468 CID BBF V.S. 383 SBC

I know I Know I used the C-WORD

Before 'ya'll round up the villagers with pitch forks & torches hear me out.

I read alot of car mags even some of the Brand C stuff.

There was a 383 SBC build up pump gas 10:1+ CR which made 520 HP which is about 1.3+ HP per cube.

Is it possible to build a 540-650+ HP 468 BBF and still have a street driveable 91-93 octane cruiser, assuming Forged 10:1+ CR pistons, Flat tappet cam,Forged 6.8 inch rods, reworked stock crank, Eddy Victor single plane intake, Proform 950 4 barrel, ported Ford SCJ Aluminum Heads

I know the 460 is a better building block than the SBC but where are all the regular street builds

hell yeah ....dont see a problem with that build ......

You can EASILY build 600ish HP with the 460 and still have it streetable and it'll last a helluva lot longer than the chevy, power will come on lower in the RPM range, and the 460 will be cheaper to build than that 383 mostly due to machining costs.

511Fox wrote:I know I Know I used the C-WORD

Before 'ya'll round up the villagers with pitch forks & torches hear me out.

I read alot of car mags even some of the Brand C stuff.

There was a 383 SBC build up pump gas 10:1+ CR which made 520 HP which is about 1.3+ HP per cube.

Is it possible to build a 540-650+ HP 468 BBF and still have a street driveable 91-93 octane cruiser, assuming Forged 10:1+ CR pistons, Flat tappet cam,Forged 6.8 inch rods, reworked stock crank, Eddy Victor single plane intake, Proform 950 4 barrel, ported Ford SCJ Aluminum Heads

I know the 460 is a better building block than the SBC but where are all the regular street builds

Any one of my big block Ford engines used in the EMC, even the 434, would put those numbers to shame. That was with 91 octane gasoline...

What Randy said.......

Horsepower is in the top end....

Hot Rod and other mags of that type keep crowing about how wonderful the SBC is then the LT1, now the LS engines.

I would not be here if I didn't believe that the 429-460 is a better raw material than any of the aforementioned.

I think a 468 would provide a mix of low end TQ and good HP numbers w/out expecting to spin the engine like a Sprint Cup Motor.

The BBF is the quinisential Hot Rod motor with a large bore(4.36 is largier than most of the '60's BBs) and room for a large stroke (4.5)which lowers necessary RPM range further.

Thanks guys for your insight

I get giddy when I think about a 468-547 in a Fox body ( Big motor + Small car).

IMO, I don't believe there's a fair comparison of the two (2) displacements you mention. The Ford 385 series with 3.85" stroke and 4.40" bore offers much more than the 3.75" stroke 4.03" bore of the Chevy design. In "street-able terms", TORQUE! Now keeping all things equal (i.e., OEM cast iron heads) I do believe the Ford engine will prevail. However there are things to consider. The weight of the two (2) engines are quite different. Sure the lighter engine can make less power while providing similar acceleration of the same vehicle, with a few considerations. Will the Chevy design make the power at a "street-able level" as the Ford design, only operating at higher engine speeds! Now, are those higher engine speeds "street-able"? The Ford design will produce more torque and if I have listened in class, torque is an ingredient in producing horsepower. With the Ford's longer stroke, would the Ford design provide more power at a lower engine speed therefore providing a "street-able" engine?

On the other hand it was mentioned, the Chevy LS Series. Those engines are damn tough! The Chevy LS cylinder heads are about as good as an OEM production cylinder head available (non-OHC) these days! These heads and the aftermarket LS versions on a SBC design block can provide stunning results .... on the street!

As to your question of the Ford's "street-able combination", heads and C.R, seem in line, the carburetor, intake and rods seem unnecessary. I do believe with any street worthy camshaft the cylinder heads you mention will produce the power levels you seek!

Just rambling,
Dave.