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After much research I've found it be cheaper to build a 521 rather than a 502 Ford my 88 f250 (cast eagle 4.3 crank, 6.8 eagle SIR rods, KB hyper 1.350 comp height step dish pistons). The engine will be fuel injected with the edelbrock pro flo 4 setup. This is just a truck engine and I'm looking for alot of torque and couldn't care less about the hp number.

I have two choices for heads sitting around, I've got a set of D3 castings with stock valves and warmed over exhaust ports, or I've got bone stock F3 efi castings to use (with Price motorsports intake adapters).
The efi heads have noticeably smaller ports and larger valves than the d3 castings.

Would the smaller ports and better combustion chamber design of the efi heads help to make more torque than the d3 castings? Or am I just thinking crazy?
 

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Use a DOVE head
 

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Use a DOVE head
I don't need the compression around 10.5-11.0:1 in an 7500 pound truck. I'm limiting that to 95-ish cc chambers for a reason. With the 20 cc dish on the pistons I want it should be in the neighborhood of 9.5:1.
 

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For a working engine that makes a boat load of throttled torque:

Use the F3 castings with a bit of bowl work.
Use the EFI intake with a bit of work at the runner exits.

Forget the single plane proflow set up. Utilize the PM HP Carb adapter we designed on the oem intake and a self learning throttle body injection system. The dual plane will offer much better torque were you need it for a work engine.

625+ tq and 450+ hp are very realistic with this type of set up. We've done many of them with carburetors, TB EFI and OEM SD with the ECM remapped via tweecer or a custom SCT piggyback.


https://www.facebook.com/pg/SMJRHP/photos/?tab=album&album_id=1125867630833955



SJ
used 2b RHP



:D
 

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Discussion Starter #5
For a working engine that makes a boat load of throttled torque:

Use the F3 castings with a bit of bowl work.
Use the EFI intake with a bit of work at the runner exits.

Forget the single plane proflow set up. Utilize the PM HP Carb adapter we designed on the oem intake and a self learning throttle body injection system. The dual plane will offer much better torque were you need it for a work engine.

625+ tq and 450+ hp are very realistic with this type of set up. We've done many of them with carburetors, TB EFI and OEM SD with the ECM remapped via tweecer or a custom SCT piggyback.


https://www.facebook.com/pg/SMJRHP/photos/?tab=album&album_id=1125867630833955



SJ
used 2b RHP



<img src="http://460ford.com/forum/images/smilies/biggrin.gif" border="0" alt="" title="Very Happy" class="inlineimg" />
I know the single plane torker 2 is not ideal, but I've been very impressed with the pro flo 4 setup on other engines. Do you think I could adapt the pf4 parts to the oem dual plane intake ie; 4150 throttle body, injectors, map sensor, and run it with the pf4 ecm and distributor?
 
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