We started by masking off...
We started by masking off the engine, then we primered it with a PPG DP40 etching primer. We allowed the primer to dry over night, then scuffed the primer and painted it with PPG Chrome Yellow Deltron toner to match the car its going to be used in.
Before we assembled the engine,...
Before we assembled the engine, we laid all the parts out in order. This makes assembly much easier and faster. We ordered all of the engine parts from Summit Racing.
We started by installing the...
We started by installing the main bearings (PN FEM-4907M10) with the oil groove in the block. The thrust bearing is used in the center of the block, as seen here.
We inserted the rear main...
We inserted the rear main seal, oiled the bearings, then gently placed the crank into the main journals.
We inserted the bearings (PN...
We inserted the bearings (PN FEM-4907M10) into the main caps, then installed the caps. Notice the little arrow that indicates the front of the cap and the number which indicates the journal position.
The main caps were installed,...
The main caps were installed, then we torqued the mains in a series of three settings starting with 60 and working our way up to the desired 90 lbs-ft.
We installed the rod bearings...
We installed the rod bearings (PN FEM-3360CPA10) in the rods and caps, then using a ring compressor, we installed the hypereutectic 0.030-oversize pistons (PN STL-H535P30), tapping on the top with a wooden-handled hammer. The pistons have a notch in the top that indicates the front of the block. We started with the Number One piston, as indicated here. Federal-Mogul rings (PN SLP-E-296K030) were used.
We avoided any chance of scratching...
We avoided any chance of scratching the crank by placing rubber caps over the rod bolts. If you dont have caps, a few pieces of rubber vacuum hose can be used. These caps were included in the Summit Racing kit.
The rod bolts were tightened...
The rod bolts were tightened snug first, then they were torqued to the desired 45 lbs-ft. Although you cant see the rods well in this photo, the truck engines used the same large high-strength rods used in the 429 Cobra Jet engines.
The Competition Cams (PN 34-330-4)...
The Competition Cams (PN 34-330-4) camshaft was installed next. The cam features a 0.515-inch intake lift with 275 degrees duration at 0.006 lift and 0.541-inch exhaust lift with 285 degrees duration at 0.006 lift. The lobe separation is 110 degrees. According to Competition Cams, this is a high-performance street cam with superior high-end power and will deliver a choppy idle.
The 460 engine uses a cam...
The 460 engine uses a cam plate to hold the cam in place. Its a good idea to lube the inside of the plate before installing it, and a little thread-locking compound will keep the bolts from loosening up.
We aligned the Competition...
We aligned the Competition Cams double roller timing chain dot to dot, then installed the cam concentric for the fuel pump. The timing chain was included in the kit we ordered (PN SK34-330-4).
After all of the pistons were...
After all of the pistons were installed and the rods were torqued, we installed the Sealed Power oil pump (PN SLP-224-41139V) and pickup screen that we also got from Summit Racing.
A close look will reveal the...
A close look will reveal the Ford Motorsport/SVO high-performance distributor drive rod. Installing this high-strength unit is a simple precaution that could save the engine.
We installed the timing chain...
We installed the timing chain cover using ARP chrome 12-point bolts. It was part of ARPs 429/460 dress-up kit.
We installed the Fel-Pro pan...
We installed the Fel-Pro pan gasket and seals prior to installing the oil pan.
Since this engine will be...
Since this engine will be used in a 40 Ford, we wanted to dress the engine up a little bit, so the original pan was sent to Astro Plating for high-quality chrome-plating. It was connected with ARP chrome 12-point bolts.
The Fel-Pro head gaskets were...
The Fel-Pro head gaskets were installed, then we installed the polished aluminum Cobra Jet heads (PN M-6049-B429). The Ford Motorsport heads come in a standard cast finish, so we had them polished by Stubblefield Polishing in Paramount, California.
Our young assistant, Wild...
Our young assistant, Wild Bill Buring, used all his muscle to torque the heads down to the desired 120 lbs-ft. Check out the polished Cobra Jet heads and the large intake ports.
