Outback Jack

Got the crank back looks good from what it was

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Looks pretty good to me and he just called to say the block is ready to pick up after hot tank and rust dip and the crank is ready too

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Actually 472 I forgot to mention after he checked the block it was already 030 over,so it's Gunnar get a 060 bore which these blocks handle fine ,some even bore them to 4.500,but 060 over is 4.420.

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I got the heads back and they look ok I also gave em 3 coats of ford dark blue and tomorrow if the valve stem seals arrive we can assemble them

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Pro comp... Nooooooooo!

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yes i would say you are correct bear,i also havent had the dredded phone call from him saying arrr we need to fully reco these heads cause it aint gunna happen,if im going to go animal on a set of big block heads they will be pro comp or other alloy castings.

you mean the valve stem or seats ? as it was they are untouched from new he reckons and still ok to use there is very little if any wobble from side to side,but the seats just needed a spruce up,being a 1973 or 74 engine its possible this is a unleaded engine ,i think they started using or introduced it in 1971 ?.

there is also good news on the heads,olm8 is machining them and cutting the seats to seal better,he did just 1 seat while i was there and the difference was incredible from what they were.

I found a cheap new old stock plain 460 sump in Brisbane for $100 and gave it a clean and light coat of ford dark blue,ahh need another can or 2 for block and heads.

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There should be a little gap, on single groove valves. The multi groove don't have the gap so the valve can rotate.

Did a quick check with no spring and no retainer but still the same,they seem to fit up normal to the head just that gap or maybe need a retainer to suit those locks ?

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My new std valve set came and cam bearings and plug set.yep the valves fit but the inserts are borderline and should be ok for a stocker,I will get the machine shop just to have a quick look at them before final assembly like maybe he can put some new guides in there or something

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also i read last night that my sump needs a police/cobra jet oil pump and pick up,as a std one has the wrong angle to fit,there is about 10 million different pumps and pick ups for the big block ,sumps as well.

Doing a lot of research on the 429 cj/scj and they are a very rare engine these days ,as prices for these original factory parts are crazy even in the USA,heads are near non existence to buy I guess that's why so many just build a 460 with spruced up 460 heads so I had another look at my 73 heads and turns out they are the last of the decent ones to play with at 91 cc chamber anything after these are 97cc and if you can find early castings they have even smaller 70 odd cc size these are starting to look good my new valves should lob up next week.

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Yes it's the same sump,I'm stoked

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yes i can picture it,nice black painted block n heads with arrrrr first snag gerg clevo covers dont fit 460,anyway back to the pipe dream,yeah blue 4.9 sticker on r.cover and air cleaner,std 460 steel covers would work,get em blasted and i still have xd xe silver met paint from last time,hmmm,just the last 2 days i have been chatting on the phone with a guy from nth america buying stuff off him in 1 bundle cause its hard and expensive buying 460 stuff here now,all he ever talks about is how much he wants a set of closed chamber 2vs lol.ok i swap ya a set of 2v closed for a set of 429 cobra jet irons.

I reckon for shuts n giggles, dress it up like a stocker 4.9 with the silver rocker covers and air filter... See how many you can fool

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Pic

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With border set in this afo I wanted to get a glimpse of the emissions sticker somebody had painted over and seems correct 74 or 74 engine

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Never seen a multi layer intake b4 ? But who cares it was cheap a new 460 tray is very expensive

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They come up smick with a blast.. well worth it if you ask me

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Let's have a look at these heads they look pretty good to me I have seen a lot worse.also scored a steel tray new off Facebook for less than half price

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On that subject.... I went through this whole T5 to V8 thing a few years back, the problem is that there was no factory T5/V8 combo until the E-series came out, which has a deeper bellhousing by 16mm and longer input to suit. So you need to know what T5 will bolt to the bellhousing you're getting and also what tooth count your flywheel will need to be to match it (157 or 164). The flywheel needs to be a later (post-82) 50oz imbalance vs the earlier 28oz.
 
I ended up using the 6 cyl T5 out of my EA/EF which has the same input shaft length as X and E-series 6s and the older, pre-XF V8s, (ie T5, Toploader and single rail). I used an old Toploader iron bellhousing modified to suit the T5 bolt pattern, which was to suit the 164 tooth Clevo flywheel. It works, nothing broken yet.
 
If your bellhousing is the shorter input type, ie to suit the 6 cylinder T5s, I'd advise to use the EB2-ED ratio box with the 3.25 1st gear. Mine is shorter at 3.50 and it's a bit too short for my liking. The EB/ED boxes also have a taller 5th gear.
 
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I got the manifold heads back from sandblasting and they look good I even had time to paint the manifold ford dark blue

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Interesting 145LBS head bolts

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