Ford 460 - Hands On In spite of our reputation as Chevy-worshipping fanboys, we really do appreciate diversity here at CC. Therefore, we'd be remiss if we didn't include a big Ford 460 build in this Budget Big-Block issue. The build we initially had lined up didn't work with our deadline, but fortunately, Brian Hafliger of IMM Engine and Dyno in Indio, California (and builder of the Dodge 400 in this issue), had a customer with a Ford 460 that needed to be rebuilt. Brian's customer will use this Ford 460 engine in his off-road racing truck and needs it to make max power somewhere between 4,000 and 5,000 rpm. He also needs it to get good gas mileage. Of course, good is a relative term--his previous 460 struggled to average 3 miles per gallon. These constraints affected the choices Brian made when picking parts such as the cam and the intake manifold, but we still like this build because, like the Dodge, there are no exotic parts in this recipe, and it's something any of our readers can build at home. This is the biggest displacement engine of the issue, and we're expecting the highest horsepower and torque from it. The price of the build will also likely be the highest because we're using aftermarket cylinder heads here, unlike in the Dodge and Chevy engines. Use this build as an outline for planning a 385-Series big-block Ford of your own. No matter what, a 460 offers huge potential for big power numbers. For this version, we stuck with a simple 0.060-inch overbore and used the stock crankshaft. After all, the crank looked good, as did the main bearing saddles, which were all in alignment. The new 4.420-inch bore size increases the displacement to 473 ci. Random factoid: The 429 and 460 are the two members of Ford’s 385 engine series. They were manufactured at the Lima Engine Plant in Lima, Ohio, and were in production between 1968 and 1997. We’ve seen dozens in the local self-service junkyards here in Los Angeles. Get one from a truck for cheap. For this version, we stuck with a simple 0.060-inch overbore and used the stock crankshaft While mocking this block up, Hafliger found that the deck surfaces were neither parallel with the main journal bore nor were they the same front to back. No worries, though—he intended to zero-deck the block, anyway. While mocking this block up, Hafliger found that the deck surfaces were neither parallel w The big-ticket items for this build are Trick Flow Specialties’ Power Port 290 cylinder heads. Brian chose them for this application because they have slightly smaller port sizes than some other aftermarket heads. The smaller ports raise velocity into the cylinders and offer a good compromise between power and fuel economy. With a potential for max valve lift of 0.650 inch, these things can accommodate a really big cam. The big-ticket items for this build are Trick Flow Specialties’ Power Port 290 cylinder he Production 460 cylinder heads suffer from very restrictive exhaust ports. Not so with the ports on these Trick Flow castings. The exhaust runners measure 130 cc, but the raised exhaust-port location requires the use of a Cobra Jet header. Production 460 cylinder heads suffer from very restrictive exhaust ports. Not so with the Those are 2.200/1.760-inch valves in 74cc combustion chambers. They come with a three-angle valve job, manganese bronze guides, and Viton seals. The intake runner measures 290 cc. Those are 2.200/1.760-inch valves in 74cc combustion chambers. They come with a three-angl We ripped this chart off of TFS’ website. While it’s good to be skeptical of manufacturers’ numbers, based on our firsthand experience with Trick Flow’s heads, we have no reason to doubt them. If you can afford these heads, they are a great buy with the potential to make tons of power. On a lower budget? Look into Ford Racing’s M-6049SCJA Super Cobra Jet or Edelbrock’s 60669 Performer RPM heads. We ripped this chart off of TFS’ website. While it’s good to be skeptical of manufacturers Aftermarket rocker arms are a good investment for this build considering the sustained 4,500 rpm this engine will see in competition. While manufactured to the original 1.73:1 ratio, Trick Flow’s rockers are a lot sturdier than the OE stamped steel rocker arms. Aftermarket rocker arms are a good investment for this build considering the sustained 4,5 Hafliger told us the stock connecting rods in 429/460 engines are weak and should be replaced in any performance build. Scat provided this set of forged H-beam connecting rods. They are bushed for a floating wristpin. Hafliger told us the stock connecting rods in 429/460 engines are weak and should be repla Another weak part worth replacing is the stock oil-pump drive. It can snap off, leaving you with no oil pressure and a junk engine. IMM recommends ARP’s oil-pump drive. At just $18, it’s cheap insurance. Another weak part worth replacing is the stock oil-pump drive. It can snap off, leaving yo Though this is a race engine, there is no need for forged pistons. Keith Black’s hypereutectic pistons are more than up to the task. This combination of flat-top pistons, 74cc chambers, zero deck, and Cometic’s MLS head gasket with 0.043-inch compressed thickness yields a compression ratio of 12.4:1. Though this is a race engine, there is no need for forged pistons. Keith Black’s hypereute “This manifold is a work of art,” Hafliger says of Edelbrock’s RPM Air Gap for 429/460 engines. It accepts either spread-bore or square-bore carbs and mounts to the standard intake port locations. The air-gap feature will be beneficial considering the truck will race in hot, desert conditions. “This manifold is a work of art,” Hafliger says of Edelbrock’s RPM Air Gap for 429/460 eng Here’s our 460 ready to run on IMM’s DTS engine dyno. Ignition consists of MSD’s Pro-Billet distributor and 8.5mm wires. We used Holley’s 950hp carburetor and a pair of Hooker’s Super Competition headers designed to fit Cobra Jet cars (Summit PN HOK-6201HKR). We didn’t include the carburetor and headers in the price list because those choices vary per application. End Here’s our 460 ready to run on IMM’s DTS engine dyno. Ignition consists of MSD’s Pro-Bille SOURCES Hooker Headers 704 Highway 25 South Aberdeen MS 39730 662-369-6153 www.hookerheaders.com IMM Engines Indio CA 760-347-5493 www.immengines.com Trick Flow Specialties 1248 Southeast Avenue Tallmadge OH 44278 330-630-1555 www.trickflow.com United Engine & Machine Co. Carson City NV 800-648-7970 www.kb-silvolite.com Cometic Gasket, Inc. 8090 Auburn Road Concord OH 44077 440-354-0777 www.cometic.com By John McGann Enjoyed this Post? Subscribe to our RSS Feed, or use your favorite social media to recommend us to friends and colleagues!