Blow 460 Super Cobra Jet

Just FYI, your link to the pistons doesn't work

How bout a 8-71 blower with two carbs?

www.blowerdriveservice.com

Or you could do a centrifical super charger with a blow-thou carb.

Also,I dont know about the frpp short block,as Im pretty sure they use the D9TE-AB block,which are pretty much the worst blocks.But still strong enouf for bout 650hp.

Lyncher said:

..only 650? ...I hope your wrong or this will really suck

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Well,I got a D9TE-AB block 460,complete out a a F350 truck.For free.From the shop nieghtbors.

From what i have heard and seen,they have the thinest cylinder walls and weakest main webbing,but have the lonest cylinder wall.How ever, that means the the stock,external blanance,internals have to be used.Unless it a stroker,in whitch case the longer walls are better.

Lyncher said:

ok here are the specs to another set of pistons that look promising... Brand: Trick Flow Specialties
Product Line: Trick Flow Forged Pistons
Bore (in): 4.030
Piston Material: Forged aluminum
Piston Style: Dish
Compression Distance (in): 1.290
Dish Volume (cc): 20.30
Valve Reliefs: None
Wrist Pin Style: Floating
Pin Diameter (in): 0.927
Top Ring Thickness: 1/16 in.
Second Ring Thickness: 1/16 in.
Oil Ring Thickness: 3/16 in.
Quantity: Sold as a set of 8.

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4.030 bore?

Sounds like small block pistons.

Also,I think the tfs pistons have specific valve reliefs for tfs heads.

Ok,I just checked there site,they are made for the tfs heads,whitch are pretty darn good bbf heads.

Go here for more info,the'll help you out:

http://www.network54.com/Forum/85220

Lyncher said:

Ok well I can go with different pistons but I am more concerned abotu if it will lower my compression enough to use a blower...also...the 514 crate engine is about 7500...is it worth the extra $$$ it is rated at 625 but if it has thicker walls...it should handle more power right?

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Umm,the 514 has the D9TE-AB block....

Thats why I said I dont know about the frpp engines...

Here what i found for ya

The available production cast iron block casting numbers are C8VE-B, C9VE-B, D0VE-A, D1VE-("xxx") and D9TE-AB.

I like to refer to all but the D9TE as the "early-style" blocks. The D9TE casting arrived in the 1979 model year and was utilized until the end of 460 production ( to 1996).

For the most part, all blocks and rotating asemblies are interchangable between all blocks except the D9TE. A D9TE rotating assembly will fit into an early-style block, but the opposite is not true.

All 429/460 Fords are internally balanced engines except for the D9TE 460, which is externally balanced.

These block identifying marks (D1VE, etc.) are not actual casting numbers but are engineering revisions that are cast into the block castings themselves. And they are what we enthusiasts refer to when identifying our factory iron, as they give not so much the year that the block was made but rather the revision of the block as specified by said engineering revision. (Actual date code is in the lifter valley.)

Early-Style Blocks: For the most part (and with small exception), the C8VE, C9VE and D1VE blocks are all essentially the same configuration casting with the thinner main webs. The thicker main web block is the D0VE block, which may or may not have 4-bolt main caps on 2,3 & 4. (Very few D1VE blocks may be thick webbed.) All Ford production 385 blocks can be decked as needed, so the slight variation in deck height (give or take .020" over the years) is a non-issue detail.

D9TE Blocks: The externally balanced rotating assembly utilizes a crankshaft that has slightly smaller counterweights. This was done to so that the cylinders of the D9TE block could be extended about .1875" deeper towards the crankcase. I believe the cylinders were lengthened in the D9TE block because this block was revised to double as a big equipment truck block, and the dump truck rotating assemblies consisted of a very deep skirt piston that benefitted from the extended cylinder walls for support.

The deeper cylinders of the D9TE blocks are the reason that the early-style, internally balanced rotating assemblies will not fit (internal balance crank throws will not clear D9TE cylinders).

Since most prefer to use internally balanced rotating asembies in the performance applicaton, we usually opt for any block except the D9TE. There are also advantages to specific blocks within the group of early-style blocks, such as the D0VE-A's thick main webs, thick pan rails on some early-style blocks, etc.

Further, the D9TE block was presumed to be a lightweight ("late model") casting and therefore not very strong and also limited in it's overbore capability. But this belief is currently being re-evaluated for a couple of reasons:



No-one had yet evaluated D9TE cylinder wall thickness with a sonic checker, and preliminary testing suggests the block may not be so bad afterall.


Strokers have become popular and the D9TE's deeper cylinders offer more support for the increased-stroke rotating assemlies.


Most all aftermarket stroker kits use a crank with the dimensions of the externally balanced crank and so they fit the D9TE block as well as the early blocks.

From a thead on network54.com

Lyncher said:

thats where I originally posted and got no replies

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Ok....thats sucks.

Lyncher said:

lol tell me about it....

Here is my littel dilemma...originally I wanted to build a dart or Man O war based 347 with afr185s idk what intake and a hellion turbo kit with the t76...as well as a custom cam, with that set up I would be looking at ho somewhere in the 700rwhp range I believe. It then hit me that it would be sick to build a bb notch...but if I am gonna do that it will be more money than the turbo 347 and if I cant add a blower it will actually weigh more with less power. Unless of course I just bought a bare 460 or 514 block...then got heads cam intake pistons...(would I need to buy rods and crankshaft and all that **** 2?) but I am not very familiar with the bb fords

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Do a 351W with a blower,that would be fun.

The big block doesnt really need the blower,unless it close to stock,but then again,it would wieght around 800 pounds with iron heads .

A 351C would be fast,and different.I just dont know were to get swap part for it.

Lyncher said:

O yeah and the engine above ^^ has a 10:9:1 compression ratio...is that too high for a turbo?

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Well,I run a 408 in our car.Its a dart block with 12:1 compression.

We though about turboing that.

You see,with more compression,the turbo will poduce more power (at the same boost),an will spool up faster.

The only thing is,and its a big thing,is that you would have to keep race gas in it all the time (we do anyhow),or run around 2-4 pounds of boost.