want to due mild build with 1969 ford 460 what is needed

One of the requests that we get over and over again is 'More Engine Builds'. Well, you got your wish with this build of a 550 hp 408ci small block Ford by Ford Operation Solutions featuring Edelbrock Victor Jr. heads. Owner Troy Bowen used his over 15 years of engine edifice experience and got in affect with the manufacture leaders to come up with a engine combination that would make 550+ hp, run on pump gas, and be fully streetable — all without breaking the banking company.

When building a custom-built stroker 351W – there are literally millions of options. From block decisions, to rotating assemblies, to cylinder heads; it's hard to know where to beginning. We recollect a good place to offset is a good reputable engine builder that spends his every week creating engine combinations from wild to mild. Our guy: Ford Operation Solution's Troy Bowen.

We gave Troy 4 basic parameters to piece of work with when nosotros started to pattern out our 351W.

1. Don't accident the budget, but don't scrimp. Brand it affordable.
2. Looking for 550-600 horsepower on pump gas
3. Everything "off the shelf" No exotic or custom components.
4. Use a carb and hydraulic cam.

Nosotros spoke with Troy for about an hr on the phone every bit he started to come up with a game plan. For the short-block, nosotros would use a stock block 351W with a girdle to go along the price downward, along with a steel crank and rods that would dial the engine out to 408 cubic inches. SRP pistons and JE Pro Seal rings would brand an affordable one-2 punch.

For the long-block, Troy selected a total compliment of Edelbrock goodies: CNC ported Edelbrock Victor Jr. heads, Edelbrock Super Victor Intake, plus Edelbrock valve covers and air cleaner. A Quick Fuel carb would tiptop the intake.

Hither is the quick run down on the parts we came up with.

Ford Functioning Solutions' 408 cubic inch Pocket-size Cake Ford – Build Essentials

Block: Post 1971 351 W Block, .030 Over, Fully Machined by FPS
Crankshaft: RPM International, 4340 Nitrated, 4.00 Stroke, 2.100 Journals
Rods: RPM International, H-Beam 4340 Steel
Hardware: ARP Bolts
Pistons: JE SRP Professional Pistons
Piston Rings: JE Piston Rings; i.ii mm top ring, i.5 mm Napier second ring, three.0 mm oil band
Oil Pan: County Oil Pan
Heads: Edelbrock Victor Jr Heads, CNC Ported by Edelbrock and Assembled
Intake Manifold: Edelbrock Super Victor Intake
Carburetor: Quick Fuel Carburetor
Gaskets: SCE Gaskets
Camshaft: Comp Cams Xtreme Energy Camshaft; Lift: .576 Intake, .600 Frazzle; Duration @ .050: 242 Intake, 248 Exhaust; Lobe Separation: 110.0
Lifters: Comp Cams Lifters
Push Rods: Comp Cams Hullo-Tech, 5/sixteen″ Diameter, 8.150″ Length
Valve Springs: Comp Cams Valve Springs
Rocker Artillery: Harland Sharp Rocker arms
Balancer: Professional person Products Balancer
Extra Goodies: FPS Girdle, for increased lesser cease support; Edelbrock Valve Covers & Air Cleaner, for good looks!

The Short Block :

For this build, building a brusk cake around a adept used block made sense. We chose a premium early casting that was in good shape. Especially when you consider the prep that goes into these cake when they come into FPS. Non only exercise they get a shinny new paint job at the end of it all, fourth dimension is spent hot tanking, magafluxing, cleaning, and honing every surface to insure the blocks rigidity.

"Prepping the block is a large step in edifice an engine. It is the foundation of which everything is mounted to, and it takes the virtually abuse during combustion," Bowen explained. We were confident that this block would concur up to the power we are expecting to run across from this engine, and more then. This cake should exist proficient to effectually 600-675 hp.

FPS ready us up with a mail 1971 Windsor blocks, and for a good reason. "In 1972 Ford decided to boxing emission standards by lowering the compression ratio of these blocks. Instead of redesigning the engine, they merely casted the block with a taller deck height. That means nosotros tin squeeze more cubic inches out of our small block," explained Bowen.

FPS bored the walls of each cylinder out .030 over, bringing the total cylinder bore to 4.030 inches.

Camshaft

For the camshaft in this engine, we went with COMP Cams. COMP does a actually overnice job selecting the right cam for whatever engine. And so when we told them almost the rest of the components we were using, they fired over one of their Xtreme Energy Hydraulic Roller Camshafts. We spoke to Chris Mays from COMP to become all the facts on why this cam would piece of work well with our engine.

Chris explained, "when deciding which cam to apply in a street/strip motorcar, you beginning take to decide how much 'street' yous want out of the engine. That volition determine how aggressive the cam can be made." If your auto has a stick, then you can accept any "stall" speed you wish. (You lot simple press the clutch in and rev the engine to the desired speed.) COMP recommended a iii,000 RPM "stall" speed that their cam part number: 35-427-8 uses. This cam works very well with bolt on modifications such as headers, which is something most Trick owners take. It has a little fleck of a rough idle, just again that because we wanted a lilliputian less 'street' out of our engine.

