Ford Big-Block Crate Engines

HOT ROD

Ford Big-Block Crate Engines

HOT ROD 12/05/2021 23:00:38 Johnny Hunkins,Hot Rod Archives

a person on a motorcycle: 001-big-block-ford-460-freelander-race-engines-2013-emc

The biggest secret in big-block power remains a secret to most engine builders.

Ford big-block crate engines are best considered in a historical framework. Big-block V-8 gasoline engines are a relic of the 20th century, and for this reason they are the poster child for everything we love about hot rodding. Produced in copious numbers for use in fullsize passenger cars, motor homes, factory muscle cars, and hard-working trucks, the big-block engine was the workhorse of its day. Virtually every major domestic automaker had one in its stable, and the Ford 460 (385-series or Lima designation) was arguably the best of the breed.

Due to their displacement, big-block engines were the most prodigious power producers of their day, but today, smaller engines like the Ford Coyote, Dodge Hemi, and GM LS produce more power per cubic inch and more power per unit of mass. This makes newer small-block engines the current favorite for modification in high-performance vehicles. You may well ask, why is this? A larger-displacement engine ought to have the advantage, what gives?

Big-Blocks and the Torque Myth

Displacement alone doesn't promise that a Ford big-block crate engine will have more power-more air and more fuel does that. In the case of older big-block engine families such as the Ford 460, airflow limitations are the bottleneck, specifically the cylinder heads. Fortunately, the Ford 460 has the greatest upside potential of all the vintage big-blocks, and here we're specifically talking about a group that also includes the big-block Chevy, big-block Mopar B- and RB-series, as well as larger-displacement versions of Pontiac, Buick, and Oldsmobile engines.

The big-block engines of yesteryear run into power limitations because their port flow and valve curtain area can't satisfy the swept cylinder volume without inflicting massive pumping losses at higher engine speed. This limitation affects Ford big-block crate engines, as well. You've heard the following attribution applied to any number of big-block engine families: "These engines are torque monsters." What is really being described is almost universally a lack of flow-and thus power-at higher rpm. Large-displacement engines commonly run out of steam early due to long strokes, narrow bores, small valves, and pinched or kinked intake runners-but not all big-blocks suffer these maladies equally.

The Ford 460: Last but Best

As a latecomer to the big-block wars of the 1960s, the Ford 385-series (429/460) had begun addressing the typical big-block flaws, and its designers baked in some of the fixes that dogged other big-blocks, namely low deck height, narrow bore diameter, and short cam height. The Ford 460 takes the lead in key areas with the most internal real estate afforded by its large 4.900-inch bore spacing, standard 4.360-inch bore, 10.300-inch deck height (only the Mopar is taller at 10.725 inches), a skirtless block (great for stroker clearance), and a raised cam tunnel (helpful for clearing large strokes). Ford quickly adapted the 385-series to racing with the development of the Boss 429 engine, but the hemi-headed 429 was a limited production item. (Just 1,359 Boss 429 engines were factory installed in 1969 and 1970.) Unfortunately, the clock ran out on the rank-and-file 429/460, which is used as the basis for all Ford big-block crate engines today. The Ford 460 never received proper high-performance cylinder heads until well after factory production of the 385-series ended.

The Ignorance Factor

For all practical purposes, the factory 460 is a power-ready, air-hungry short-block-all it needs is a good set of cylinder heads, an intake that can support those heads, and more cam. Building a 460-based Ford big-block crate engine in the 500-to-600-hp range is comically easy, so why aren't more engine builders doing this? First, the obvious: The big-block Ford was used mostly in trucks for decades, and its undeserved lo-po reputation was burnished by laughably undersized cylinder heads. More tellingly, engine builders assemble engines that their paying customers want, and when customers and engine builders are ignorant of the benefits of the Ford 460, fewer of them get built. Their missed opportunity, however, can be your gain.

