Southwind Boats 916-600-6938
  • Prawn Star - Some Roosters

    EDL-60669 - Edelbrock Performer RPM Cylinder Heads

    CCA-1830-16 - COMP Cams Hi-Tech Stainless Rocker Arms

    I have put the above together so far, but having limited experience with 460 Ford I am kinda stuck on what I need to complete the order.

    1. Push Rods - 3/8" (length ?)
    2. ARP Head Studs or Bolts ?
    3.Lifters ?
    4. Cam - ?
    5. Gaskets - Which will I need.

    I only have one shot at this, as you know it costs me a bundle to import the stuff.

    Maybe you can help -

    Wikus.
    This article was originally published in forum thread: 460 Ford Build for Jet Mad started by Jet Mad View original post
    Comments 85 Comments
    1. Jet Mad's Avatar
      Jet Mad -
      This is what I know of the inside of the motor

      I know that the motor has been rebuild by a specialist that rebuilds most of the V8 motors for drag and racing enthusiasts in Cape Town.

      Wikus
    1. 78_Tahiti's Avatar
      78_Tahiti -
      There are a few others here, with some very healthy 460 based engines. Dougs Southwind, runs a single 850 cfm Demon, with the edelbrock aluminum heads. She is a real screamer. I'm not sure of the cam he's running. I'm sure he''ll chime in! Also, Bill of Southwind HotBoats, has been building potent Fords for many years. His input is always very worthwhile!
    1. Jet Mad's Avatar
      Jet Mad -
      Thanks Steve,

      Appreciate the help.

      Wikus
    1. 78_Tahiti's Avatar
      78_Tahiti -
      I'll layout my 460 build later, apparently I closed my browser before hitting the post button!
    1. 78_Tahiti's Avatar
      78_Tahiti -
      Stock 1984 460 bottom end (ext Balanced) Melling HV oil pump (front pickup) Modified oil pan (8 qts.) Schneider Racing Cams- hydraulic cam (290/300 duration .519" lift 112 lobe seperation 2650 to 6250 RPM) Double roller 429 timing set (460 version retarded 8 degrees) Oil drain mods on block per Paul Kane (460 guru) This bottom end was originally a injected motor, so the dishes are a little smaller in the pistons. Gives me about 9.2 to 1 compression. more later on!
    1. 78_Tahiti's Avatar
      78_Tahiti -
      A little more on "Split Tail's" 460. I also use a flexplate (for auto tranny) instead of a Flywheel. Less mass=quicker revs! I found a set of the D0VE-C heads on a 1970 Lincoln some years back. That are in the port cleaning process. from what I have researched. With this current bottom end (and Camshaft) as well as the roller rockers I have (1.73 to 1 ratio) guide plates & hardened 7/16" pushrods, the D0VE-C heads, my current Edelbrock Performer 460, BG Mighty Demon 750 DP Carb, and Aluminum Upswept Exhaust Manifolds. My compression should work out to be around 9.8 to 1. So with added compression and head upgrade should put me about 450 to 470 Horsepower. That I believe, will give me the extra 600 rpm, to spin my Panther Pump to 5400 Rpm! Getting those numbers should achieve my goal for this boat. That would be, a fairly Docile, Mini Day Cruiser, that can exceed 60 MPH, and still be a reliable lake boat for the Family.

      Currently I can spin my Panther at 4800 RPM @ 58mph on gps for miles!
    1. 78_Tahiti's Avatar
      78_Tahiti -
      I know Doug's Southwind, really responded well to adding the Edelbrock Aluminum RPM 460 heads, and a BG 850 cfm Demon Carb. I'm not sure what he has for a Camshaft. or his exact speed, but I know it runs over 70 mph no problem! Most of the engine components are stock Ford, like mine are! Heres a little Why a BBF is better then a BBC (I'll prolly never live this down )

      1. All production Ford 385 Series blocks have a 10.300+" deck height. All passenger car chevy blocks have a 9.800" deck height. Chevy guys need to look high & low for their elusive 10.200" tall deck truck block.

      2. The Ford's lifter valley has oil drainback galleries at the rear so as to direct oil straight to the pan while also diverting it away from the rotating assembly (where oil can rob horsepower) The chevy's lifter valley has No Drain back Holes, And due to the raised, single ventilation hole at the front of the block, most of the oil in the lifter valley has no choice but to drain through the middle of the lifter valley and directly onto the rotating assembly.

      3. The symmetrically spaced massive 9/16" head bolts support a 140 foot-pound clamping force. The Ford's head bolt holes are blind and stay nice and clean for decades of faithful service. The chevy's irregularly spaced wimpy 7/16" head bolts limit head clamping to only 65-75 foot-pounds

      4. The production Ford blocks can handle enough stroke to conceivably create a 572 cubic inch engine without the need to clearance the block to accomodate the stroker crank. The production chevy block requires grinding / clearancing of the crankcase to fit a stroker crankshaft

      5. Ford 429/460 Rod Ratio: 1.84/1.72 Chevy 396/427/454 Rod Ratio: 1.63/1.63/1.53

      6. Ford Symetrical ports for better fuel distribution. Chevy Non-symetrical intake ports.

      Thats a couple off the top of my head anyways.


    1. Jet Mad's Avatar
      Jet Mad -
      Be careful of those Chebby guys,

      Very good info, I am learning a lot.

      What I know so far on my motor.

      1. Cast Piston ( I am so pissed) .040
      2. Mild road cam.
      3. DOVE - C heads
      4. HV - Oil pump.
      5. 10Q oil pan.

      Looks like I will have to do the short block as well if I want to get more HP out of her.

      Keep the info coming, I am making my wishlist as we go.

