailer thru the hills of northern Arkansas. Its time to rebuild it because it started knocking. I have some DOVE 429 heads. What valves are recommended?
I have the Duraspark, and the 68 timing chain set. Which headers fit this combination? Do I need a different intake manifold? What else can I do at a low cost to improve performance? thanks

one edit: when I got it, it had a Holley and paper gasket which burned thru and I found the (EGR?) was burning a hole in the paper gasket. I tapped and plugged that hole
You will do best to post this in the tech section.



S
 

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What If I Want Gas Mileage too?

Here are my goals (engine will run on pump "regular" gas and not be used for racing and not be driven when it is colder than 45 degrees farenheit outside, and my car is a 1978 Lincoln Mark V):

1. increase power above stock ONLY if it can be done without decreasing stock gas mileage and without making engine more unreliable or rough running or rough idling or harder to start or hesitating on acceleration or costing huge $.

2. increase gas mileage but only if it can be done without losing significant power or making engine more unreliable or rough running or rough idling or hard to start or hesitating on acceleration or costing huge $.

3. make engine more reliable but only if it can be done without decreasing gas mileage or power or making engine run rough or idle rough or harder to start or hesitating on acceleration or costing huge $.

I currently have my 460 out of the car on an engine stand and time to work on it and when I'm done I will probably leave the engine in the car for the next 30 years and drive maybe around 50,000 miles. So, now is the time for me to do whatever it is that I should do to the engine, if anything, to improve power, mileage, or reliability in line with the above 3 goals.

With all that said, I have these questions:

1. Should I still use a timing gear/chain set from a 69-71 on my 78 Lincoln 460?

2. Should I recurve the stock distributor or use a non-stock distributor (and recurve it?)?

3. Should I use a non-stock cam?

4. Should I change the stock carburetor and if so to what model and manufacturer?

I'm asking these questions because the fact I am not interested in racing might possibly mean I should do different things than the recommendations already made in this thread.

Thank you an awful lot!!!!
 

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83 Ford E350 Brougham RV

I'm starting to freak out about taking out the EGR and emissions crap. Some say don't do it others wish they could.

Here is everything I'm doing:
Ford 460 with RV cam. 110-120 Psi. compression at 5000' cold.
Holley 0-80783 Model 4150 (Modified with 2 stage power valve, jetted for 5000'-9000')
Edelbrock Performer Intake Manifold (non egr)
MSD Ready to run Distributor
MSD A6 Ignition control
MSD 8680 Timing control (Manual Knob to change timing on the fly)
MSD Blaster SS Coil
Headman Headers
Flowmaster Delta 50 2 x2.5" in 1 x 3.00" out.
Stock Autolite Copper plugs.

I am trusting Bob at Competition Carburation. He agrees that changing 4000' elevation is a challenge for a carb. engine. He said, get some pinging? Turn the knob. Going up 1000' Turn the knob. Going up hill, Turn the knob. I hope I remember to turn it back.

As far as the EGR thing, thoughts about High combustion temps, NOx emissions, Backfiring and popping holes in pistons are the parts I'm concerned about. I just want a simple, reliable coach I can work on.
 
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