Cylinder Heads for the Ford 460

For those who want to go the Blue Oval route and build a Ford 460, there are induction options that can easily deliver power over the 500-hp level (some well over that mark). A good set of aluminum cylinder heads will take weight out of the equation, improve cooling efficiency, and most important, improve breathing. Edelbrock offers the Ford 460 Performer and RPM Cobra Jet head, Trick Flow Specialties offers its Ford 460 PowerPort head in 290cc, 325cc, and 360cc intake port volumes, Air Flow Research has some excellent offerings in its Bullitt line of big-block Ford products including its 280cc, 295cc, and 315cc intake port head, and big-block Ford specialist Jon Kaase Racing Engines has the P-51 big-block Ford 460 head.

Intake Manifolds for the Ford 460

On the performance intake manifold side, offerings for the big-block Ford 460 include Edelbrock (Performer 460, Performer RPM, Torker II, and Victor), Trick Flow Specialties (Track Heat for 4150-style carb, R-Series for the A460 head with 4500-series Dominator, and R-Series for 4500-series Dominator with all other Trick Flow 460 heads), Air Flow Research (Bullitt single-plane 4150 carb and Bullitt single-plane 4500-series Dominator), and Weiand Stealth (dual-plane with standard heads and dual-plane with CJ and SCJ heads).

Big-Block Ford 460 Crate Engine Options

With so many good bolt-on induction parts available for the big-block Ford 460, there should be piles of great 460 Ford big-block crate engines, but there are remarkably few. Of those we found for this story, only three Ford big-block crate engines are built for outright street performance, with the balance of them essentially being job-shop refurbs of truck and passenger-car origin. That's OK, because we've already provided you with the serious performance bolt-ons (above) as a head start when you're ready. Let's look at a half-dozen 460 big-block options, plus one FE big-block crate engine for comparison.

S&J Engines Ford Big-Block Crate Engine, Asking Price $2,056

We don't normally list stock rebuilt engines in performance guides, but the factory short-block is so strong that you'll be fine after bolting on some upgraded induction. S&J Engines (Spokane, Washington) uses a stock block (casting D9TE-AB) with stock iron cylinder heads (casting E7TE-BD or F3TE) and a stock cast crank (3Y, 3YA, or 3YB) for its stock replacement partial long-block, which S&J says is a direct drop-in for 1989-to-1993 Ford trucks with one-piece oil-pan gaskets. (You'll get new stock-type cast pistons pressed onto the reconditioned stock forged rods.) As delivered (and completed with your stock Ford truck ignition, fuel system, and induction), this Ford big-block crate engine delivers 225 hp and 390 lb-ft of torque. When you're ready, upgrade your heads, intake, and cam to awaken the beast within. Includes 7-year/100,000-mile transferable warranty.

Mabbco Enterprises Ford Big-Block Crate Engine, Asking Price $2,189.99

With an 81 percent positive feedback rating from its eBay store, you may want to ask a few questions before hitting the Buy-It-Now button on this stock rebuilt Ford big-block crate engine from Mabbco Enterprises (Tyler, Texas), but provided they do all the basic stuff right, you'll have a stock rebuilt 460 ready to roll much in the same vein as the S&J Engines partial long-block above. For an extra charge, Mabbco can upgrade the 460 with moly rings ($35), high-compression flat-top pistons ($199), new fuel pump eccentric ($19.95), HP valve springs ($60), or double-roller timing set ($85). Built on a 1968-to-1978 core (D1VE casting block, 2Y casting crankshaft), the Mabbco Enterprises partial long-block will need completion with your tin, intake, ignition, fuel system, carb or EFI, and externally balanced damper. There is no core charge, and it includes a 90-day limited warranty.

EBay Store SE Performance 557ci Ford Big-Block Crate Engine, Asking Price $5,999.99

From the Fresno, California-based eBay storefront of SE Performance comes this interesting offer for a half-completed 557-cubic-inch stroker Ford big-block crate engine. The seller claims 675 hp and over 700 lb-ft of torque-not a problem if the aluminum cylinder heads really are Cobra Jet or Super Cobra Jet heads (markings for such a designation appear to be missing from the heads). With no camshaft installed, it seemed premature to torque the heads down prior to checking the P/V clearance, and it goes without saying that you'll be relying on the seller's selection of the correct pistons (CJ and SCJ heads require specific piston crowns, and in this case Wiseco forgings are indicated). In any case, the forged rotating assembly and alloy cylinder heads are a huge plus. This could be a swinging deal for the right buyer with deep Ford knowledge-just ask lots of questions before hitting the Buy-It-Now button on this one-and-done offering.

