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Old 08-13-2008, 08:18 PM
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E-85 460 ford build

If any one sees any holes in my build or has any suggestions let me know, thanks.

460 ford bored .030
11:1 hyperutectic pistons
C9VE heads ported on the exhaust side( hump removed) new valves new seats
weiand stealth intake
H beam rods
stock crank
comp XR274R-10 cam (Complete kit) spec. 236 242 .650 .657 lobe cl 110 intake cl 106
comp roller rockers
750 carb set up for E-85
mallory distributor
ford top loader trans ( truck)
Im stuffing this in a 87 ford ranger regular cab short box with a four linked narrowed 9".
3.50 gears and detroit locker.

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Last edited by Jared; 08-17-2008 at 10:47 PM.
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Old 08-13-2008, 09:42 PM
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Internally, this looks like a great combination. You've nailed the camshaft and it should pull hard from 3,000 to 6,500.

Externally, I think you're gonna need more carburetor.
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Old 08-17-2008, 10:46 PM
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So if I took a 850 double pumper could I convert it to run e-85 or do I need one built for it? I have an 850 sitting around. Im thinking that the bleeds need to be larger for the ethanol though?
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Old 08-18-2008, 11:18 AM
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I think that the motor set up sounds good.

I think I would prefer putting the motor in a vehicle with a longer wheel base.

I have seen and driven short box Rangers that were set up like yours with half of the potential HP and they were still very difficult to keep strait when you hit the throttle.
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Old 08-18-2008, 01:15 PM
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Everything looks good. As posted above, the carb might be a bit small. Depends on how high you plan on revving it tho.

Have you checked out www.460ford.com ?

Lots of great info there.
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Old 08-18-2008, 05:19 PM
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Quote:
Originally Posted by Jared
So if I took a 850 double pumper could I convert it to run e-85 or do I need one built for it? I have an 850 sitting around. Im thinking that the bleeds need to be larger for the ethanol though?
Here's a link to modifying the carb. Be aware though, that there is a difference between methanol (6:1 air/fuel ratio) and ethanol (9:1 air/fuel ratio). The author makes reference to twice as much volume of alcohol compared to gasoline, so I'm pretty sure he is talking about modifying for methanol. For ethanol, you would want to go halfway between the gasoline and methanol passage/jet dimensions.
http://www.hardtail.com/techtips/alcoholconversion.html
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Old 08-18-2008, 05:47 PM
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Thanks for the links I'll have to go take a look. The ranger is just the first thing I could get cheap that was light and I could practice my 4 link setups on with out caring how badly I destroyed it. I will someday put the engine in something more deserving. I am also thinking about having the heads reworked for the cobrajet valve size what is it 2.25" intake and I cant remember if the exhaust changes. I have heard the normal heads with the larger valves will outflow the cj and scj heads ( for street use)
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Old 08-25-2008, 09:52 PM
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In the builds I have found I have seen a lot of people use the trick flow street heads, I cant afford aftermarket heads right now but I am going to bigger valves in my C9VE heads and porting the exh. port. Any Idea if I would benefit from a 2.25" intake valve as opposed to the 2.18" valve? I currently have 2.08 valves. I dont want to go overboard but the valves cost the same bigger better or will I loose my velocity?
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Old 09-03-2008, 06:19 PM
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No advice on the valve size?
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Old 09-03-2008, 09:28 PM
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from what I know of those heads a 2.25 valve doesnt do any good. Causes a reduction in velocity making the port lazy. And for those heads it would be lazy in most of the power band.
When I had my heads ported 2.19 intake 1.73 ex valves where installed by the person doing the porting.
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Old 09-03-2008, 10:54 PM
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You don't want the intake valve too close to the cylinder wall. If you shroud it, you disrupt the mixture kernel and lessen flow. I'd go with the smaller valves, they'll be plenty in my opinion.
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