E-460 heads during machining

Here are my E-460 heads during machining. Still work to do, but its a start.

looks great man

what are the differences between these and c460 heads, air flow, combustion chamber size and port volumes and availability.
The pictures look good ,they look similar to a c460.

The E-460 is the previous NHRA prostock head, they can flow in the 580 cfm range. They look nothing like the C-460.

(What block are you using?) Don't you have to also drill the bolt pattern for the block you want to use? I want to say I have heard of some truck pullers re-drilling E460s to fit on tall deck blocks.

jones wrote:(What block are you using?) Don't you have to also drill the bolt pattern for the block you want to use? I want to say I have heard of some truck pullers re-drilling E460s to fit on tall deck blocks.

GM DRCE 2. I had LSM machine the block for the E-460 head bolt pattern, plus the correct lifter locations.

Bore - 4.600
Stroke - 3.750
deck height - 9.400
cam- 60mm core journal bearing
Valve size - 2.400/2.420, 1.820-1.840.

Sounds different!!

How different are the the camshafts between the DRCE II and Ford as far a lobe placement and cam journals? I would assume you are going to have LSM grind you a custom billet camshaft.

PS. Since you a going with a short stroke crankshaft did you move the camshaft centerline around any? For a better ( or check) valvetrain angle?

Talk about being over square! LOL F1 engine!

jones wrote:Sounds different!!

How different are the the camshafts between the DRCE II and Ford as far a lobe placement and cam journals? I would assume you are going to have LSM grind you a custom billet camshaft.

PS. Since you a going with a short stroke crankshaft did you move the camshaft centerline around any? For a better ( or check) valvetrain angle?

The core will come from LSM, custom specs by us, LSM may grind it also. The camshaft is already raised in the block, no reason to move it. The NHRA prostock guys ran 3.560-3.580 stroke cranks in this block, so actually I'm running a long stroke crank.

Cool, thanks for sharing with us and keep us updated.

I had always thought a 4.700 bore and a 3.85 stroke engine would be an awsome combo for a turbocharged application. Never had the money to try!

PS. Do you mind telling what length rod you are going to use? 6.0-6.2ish

jones wrote:Cool, thanks for sharing with us and keep us updated.

I had always thought a 4.700 bore and a 3.85 stroke engine would be an awsome combo for a turbocharged application. Never had the money to try!

PS. Do you mind telling what length rod you are going to use? 6.0-6.2ish

In the 6.200 range. Considering the big F3R-139, the compression height on the piston will be between 1.200-1.300 in order to get a 8.5:1-9.0:1 compression ratio.

The stroke was originally going to be 3.850, but some signals got crossed and I ended up with 3.750, not the end of the world.

Marcella Manifolds is modifing the Blue Thunder Thor single 4 barrel manifold to fit the head/block combo.

Very interesting build. Keep us posted on the outcome. Who is doing the heads?

Nevs wrote:Very interesting build. Keep us posted on the outcome. Who is doing the heads?

Cary Chouinard of Performance Induction Specialties.

Outlaw5.0 wrote:

Nevs wrote:Very interesting build. Keep us posted on the outcome. Who is doing the heads?

Cary Chouinard of Performance Induction Specialties.

Looks like it's not his first rodeo...

Finished intake and exhaust ports.

Outlaw5.0 wrote:Finished intake and exhaust ports.

Look nice, have you flowed them yet?

Nice stuff, did you port them yourself?

Dave, here's who ported them:

Cary Chouinard of Performance Induction Specialties.

Intake should flow near 530cfm, exhaust near 400 cfm.

Outlaw5.0 wrote:Intake should flow near 530cfm, exhaust near 400 cfm.

That kind of surprises me, I thought the intakes would do better than that, exhaust is rockin' though....

These are going on a supercharged engine, so the intake valve will be 2.450-2.470/exhaust 1.840-1.880. The ports are from the Blue Thunder Thor programs that Performance Inductions has. The programs were modified to fit the E-460 heads. If this were for N/A, the intake port would be larger, plus the valves would be 2.520-2.560/1.820.

Outlaw5.0 wrote:These are going on a supercharged engine, so the intake valve will be 2.450-2.470/exhaust 1.840-1.880. The ports are from the Blue Thunder Thor programs that Performance Inductions has. The programs were modified to fit the E-460 heads. If this were for N/A, the intake port would be larger, plus the valves would be 2.520-2.560/1.820.

Gotch, that makes sense. I appreciate the insight.

Probably already posted but what valve job and who's valves????

dfree383 wrote:Probably already posted but what valve job and who's valves????

Titanium valves.

Outlaw5.0 wrote:

dfree383 wrote:Probably already posted but what valve job and who's valves????

Titanium valves.

what brand and shapes? 55 degree valve job?

dfree383 wrote:

Outlaw5.0 wrote:

dfree383 wrote:Probably already posted but what valve job and who's valves????

Titanium valves.

what brand and shapes? 55 degree valve job?

Don't know, either 50 or 55 deg seat. I have never worked on these style heads, I don't know what they like. It is up to my buddy.