Blue Monkey Performance FE Ford Big-Block Crate Engine, Asking Price $7,295

No, we're not trying to trick you-this is not a 385-series 460 big-block! It's a Ford FE engine (Ford's go-to big-block in the years leading up to the 460), and many classic Ford muscle cars used the FE in 390ci, 427ci, and 428ci form. (We thought it a shame to leave it out of a Ford big-block crate engine guide, so consider it a bonus.) The Blue Monkey Performance (Phoenix, Arizona) eBay store offers this stroked FE on a made-to-order basis in a variety of displacements, depending on the core's bore dimensions. Blue Monkey promises between 325 and 350 hp on this mostly stock FE, which employs an impressive 4.25-inch stroker kit. This Ford big-block crate engine includes an aluminum dual-plane intake manifold and works best with a 750 to 870cfm carburetor.

ATK 502ci Ford Big-Block Crate Engine, Asking Price $7,077

Based on a 1987-to-1993 production truck block, ATK's 502ci Ford 460 big-block crate engine packs quite a punch with 545 hp and 595 lb-ft of torque. Sold under part number HP19, ATK requires a good 460 core in exchange (otherwise a $500 core charge applies), and all engines are built to order with a four-to-six-week waiting time. (Shipping is free.) Good parts are in evidence all around, starting with a Scat nodular iron stroker crank with 6.700-inch I-beam rods, 9.5:1 cast pistons, and performance flat-tappet hydraulic cam (253 degrees duration at .050-inch lift, .585-inch valve lift, 110-degree LSA). Edelbrock Performer RPM heads are used, and you only need to add your intake, carb, ignition, damper, and flexplate/flywheel to produce the advertised power. This is a solid value from a reputable builder of performance crate engines and includes a 24-month/unlimited-mile warranty.

Prestige Motorsports 521ci Ford Big-Block Crate Engine, Asking Price $10,499

As we move up the Ford big-block crate engine ladder and over the $10K barrier, we get to the eBay store of Prestige Motorsports. This partial long-block (part number F521-HR-C1) delivers 550 hp with a forged rotating assembly bumping displacement to 521 inches. This comes from a 4.300-inch stroke forged crank, 4340 forged H-beam rods, and forged JE or SRP 10:1 pistons with a 4.39-inch bore. Prestige activates the valves in the Edelbrock Performer RPM heads with a proprietary-spec hydraulic roller cam, and a fully rollerized valvetrain (including Scorpion rocker arms) is employed. For an additional $5K, you can get your Prestige Hot Rod Series 521ci big-block Ford crate engine as a complete turnkey long-block (Edelbrock Victor EFI intake, dual-synch distributor, ignition coil, Holley Terminator X EFI), or you can get just the forged 521ci short-block here for $4,299-also a smoking deal.

Ford Performance 572ci Ford Big-Block Crate Engine, Asking Price $15,599.99

In matters of the Ford 460 big-block crate engine, it's hard to beat Ford Performance and all the knowledge and quality these folks bring to the party. When casting a net for the company's wildly popular 572ci Ford crate engine with 655 hp (part number M-6007-572DF), you'll want to stop first at Ford Racing Parts Direct, which sells the normally $17,795 crate engine for the astounding price of $15,599.99 here. The beefcake begins with a new Siamese-bore M-6010-A460 block loaded with a 4.50-inch stroke Scat forged crank, and Diamond forged 10:1 pistons in a 4.50-inch bore. A hydraulic roller cam (259/263 degrees at .050-inch lift, .649-inch lift) activates 2.20-/1.76-inch valves in M-6049-SCJA alloy heads via Crower stainless steel rocker arms. An Edelbrock Victor single-plane intake is fed by a Holley Avenger 870cfm carb, and ignition is handled by an MSD distributor and 9mm Ford Racing wires. Other goodies include heavy-duty Jon Kaase Racing oil pump, SFI-spec damper, high-capacity front-sump oil pan, Ford Performance aluminum valve covers, and roller timing chain.

MSNHOT ROD

jeudi 13 mai 2021 02:00:38 Categories: HOT ROD

Article précédent << >> Article suivant