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Discussion Starter · #1 ·
1987 motorhome built on an E350 chassis with a carbureted 460 in it. Put a Holley 4160 4-bbl on it, and now I'm working through hooking all vacuum etc back up. So, in the process of doing this, I've removed the EGR valve based on some things I've read. The air pumps have been removed.

So I'm looking to lean on the community here to get an understanding of how robust this 460 engine is. Having removed EGR, should I expect overheating issues at highway cruising speeds? Pinging? Is this engine not really susceptible to it? Anything I need to tweak or change now that the EGR isn't in the system?

Any advice, wisdom, knowledge, etc, would be greatly appreciated!

Thanks in advance!

Brett
 

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Hook Vac advance up directly to ported vacuum.

You are going to have to dial back the vacuum advance with the EFR removal or you can see some pinging at part throttle.

180* high flow stat like the Mr. Gasket 4364

The greatest gains in efficiency are found with a straight up timing set, properly curved distributor and free flowing exhaust. 3" minimum single.





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
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"Parkland Performance Auto Machine" Formerly RHP
(253)-988-6648
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Discussion Starter · #3 ·
Thank you
Hook Vac advance up directly to ported vacuum.

You are going to have to dial back the vacuum advance with the EFR removal or you can see some pinging at part throttle.

180* high flow stat like the Mr. Gasket 4364

The greatest gains in efficiency are found with a straight up timing set, properly curved distributor and free flowing exhaust. 3" minimum single.





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 into Facebook
Thank you!!!

Any thoughts on the overheating? Also, I've heard about straight up timing set a few times, and it doesn't mean anything to me. Any references you can point to for what it is, how to do it, etc?

Thanks again!

Brett
 

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Are you having overheat issues or concerned about the potential?

A properly operating thermostatic viscous clutch is a necessity.

Ford retarded cam timing 8 degrees in 1972 until EFI engines in 88.

An early timing set will increase torque especially so when paired with a distributor curved for economy / performance vs. emissions compliance.







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 into Facebook
 

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Discussion Starter · #6 ·
Are you having overheat issues or concerned about the potential?

A properly operating thermostatic viscous clutch is a necessity.

Ford retarded cam timing 8 degrees in 1972 until EFI engines in 88.

An early timing set will increase torque especially so when paired with a distributor curved for economy / performance vs. emissions compliance.







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 into Facebook
Concerned about the potential. Not experiencing issues. I'm just way deeper into this than I've ever been, new vehicle to me, and not sure what to expect and want to get out ahead of it before it becomes an issue (unless the people who are smart on this stuff say this won't be an issue!).

Any recommendations for a distributor curved for economy/performance?

Thanks!
 

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Discussion Starter · #7 ·
Hook Vac advance up directly to ported vacuum.

You are going to have to dial back the vacuum advance with the EFR removal or you can see some pinging at part throttle.

180* high flow stat like the Mr. Gasket 4364

The greatest gains in efficiency are found with a straight up timing set, properly curved distributor and free flowing exhaust. 3" minimum single.





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 into Facebook
Scotty, I had one more question around this.

Previously, the vac advance on the distributor was connected to a temp vac switch on the thermostat housing (presumably, they didn't want the advance when cold?). You suggested hooking ported vacuum directly to the vac advance...why bypass the temperature vac switch?

Thanks!

Brett
 

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The vac switch is emissions oriented and not needed. Bypass it.







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 into Facebook
 
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