ENGINE COMBO QUESTION

What are you wanting to do with this motor / car combo??

Nothing more than go to local hangouts or just drive around when the weather is ok.

occasional trip out to the track and back, really dont want a trailer queen..

89lx460 wrote:MY CURRRENT COMBO IS AS FOLLOWS:
460 BLOCK FROM EARLY 70'S trw DISHED PISTONS, .030 OVER
D3VE-A2A LIGHTLY PORTED AND EXHAUST PORTS CLEANED
NOT SURE ON CAM, WAS TOLD .570 LIFT, < MAY CHANGE OUT SOON
PERFORMER(NON RPM ) INTAKE
750 SCREAMIN DEMON CARB
2 INCH PRIMARY HEADERS WITH 3 INCH COLLECTORS- MID LENGTH STYLE
350 GEARS IN THE 9 INCH,
CONVERTER NICE AND TIGHT, BUT WILL STALL TO ABOUT 25-2800 ON THE FOOT BRAKE ON WORN OUT TIRES.

I am from the small block FORD world so the first thing I notice is the performer intake, it looks like a boat anchor sitting on the motor, but Ive heard they are ok for this application.
I have a 1050 dominator I could put on with a new intake (I know I've read this would be a bad idea-not planning on the 1050 till much later on)), or I can get a new single or dual plane for the 750 that's on the car now.

Without knowing what the heads flow, or the specs on the cam, Im a little lost, but I can say it pulls strong up to about 5400 or so.
Would a new KNOWN camshaft and better intake with the 750 help, or, should I just save up for some better heads in the future and run what ive got for now? I know theres alot of info on the site. I appreciate your help, hope im not beating a dead horse here...

i realize it’s a big “if,” but if your engine combo is as you describe, then it’s biggest primary issue is that it has only about 8:1 compression with the D3VE heads and TRW dish tops.   If your camshaft is one that truly has about 0.570” lift, then your best bet is to perform a head swap to a set of ported iron early-style heads (C8VE, C9VE, or D0VE).   You’ll gain perhaps 60 hp with a reasonably ported set (possible more than that with further test & tune), compression will jump to about 9.6:1 (depending on other engine details) and peak rpm will increase as well.

Had a suspicion that may be the deal with these large chamber heads. I have not seen many of those castings for sale, I would be game to port them myself, I did see where a guy has a website on here where you can diy, but it seems that it may pay off to be patient and find a set done with larger valves in them.

Paul Kane wrote:

89lx460 wrote:MY CURRRENT COMBO IS AS FOLLOWS:
460 BLOCK FROM EARLY 70'S trw DISHED PISTONS, .030 OVER
D3VE-A2A LIGHTLY PORTED AND EXHAUST PORTS CLEANED
NOT SURE ON CAM, WAS TOLD .570 LIFT, < MAY CHANGE OUT SOON
PERFORMER(NON RPM ) INTAKE
750 SCREAMIN DEMON CARB
2 INCH PRIMARY HEADERS WITH 3 INCH COLLECTORS- MID LENGTH STYLE
350 GEARS IN THE 9 INCH,
CONVERTER NICE AND TIGHT, BUT WILL STALL TO ABOUT 25-2800 ON THE FOOT BRAKE ON WORN OUT TIRES.

I am from the small block FORD world so the first thing I notice is the performer intake, it looks like a boat anchor sitting on the motor, but Ive heard they are ok for this application.
I have a 1050 dominator I could put on with a new intake (I know I've read this would be a bad idea-not planning on the 1050 till much later on)), or I can get a new single or dual plane for the 750 that's on the car now.

Without knowing what the heads flow, or the specs on the cam, Im a little lost, but I can say it pulls strong up to about 5400 or so.
Would a new KNOWN camshaft and better intake with the 750 help, or, should I just save up for some better heads in the future and run what ive got for now? I know theres alot of info on the site. I appreciate your help, hope im not beating a dead horse here...

i realize it’s a big “if,” but if your engine combo is as you describe, then it’s biggest primary issue is that it has only about 8:1 compression with the D3VE heads and TRW dish tops.   If your camshaft is one that truly has about 0.570” lift, then your best bet is to perform a head swap to a set of ported iron early-style heads (C8VE, C9VE, or D0VE).   You’ll gain perhaps 60 hp with a reasonably ported set (possible more than that with further test & tune), compression will jump to about 9.6:1 (depending on other engine details) and peak rpm will increase as well.

My thoughts ... almost exactly.
Or, rebuild the short block with "flat top" pistons.

Pistons are L2404F-30
Was able to see with my scope

89lx460 wrote:Pistons are L2404F-30
Was able to see with my scope

A L2404F-30 piston has a .180" deep dish, very low compression with those C3VE heads ... not "flat-top" pistons by any definition.

Something like an ICON #IC636/KTD +30, (although I would now hone it to +40 size), is like what you would need.

89lx460 wrote:Had a suspicion that may be the deal with these large chamber heads. I have not seen many of those castings for sale, I would be game to port them myself, I did see where a guy has a website on here where you can diy, but it seems that it may pay off to be patient and find a set done with larger valves in them.

where are you at I have a set of dove-a heads untouched I will sale

Texas

that far shipping would eat you up on them heavy heads