Here are the other specs on the cam:

• Intake Duration at .050″: 242
• Frazzle Duration at .050″: 248
• Intake Valve Lift: .576
• Exhaust Valve Lift: .600

The Bottom End – Crankshaft, Pistons and Rods

Going in right nether the cam was a 4340 nitrated crankshaft from RPM International. This crank will spin our pistons to the tune of a iv.000 inch stroke. With 2.100 inch journals, this crank was right at home in our Windsor block.

To assist stiffen the bottom stop of our brusk block, FPS gear up united states of america up with one of their Premium Main Girdles. This billet chro-moly slice ties all five mains together to help prevent crank walk and keeps the primary webbing of the cake intact. Troy clams that this girdle increases the strength and stability of the lower end of the cake past 40%.

We then stuck on a COMP Cams Timing Concatenation Fix. This gear has iii keys to provide any adjustment we might need.

SRP Pistons by JE

Nosotros chose a set up of SRP Professional Pistons that volition be sealed to the cylinder walls via a fix of JE pistons rings. We went with a flat summit piston to piece of work with our naturally aspirated set up. These pistons are forged from 4032 aluminum alloy that reduces the piston-to-wall clearance and will give us a quite stroke.

FPS fitted them with JE Pro Seal i.2 mm pinnacle ring, 1.5 mm Napier 2d ring, and a 3.0 mm for the oil band. The 1.ii mm top band is a design that SRP took from modern engines and retrofitted them to work with our older minor block. It give us a more durable band package that volition help keep our engine out of the repair store.

SRP Professional Piston JE Ring Package:

• i.2 mm Top Ring
• ane.v mm 2nd Ring
• iii.0 mm Oil Ring

Tying the pistons to the crankshaft, are eight RPM International Rods. These rods are an H-Beam blueprint that are forged 4340 steel. They are designed to use ARP's 8740 Cap Screws which are a 7/16th bolt that is designed to concur up to 200,000 psi – more than enough for this application.

Oil Pan

To seal the oil pan, and all other areas requiring a gasket, we used SCE Gaskets. SEC has gaskets and kits of gaskets for a number of late model and classic engines. This makes it like shooting fish in a barrel when ordering as yous are always sure you have the right gasket for your awarding.

To concord the oil under the block, we went with a Canton Racing Products street/strip oil pan. The pan has an extra deep sump that measures 9 inch deep past seven inch long sump that gives this pan a total oil capacity of 7 quarts. It also helps this aluminum pan catch as much air equally possible passing under the automobile to aid cool the oil waiting to be cycled throughout the engine. At that place is a provision for one of Canton'southward Pan Mounted Dipsticks, that fashion we can encounter exactly how much oil is in the pan.

Lifters – COMP Retro Fit Kit

Being that the cam we are using is a hydraulic roller cam, you dice difficult Ford fans will note that the 302 engine family, including the 351 Windsor, did not come with a hydraulic roller cam option. You would exist correct. Then why are we sliding a hydraulic cam into an engine not designed to utilize 1?

Hydraulic cams are able to outlast and now recently, out perform their flat tappet counterparts. "If you tin can take your cake and eat information technology too, that'southward always a bonus," every bit Chris says. COMP Cams is enlightened of this and that is the reason they developed a kit that allows you to slide in a hydraulic roller into these older engines that were not designed to accept them. The kit we used features a spider like designed support bracket that screws into the bottom of the lifter valley.

In one case the bracket is installed, we moved correct into the install of the lifters. The lifters nosotros used were specifically designed for use on a hydraulic roller cam. The High Energy lifters are an OE style pattern and will work perfectly with our camshaft. They installed very rapidly as all nosotros had to practise was drop them in and tighten downward the bracket once and for all.

Balancer

To keep our rotating mass in balance, nosotros installed a PRW Performance Quotient Series Fluid Damper. Inside this piece, is a steel inertia ring that is encapsulated by loftier viscosity silicone gel. The band floats in the get to reduce engine harmonics beyond the RPM band. Outside are like shooting fish in a barrel to read timing marks and the e'er important SFI canonical marker.

The Long Block: Edelbrock Victor JR CNC Heads

For our Ford, we wanted to build a really trick set of heads so we could really pump some power out. We started out with Edelbrock's Victor Jr Heads that were completed CNC Ported by Edelbrock.

These heads get out the spark plugs and the valves in the stock general location, but everything else has been tweaked for more than performance. We got in affect with Rick Roberts, an Engineer from Edelbrock, to find out more well-nigh these heads.

Edelbrock CNC ports the intake and exhaust ports on these heads to a shine 210 cc on the intake side, and 75 cc for the exhaust. The entries and exits are CNC matched to the gasket and composite from there. The overall full combustion chamber on the Victor Jr'southward were 60 cc on our application, but Edelbrock too has a 70 cc version for those running turbos or other forms of forced induction.

