89 460 efi f350

[NWFordtruckguy]

I spent last year sanding and painting my 89 F350, turned out awesome, now doing the interior. Next I want to do some mods to the EFI 460. Currently all stock, dual exhaust with a manual 5 speed. Great engine just need more power/torque to pull our trailer and gear. I'm thinking a set of headers to start. First question, short huggers or is it really worth the extra $ for long tri-y? I am also wondering if I can swap out the heads to some dove-c without too much trouble? Eventually i will pull and rebuild when my $ account gets rebuilt first. Thanks for any suggestions!

[40FordDeluxe]

Welcome to CHR! What gears are in your truck now and is it 2 wheel drive or 4 wheel drive? The 4wd may be more difficult to get long tubes through depending on height of truck etc. I can't help on the heads. But making it breathe can't hurt except for maybe worse mileage.

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[34_40]

Long tube headers should build torque better than shorties..
I haven't kept up with BBF heads. But I'll bet a set of AFR's can outflow any stock ford stuff!

[Matt167]

Your stuck with EFI heads if you want to retain factory EFI. Intake bolt pattern is different, but the heads are not bad actually. Biggest performance gain would be a 500+ CID stroker kit with the right pistons to get it to 9.5:1 compression or so and then you can put larger injectors in and tune it

[40FordDeluxe]

Before I'd spend money on a 500cid plus stroker kit, I'd be doing a 2 cylinder delete.

[NWFordtruckguy]

Two cylinder delete? You can do that on a older motor? Wait, what??

I'll get my differential ratio tomorrow, it is a 4x4. I've never paid to close attention to the ratio but probably do need to check it out. Thanks for all your input!

[34_40]

40Ford is thinking CUMMINS!


And it's not an un-sound idea either.

[techinspector1]

D0VE-C heads have ~75cc heads. Anything after 1971 is ~95cc's. 75's would raise the static compression ratio beyond the capability of using pump gas due to detonation. THINK TURBOCHARGER(S).

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[jerry clayton]

Ford in the SMOG era retared the camshaft 8 degrees-you can either use a crank gear from 69-70 to put it back forward or get one of the setups with multiple keyways and advance-I think that Coyles and Elgin have them-------I'd also go to a holley carb of 800-850 cfm and wouldn't worry about changing the cast manifolds to tubing headers-------one reason is the headers will tune to an short rpm range and you won't ever be in that range----

Just to give some support to this is----------I put the first 460 into a pickup in 1970-pull out of a 1969 Lincoln-many Ford engineers saw and/or even drove it at the races( not in competition) they finally got it into the 1973 model until 1979 IIRC --------

You need to set up dist with 10* (208 crank) and run total 36 at anything above 15-1800 and up

If you want to rebuild the block get pistons .015 over 4.375-piston forgings and rings are readily available for that size and get wrist pin size for BBC and bush the small ends of the ford rods down to that size---I think maybe it was a john deere bushing I used--------

[40FordDeluxe]

Two cylinder delete? You can do that on a older motor? Wait, what??

I'll get my differential ratio tomorrow, it is a 4x4. I've never paid to close attention to the ratio but probably do need to check it out. Thanks for all your input!

Most 460 equipped trucks had 4.10s. Moving up to 3.55s would help and these were offered stock. I had a 95 4x4 F350 that had a 460, ZF5, with 3.55s and it would do 12-14 on the highway when it ran decent. Most of the time it got 8-10. I ripped out that garbage and put a 5.9 cummins in it. It then got 20-22 and is still going strong out in Oregon. I never should have sold that truck.

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