need some FORD ammo, please

FalconEh wrote:http://www.enginediapers.com/    You will notice from the photo who their target market is !

WAAAAAAA

GT300TD wrote:

FalconEh wrote:http://www.enginediapers.com/    You will notice from the photo who their target market is !

WAAAAAAA

2 thumbs up!!

A dipper and a bowtie now that is there must be a lot of truth to the old saying!!

Ok 1-more...( Chev Guy(s)-CG)

CG blah blah blah Fords suck... I reply: Yeah well Chev has some really cool inventions like the HEI distributor which unlike the Ford duraspark allows you to SAFETLY grab the coil wire while touching the fender and not get shocked...really cool technology!

I accept no responsibility for this comment as it is meant as a joke, not for Natural Selection...although most of these guys might qualify for the natural selection 3-or more 1-will try

GT300TD wrote:Going to the dragstrip, points meet at National Trail Raceway in Columbus, Ohio Saturday. Going with my long time friend Bill who is a chevy guy but respects Fords. I'll be the ONLY FORD guy in 'chevy city....the conversation will eventually come to Fords.  Anything any one of you guys wish to share would be greatly appreciated.
Thanks

Sorry I didn't see this sooner.....

• The 460 is a newer design and is newer technology than the 454
  
• The OEM base model 460 is created with parts that generally have the ability to support more power than the base model 454
  
• The 460 has a bigger standard bore and unshrouds the valves far better than the 454
  
• The 460 can be stroked to 557 cubes easily (and even more is possible) and without having to clearance the crankcase
  
• The 460 drives the oil pump and distributor from the front of the camshaft where the timing chain is, not the 454 which loads/twists the cam in radical valve trains because the pump/distibutor drive is at the opposite end of the cam from the timing chain
  
• The 460 has a gerotor oil pump while the 454 has a cavitation-prone spur gear pump
  
• The 460 has a taller deck than the 454
  
• The 460 can get big compression ratios with inexpensive flat top pistons while the 454 needs a heavy dome-top piston to get the same compression ratio
  
• The 460 blocks are made of material that is so hard that after boring just two cylinders we need to lap our bits...while with the same bits the 454 block can be bored non-stop and the block material turns to dust as we bore it
  
• The 460 head bolts anchor into blind threads in the block while the 454 head bolts screw into the water jacket and so the both the bolt threads and block threads strip routinely
  
• The 460 head bolts are 9/16-inch and hold 140 foot-pounds of clamping force while the 454 has wimpy 7/16-bolts and manage 65-75 foot pounds only
  
• The 460 has preferred 0.875" diameter lifters while the 454 has lesser 0.842" diameter lifters
  
• The 460 has a superior 1.72 rod ratio while the 454 has an average 1.53 rod ratio
  
• The 460's electronic ignition's magnetic pickup coil and reluctor are so good that MSD uses them in their distributors, even BBC guys run them over the chevy's factory HEI
  
• The 460 has a better cam-to-crank centerline that does not cause clearance problems like the early BBC
  
• The 460 has a thicker cylinder deck (0.400" nominal) that stays true compared to the BBC deck that gets easily pulled out of shape when even the weak 7/16 BBC head bolts are tightened
  
• The 460 has symmetrical intake ports while the BBC has siamesed intake ports
  (etc, etc, etc.)
  

...then there's the BBC guys bizarre claim of parts interchangeability, which is less true than the BBF...

• The Gen 5&6 blocks have the oil passageway alongside the cam and into the lifter valley instead of down the oil pan rail as on the Mark IV.  The oil pans do not interchange between these blocks and in fact, the Gen 5&6 use a one piece rear main seal and different oil pan then the Mark IV.
  
• Timing covers were changed between all three block configurations.
  
• The Gen 6 uses a cam thrust plate, not the Mark IV.  But the Gen 5 and Mark IV also have provisions to use this plate if a Gen 6 cam was to be used.
  
• The oil filter boss on the Mark IV uses a bolt-in adapter with an oil pressure relief inside, while the Gen 5&6 filters mate straight to the block with a screw-in adapter and push-in oil pressure relief valves in the block itself.
  
• Both Gen 5&6 do not have a fuel pump boss, while the Mark IV does.
  
• The Gen 6 lifter bores are longer/higher with a machined flat surface to accept the roller lifters and their retianers; Gen 5 and Mark IV blocks cannot use the Gen 6 roller lifter and would need aftermarket.
  
• Coolant flow on both the Gen 5 and 6 were redesigned to increase flow...coolant passages were also made larger on the Gen 5 and Gen 6, therefore making it more difficult to use Mark 4 heads on these newer blocks (lately this is more feasible).
  
• The 10.200 "Tall Decks" (if you can call them that, as their deck height is still shorter than the Ford) are a different animal altogether.
  
• Etcetera
  

With the Ford 460, most all the parts interchange between the carbureted engines except that the 1978 & earlier crankshaft will not fit the 1979 & later blocks (actually they can fit with just 20 minutes of grinding).

Once last thing: if they compare the SBC 350 to the SBF 302, stop them dead in their tracks. The fair comparison is the SBC 350 to the Ford 351W.  The SBC is an engineering joke from 1955-1995--forty years. Then, in 1996 they fixed everything that was wrong with it but produced that engine for only four years.

Thank you Paul!!!

Very good post Paul! Thank you sir!

GT300TD wrote:
Describe him and tell me about his T-Bird, maybe I can find him.

He has a big ol motorhome and his name is on the trailer so you can't miss him. Real nice guy too.

Paul,
copied the BBF vs BBC comparison from your site a few years ago. This adds more fuel to the fire for future discussions.
Better chevy parts interchangeability, huh!
Thanks