      Wikus
    1. wolfie's Avatar
      wolfie -
      Quote Originally Posted by Jet Mad View Post
      Be careful of those Chebby guys,

      Very good info, I am learning a lot.

      What I know so far on my motor.

      1. Cast Piston ( I am so pissed) .040
      2. Mild road cam.
      3. DOVE - C heads
      4. HV - Oil pump.
      5. 10Q oil pan.

      Looks like I will have to do the short block as well if I want to get more HP out of her.

      Keep the info coming, I am making my wishlist as we go.

      Wikus
      Steve and Doug know their Fords. They get a lot out of them. I'm a Chevy guy because that's what I know better and that's what I have parts for. I actually almost bought a boat with a 460. I would have had it worked out. Both are good. Although Chevy parts are more plentiful and can be less expensive.
    1. Jet Mad's Avatar
      Jet Mad -
      My intake arrived today from the US, what a piece of art

      Any tips on fitting it would be appreciated - Torque sequence and ft/lbs?
      Sealing the ends, don't see any gaskets in the intake set for them.

      Wikus
    1. 78_Tahiti's Avatar
      78_Tahiti -
      Here ya go!
      http://www.jegs.com/InstallationInst.../350-71661.pdf

      I use Permatex Ultra Grey sealer for the ends where the valley meets the intake. The Ultra Grey is a thicker formula then the black or blue silicon sealers, and is designed for strong adhesion in a hot oily environment!

      460 ford torque specs.
      Fastener Type Torque Spec
      Main cap bolts 95-105 ft-lbs
      Connecting rod bolts 40-45 ft-lbs.
      Cylinder head bolts 140 ft-lbs.
      Rocker arms (non-adjustable) 18-22 ft-lbs.
      Intake manifold bolts 25-30 ft-lbs.
      Oil pump bolt 25 ft-lbs.
      Cam bolts 40-45 ft-lbs.
      Harmonic damper bolt 70-90 ft-lbs.
      Flywheel / flex-plate bolts 75-85 ft-lbs.
      Pressure plate bolts 35 ft-lbs.
      Front cover bolts 12-18 ft-lbs.
    1. Jet Mad's Avatar
      Jet Mad -
      Steve,

      Thank you very much, info appreciated.

      Wikus
    1. Jet Mad's Avatar
      Jet Mad -
      Here is what I got.

      Guess what I will be doing this weekend.
    1. 78_Tahiti's Avatar
      78_Tahiti -
      Very Pretty Package Wikus! The 460 will love the improved breathing!
    1. Jet Mad's Avatar
      Jet Mad -
      Quote Originally Posted by 78_Tahiti View Post
      Very Pretty Package Wikus! The 460 will love the improved breathing!
      You mentioned something about an adjustment I need to do on the Demon carburettor, should I fit it first?

      Wikus
    1. 78_Tahiti's Avatar
      78_Tahiti -
      Quote Originally Posted by Jet Mad View Post
      You mentioned something about an adjustment I need to do on the Demon carburettor, should I fit it first?

      Wikus
      BG mentions initial setup in the instructions, or DVD. The big thing with the Demons, is the throttle blade setup. Flip the carb upside down. make sure the primary & secondary butterflies are open an equal amount, the transfer slot should look like a small square (or pencil tip) this will give you the best idle mixture adjustability, and Demons like Advance! 15 degrees initial timing. They will woek very well right out of the box like that!
      Page 3 at the bottom refers to the butterfly settings!
      http://www.demoncarbs.com/Assets/doc.../LIT350rev.pdf
    1. Jet Mad's Avatar
      Jet Mad -
      Quote Originally Posted by 78_Tahiti View Post
      BG mentions initial setup in the instructions, or DVD. The big thing with the Demons, is the throttle blade setup. Flip the carb upside down. make sure the primary & secondary butterflies are open an equal amount, the transfer slot should look like a small square (or pencil tip) this will give you the best idle mixture adjustability, and Demons like Advance! 15 degrees initial timing. They will woek very well right out of the box like that!
      Page 3 at the bottom refers to the butterfly settings!
      http://www.demoncarbs.com/Assets/doc.../LIT350rev.pdf
      Just checked, looks like pencil tips, they are all equally set relevant to the butterflies.

      Wikus
    1. 78_Tahiti's Avatar
      78_Tahiti -
      Sounds like you're ready to install, warmup, and take a test flight! Check you total ignition timing. 32-34 max total!
    1. Jet Mad's Avatar
      Jet Mad -
      Quote Originally Posted by 78_Tahiti View Post
      Sounds like you're ready to install, warmup, and take a test flight! Check you total ignition timing. 32-34 max total!
      I am running a MSD Ready to Run Dizzy, the current set up with the factory fitted 21* stop bushing will give me a total advance if set at 15* initial = 36*

      There are several stop bushings in the kit, I will have to fit the 18* bush to give me the following: 15* initial + 18* stop bushing = 33* Total

      Also in the kit is different springs to either slow the advance curve or speed the curve up to hit the total timing at different rpm's - I am confused on these to say the least.

      The springs fitted now is for a slower advance.

      I searched where you mentioned the spark plug type and gap, could not find it: please post again.

      http://www.cpperformance.com/Instructions/120-83506.pdf

      Any ideas Steve?

      Wikus
    1. 78_Tahiti's Avatar
      78_Tahiti -
      If you're running the early D0VE-C heads. These run the large 7/8" spark plugs. the Autolite 45 or NGK 2438 are a good heat range plug to start with. About the ugnition timing curve. The 460 likes the advance in pretty quickly, full advance by 3000 rpm makes a 460 very snappy! My current setup is 16 at idle and 33 degrees total at 3050 rpm.