These heads are the primal to how this engine is going to brand big power. "It all comes down to air need," says Roberts on the sizes of the runners and combustion chambers, "These would work neat with a pocket-size engine turning a lot of RPM or a large engine at moderate RPM. This head could be on a dedicated strip engine or equally at home on a street engine." FPS confirmed this also. "These heads will really shine the higher the RPMs go with the size engine we built," says Bowen. Those big runners and smooth transitions will make getting the air fuel mix into the engine piece of cake, that means less ability lost in the engine and more for the tires.

Our heads came complete with valves already installed, but Edelbrock as well has a version blank if you have your own special valvetrain to add. Our valves measured 2.05 on the intake, and 1.lx for the frazzle. We used a set of COMP's dual springs to provide the closing power for our valves. COMP recommended a 160 lb. 1.880 bound for utilise on the intake valve and, a iii.95 lb. ane.35 spring for the exhaust.

FPS was kind enough to bolt the heads up to the Super Menstruum 600 flow bench they have at FPS to see what they would practise. The results were very nice. Check out the results on the flow graph. Keep in mind that these tests were done with no pipes bolted upwards to the frazzle ports. Doing so would add 15-20 CFM.

Here is the menses graph from our heads.

Valvetrain – Harland Sharp

To actually go these heads rocken, nosotros choose Harland Sharp Victor Jr specific shaft style rocker arms. We spoke with Randy Becker, Jr of Harland Sharp to become the facts on the shaft style rocker artillery.

"Shaft style rocker arms offer improved stability and eliminate flex in the rocker stud and girdle," said Becker. "Information technology lets yous push the limits of the cam in high-lift race engines." He as well went on and explained how shaft fashion rocker arms offer more fabric in the mounts and other components compared to stud mount rocker arms.

"It as well gives meliorate geometry, which is why a shaft system tin concluding longer in a loftier RPM engine." Made sense to united states. Plus, more valve lift due to less deflection is a bonus. Although our engine did non accept a radical cam, this is insurance for the present, and gives u.s.a. a stout rocker arm for the futurity.

Made from 2024 aluminum T3511, these rocker arms are very rigid. We stuck with the Ford one.half-dozen rocker arm ratio for our Windsor. When selecting what ratio you should run, Randy says option your cam first. Then pick up the cam card and give them a telephone call. They will assist you select the right set of rocker arms and the ratio for them using the info about the cam.

Capping off our valve train was 16 pushrods from COMP. Their Hello-Tech Pushrods are a one slice design that is made from chrome molly. We selected their standard length offering in a 5/sixteen inch size to work with our Victor Jrs. They slid right in as nosotros started to mate the rocker arms with the heads.

Intake Manifold: Edelbrock Super Victor 351W

To distribute the air fuel mixture to each cylinder, nosotros went with the Edelbrock Super Victor Intake. This aluminum intake is designed to work uncommonly well with afterward market heads such every bit the Victor Jr Heads nosotros are using. The runners are a iii.20 square-inch cross sectional design. This intake works well for everything from a loftier RPM race engine to the 6,500 RPM big Windsor we are using.

Carburetor

Finishing off the mechanical portion of our build is the Quick Fuel Applied science Q Series Carburetor, in a 950 CFM size.

These carbs are offered in both race and street/strip models with CFM ranging from 650 to 1050. They recommend the Q-950 model for our Windsor. This starts with a 950 cfm Proform main body that is made from billet aluminum. This is a high cease carb that features billet metering blocks and has a street price of around $650.

Quick Fuel likewise makes a diverseness of carbs designated for Street, Street/Strip, Drag racing and Circle Rail depending on your engine combination. You really need to give them a phone call then they can spec out a carb for your verbal combination. One of the best features of our carb was the fact that Quick Fuel set it up already with a dandy baseline setup for our engine:

Primary Main Jet: 78
Primary Nozzle: 33
Secondary Jet: 86
Secondary Nozzle: 35
Pri Idle Air Drain: seventy
Needle & Seat: 120
Hi Speed Drain: 32
Ability Valve: 4.v

The Finishing Touches

The final thing we needed to cap off our build was a set of valve covers and an air cleaner. Nosotros used Edelbrock's new Victor Series Valve Covers and Air Cleaner. We are really in love with the stop on both of these parts. The valve covers are offered in two different sizes and fit most 302 and 351 Windsor-based engines.

These include breather holes on the driver side which we filled using a black satin sabbatical to match. The air cleaner too comes in the black satin stop and is offered in two different sizes. Install on both of these were very straight forrad and after a few more final checks, information technology was time for some completed photos.

The best part of the build in my heed, putting that last part on the engine.

Set up to exist plugged into a Fob Body.

Looks expert from all angles!

At this point many would await to encounter utilise bolt this 408 up to an engine dyno to meet what kind of power numbers information technology could produce. Not the case this fourth dimension. We are going to stick this engine under the hood of a Flim-flam Body Mustang, and so move it to our DynoJet to see what information technology can practice. While we don't expect to see whatever more than than 500 hp at the wheels, that is nonetheless miles ahead of the tired onetime 5.0 Fifty that was originally in our project auto. Stay tuned every bit we plug this engine into the motorcar and strap information technology up on the dyno!

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Source: https://www.fordmuscle.com/tech-stories/engine/408ci-small-block-ford-engine-550-hp-build/

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