Big Block 460 Dyno!
ฝัง
- เผยแพร่เมื่อ 21 ส.ค. 2024
- Putting my home built 460 big block on the Dyno!
.030 over, block decked .020
Rocker Arm Spacers (.020): Scorpion Rocker Arm Shims SCP3220SM
Pistons: Silv-O-Lite Hypereutectic Pistons 3191H.030
Cam: Summit Racing™ Classic Camshafts SUM-3500
Lifters: JB-900 Melling Valve Lifter
Timing Set: Cloyes C-3079X Heavy Duty Double Roller Timing Set for Big Block Ford
Oil Pump: Melling High-Volume Oil Pumps M-84BHV-S
Oil Pan: Summit Racing Stock Replacement Oil Pans SUM-G3538
Oil Filter Adapter: Allstar ALL92003 OEM Style Engine Oil Filter Adapter for Ford 302-351W (fit the 460 fine)
Water Pump: DWP-459 Duralast New Water Pump
Headers: Hedman 89140 Standard-Duty Uncoated Hedders
Intake: Edelbrock Performer Intake Manifolds 2166
Carburetor: Holley 600 CFM
Gaskets: FEL-PRO FS 8265 PT-3 Full Gasket Set
Wiring Harness: Painless Performance Duraspark II Distributor Wiring Harnesses 30812
Distributor: BDLG-FD03 Duralast Gold New Distributor
Spark Plug Wires: 4850 Duralast Ignition Wire Set
Rear Cam Plug: 555-055 EXPANSION PLUG STEEL
If you plan to drive it on the street, keep the dual plane Edelbrock intake. The single plane will be a PIA in a heavy truck and isn’t fit with that type of cam shaft. 750 carb is a good upgrade. ;)
750 is good
But on dual plane intakes, more carb CFM is better.
Because you’re only drawing from two barrels of the carb.
850cfm 900cfm
Even on that engine.
The engine can handle it and use it
More torque down low
@@ElvinLeadfoot the intake design, single vs dual plane, does not change how many barrels of the carb is open or closed.
With the cam profile that is currently in the motor, the 600 cmf carb that is on it, and the dyno graph that is shown, it makes plenty of torque down low and is limited at the top end. A 750 would fit perfectly for the application. If the motor was to go in a jet boat to be operated at WOT then over carbing it with a 800+ would fine.
FWIW a boss 429 was fitted with a 735 cfm and had superior airflow from the intake, cam, and head design.
You’ll have to add a side exit exhaust. That engine is gonna be a beast
333hp 448trq is nice, but cnc heads n bigger cam are definitely needed.. Rev it to 6k rpm with a top end build, you won't lose any lower end trq, i promise..
Yes definitely room for improvement but happy with the start on a budget. I’ll definitely post more videos as this engine gets better upgrades.
@@cronedentside74 i do believe you will, still a good choice to have the 460 to build.. My lil 4.6L 2v 281ci v8 made 309rwhp 321rwtrq @5,447rpm.. Not bad for how small it it, imo..lol
Going over 500 foot pounds
500 hp
@@ElvinLeadfoot Sweet, what's your setup??
I enjoy your 460 content. Built my 460 with sum3500 cam, the recommended valvesprings, keepers, and retainers, and the same jb-900 lifters. Broke mine in in the truck the same way yall did yours, and it appears as though i have lifters faining or being chewed up.. have you had any problwms with your setup wearing as you have istalled it into the old truck? Thanks!
I don’t know if you’ve upgraded your intake/carb but I would highly recommend against the Holley sniper. I have installed 2 on customer cars (302 mustang, 396 nova), one on my own car (66 Chevelle 383 stroker), and a Fitech on a 75 f250 crew cab 4x4 460. Every single one of these I’ve installed have had nonstop issues. The Fitech has by far been the best because it has good drivability but it has constant hard starts that we can’t get tuned out of it. The snipers all start OK (except for the mustang which randomly won’t prime the fuel pump on cold starts which is clearly a software issue) but they have severe drivability issues. The nova likes to flood randomly and my Chevelle has the worst random lean spots I’ve ever seen- I’m actually worried it’s damaging my $4500 engine so I’m done driving it until I put a 750 Holley back on it. I’ll be cruising down the highway at consistent speed with 13.5:1 AFR and then all of a sudden it will go to 22:1 for no apparent reason. I hate my EFI and will be going back to a carb.
Thanks for the input! That’s good info to know. I upgraded to a 750 Holley but I left the intake the same since it’ll mostly be a street truck.
What’s the casting number on theses heads?
They’re D3VE heads that I lightly ported.
So what’s the compression ratio? I’m doing heads cam and intake on a stock 1986 460 , looking for a slightly bigger cam ,
My calculations came out to 9.3:1 for compression. I would definitely do a bigger cam than what I ran. Just remember to upgrade your valve springs as well!
@@cronedentside74 I’m looking into a cam kit from Lunati bare bones kit comes with everything needed just trying to get my factory compressor up , looks like I’m going to have to mill my heads down to 75cc try and get to 9.5:1 ish
@@richardkamowski4656 very nice. You could also take some off of the block deck if you wanted to get machine work done to it. But I get if you are trying to limit how many parts you have to take to the shop.
Im confused how this thing only made 330 with a cam and everything rebuilt i havent watched the video all the aay through did he barely rev it or something
A Low RPM High Torque Camshaft Sacrifices HP for all that low end Torque that is why they put them in Dump Trucks and Motorhomes until 1997.
It's a tiny cam. It's probably no bigger than stock.
I would have gone with around 218 duration at .050 for a low rpm truck motor. More torque and horsepower.
@@subzero18851 68-69 460's had 10 to 1 Compression Ratios and change the intake and Carb. a High Rise Intake with a Holley Double Pumper and you will add 200 more HP !
Why did the dyno computer list your engine as 434 cubic inches?
The stroke is actually 3.85” for a 460 and he typed in 3.59”. The computer uses the bore and stroke to calculate cubic inches so that’s why it’s lower. Just a mistake on the input.