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Here are the pics. My question is how much of the emmisions do I need to keep?
I have the two gas tank vent lines coming from the charcoal cans. What should I do with those?
 

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The air pump, EGR and charcoal canisters were removed from my '78 Continental Coupe 460. No issues with belts because the pump has a dedicated one that can be eliminated. I was concerned about vacuum plumbing but no big issues there either. Lines for the three vacuum reservoirs, HVAC, parking brake release and headlight doors were not affected. New lines were run for the distributor and cruise control. Original parts were all saved so it all can be put back to original if necessary or desired.

Removing the canisters isn't done for performance but mainly for simplification. The replacement carb doesn't have bowl venting and the plumbing and devices for purging the canisters were also eliminated. The vent line from the fuel tank to the canisters was capped and a small hole poked in the rubber check valve in the gas cap to provide a vent. As expected, a hint of fuel smell is detectable by the filler door but its never bothersome. Probably also around the carb since the fuel bowls are no longer plumbed to the canisters.
 

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Timing chain

Thanks Jima, The motor has 96k miles. one owner and well taken care of. There is a lot of chatter about timing chains. Do I need/should to do that too?
 

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Thanks Jima, The motor has 96k miles. one owner and well taken care of. There is a lot of chatter about timing chains. Do I need/should to do that too?

I'll defer to the experts on here but, if it were mine with 96K miles it, for sure it would get an early, straight up timing set and any leaking gaskets replaced.
 

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I'll defer to the experts on here but, if it were mine with 96K miles it, for sure it would get an early, straight up timing set and any leaking gaskets replaced.
Ok, Yearwood has an edlebrock set with options for $69. Is that a pain to install? Will this make a performance change?

From another forum: is this correct?

Even if it's a daily driver 460, I would STRONGLY suggest, get a degree wheel, a dial indicator and stand from Harbor Freight or similar, total cost under $40. Watch a couple cam videos and you will be in business degreeing your cams.

I always degree the old cam/chain before I pull it to see what I had - at least 1 cylinder, maybe a couple.
Then degree the new setup. A good pre-72 setup should degree so that the cam is about 3 degrees "advanced". Most of the aftermarket cams come about 4 degrees advanced as they know most engines run better that way.
You should gain about 25 ftlb and 15hp by getting rid of that retard and setting the cam up the way they were meant to be, 1968-71 style. To leave it retarded is like making your 460 into a 429 or smaller.
 

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I think your questions are getting too far afield from the purpose of this sticky. You probably should post your questions in a thread under engine tech.
 

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Change thermostat?

How about changing the thermostat from 200º to 190º? Without the 8º cam retard, no need to run that hot.
 

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Duraspark

Hello
I was just reading this Sticky and saw the mention of the Ford
Duraspark ignition. I will not assume, but I guess you mean the
Distributor and the controller.
We've been running the Dizzy with a (gm modual) for years
as long as the car is not a smog car in Calif.
best
 

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so I have a 77 Lincoln 460. Getting ready to install the new timing gear set. Which one do I want to go with? The Square, the O, or the triangle? Square tells me that it is the retard 4 dgrees, O is stock, and the triangle is 4 degrees advanced.
 

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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!
In regards to the '69-'71 timing chain set you recommend, does it have to be for a 460, or will the timing chain set from a 429 also work on the '74 460 I'm desmogging? Since you're specifying specific years I'm guessing buying a brand new set for any 460 won't do the trick, right?
 

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Discussion Starter #33
In regards to the '69-'71 timing chain set you recommend, does it have to be for a 460, or will the timing chain set from a 429 also work on the '74 460 I'm desmogging? Since you're specifying specific years I'm guessing buying a brand new set for any 460 won't do the trick, right?
69-71 429 or 460 timing set will work.
 

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I just picked up a 1972 Lincoln Continental with the 460ci 385 and would like to know how much of this thread is applicable to my engine. The subject says 73-86, but the 1972 model year is mentioned several times in the body.
 

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I just aquired a 73 Lincoln Continental in cherry cond. Now i.m ready to desmog this baby. This is the plan.

69-71 timing chain set at o, Aluminum Intake - EGR valve Holley 650 duraspark ignition system and Flowmaster dual exhaust any suggestion tips or ideas this is my first one I'm welcome for suggestions
 

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I just aquired a 73 Lincoln Continental in cherry cond. Now i.m ready to desmog this baby. This is the plan.

69-71 timing chain set at o, Aluminum Intake - EGR valve Holley 650 duraspark ignition system and Flowmaster dual exhaust any suggestion tips or ideas this is my first one I'm welcome for suggestions

You'd do best to post this in engine tech.


88-92 EFI timing set is straight up, double roller and cost effective.
Properly curved duraspark distributor
Performer intake is a good fit here.

Are you in an emissions compliance area?



S
 

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I just picked up a 1972 Lincoln Continental with the 460ci 385 and would like to know how much of this thread is applicable to my engine. The subject says 73-86, but the 1972 model year is mentioned several times in the body.
While this info does apply to the 72 460 if you need to pull the heads for work find a set of D3VE castings to replace the original D2VE castings which were a 1 year only head that are less tolerant to a performance ignition curve than the later or earlier heads.The D3VE heads will give approx.the same compression as the 72 heads while the early C8,C9,and D0VE heads will give a bump in compression to approx. 9 to 1.If the engine is sound and doesn't need work go ahead keep the 72 heads but adjust the ignition curve as necessary,but if you ever need to pull the heads go with the later or earlier heads it will be well worth the minimal additional cost.
 

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The 1/4 in tap for the back of the heads is too small for anyone doing this you will need to go to a bigger size
Are referring to blocking the Thermactor (air injection) ports in the back of the cylinder heads?

There are plugs available to block these ports - or I have heard that filling with high-temp RTV also works.
 

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can someone please help me with de smogging a 1977 lincoln 460 motor am stuck with re routing vacuum lines where does the auto tranny one go and what else do i need to do after blocking thermactor boss holes etc and egr delete. am struggling to understand how to do it.
 
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