Bill installed the Competition...
Bill installed the Competition Cams hydraulic lifters, then inserted the pushrods. He wanted to learn how to build an engine, so we gave him the opportunity to give it a try.
We equipped the engine with...
We equipped the engine with Competition Cams roller rocker arms (PN 1045-16). The blue-anodized aluminum rockers are strong enough for high-rpm racing, but work great on the street, as well. Notice that the heads are equipped with guide plates.
A close-up view of the rockers...
A close-up view of the rockers shows the Allen head set screw that will keep the bolts from loosening up. Notice the canted valve arrangement, which is very similar to the big-block Chevys.
We installed the Fel-Pro intake...
We installed the Fel-Pro intake manifold gaskets, then carefully put the polished Ford Motorsport/SVO intake manifold (PN M-9424-G429) in place.
The intake manifold was topped...
The intake manifold was topped off with a Barry Grant Silver Claw carburetor (PN 6402010GP).
The carburetor has been specially...
The carburetor has been specially designed by the company to deliver top performance at a reasonable price.
Bill finished off the carb...
Bill finished off the carb installation by installing the Barry Grant braided steel fuel line (PN 140005).
The timing chain cover and...
The timing chain cover and water pump were secured with ARP polished stainless steel 12-point bolts, which were part of their 460 Ford dress-up package. We had the pulleys chrome-plated at Astro Plating in Van Nuys, California.
We set the rotor to Number...
We set the rotor to Number One position, lined up the distributor with the pump drive, then dropped the MSD electronic distributor (PN 8580) in place. It will be used in conjunction with an MSD 6A ignition control box.
The heads were topped off...
The heads were topped off with a set of Ford Motorsport/SVO aluminum valve covers (PN M-6582-A460). They have a tall design that will clear the aluminum roller rockers and a stud girdle without a problem.
Exhaust will be handled by...
Exhaust will be handled by a set of Sanderson block hugger headers (PN FF460) with aluminum high-heat coating.
They are bolted to the engine...
They are bolted to the engine with ARP polished stainless steel header bolts.
We will be using an electric...
We will be using an electric fuel pump, so we got a Ford Motorsport/SVO fuel pump block-off plate.
In the late 60s, Ford faced a serious threat in NASCAR racing from Chryslers strong-running 426 Hemi engine. Fords 427 was powerful, but the older design was no longer a match for the deep-breathing Hemi configuration, so a new engine design was needed. In order to build a NASCAR contender, the engineers at Ford convinced management that a modern thin-wall casting big-block engine was necessary for the Ford passenger cars and trucks, and, while they were at it, the same engine could be used for NASCAR competition. The racing engine dubbed the Boss 429, was an aluminum hemi-head engine design with gigantic ports and valves for high rpm use.
Although the Boss 429 Hemi design worked great on the track, the large port heads were too big for street use, so the Ford engineers designed a different head for the passenger car engines. The new head design incorporated canted valves and was very similar to the big-block Chevy head design. The high-torque 429 engine was used in the big Fords and Thunderbirds starting in 1968, then in 1970 a high-performance version was used in the Ford Torinos and Mustangs. The 429 Cobra Jet engine was a great performer on the street and strip.
During this same period, the truck engineers wanted more torque, so they stroked the 429 to 460 ci and started using the engine for commercial applications. It continued to be used until the companys recent release of the new Ford V-10 engine. Since the 460 was used in thousands of trucks over the years, it can be found in salvage yards for a reasonable price.
The 460 engine has a lot of potential for street and competition use and can be a great street rod engine, but like the Chevy Rat motor, requires a large engine compartment, making it a good choice for a fat-fender rod or a classic truck such as an F-1 or F-100. We started with a truck engine for this buildup, then improved the engines breathing with a Competition Cams camshaft and new aluminum Cobra Jet heads from Ford Motorsport/SVO. The 460 engines can be built to produce plenty of torque and horsepower for street use, and they can also be very attractive engines with a little street rod detailing.