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Post  Bart Knox on May 20th 2019, 8:12 pm

Hi... I was on here a few years ago. I had a 460 rebilt with a set of dove-c heads and flat top Keith black pistons and had a problem with antifreeze getting in the cylinders and broke the corner off to pistons. I had the heads, block and crank sent out and checked and everything seems to check out alright except the heads should be re-done and I was thinking about getting aluminum heads anyway... The competition was to high before with the flat tops it had a little ping when pulling hard and would diesel when hot and I tried to shut it down. I'm looking for a recommendation on pistons and heads. Motor is in a 96 f250 4x4 with a t19 4speed... Thanks
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Post  rmcomprandy on May 20th 2019, 10:47 pm

Bart Knox wrote:Hi... I was on here a few years ago. I had a 460 rebilt with a set of dove-c heads and flat top Keith black pistons and had a problem with antifreeze getting in the cylinders and broke the corner off to pistons. I had the heads, block and crank sent out and checked and everything seems to check out alright except the heads should be re-done and I was thinking about getting aluminum heads anyway... The competition was to high before with the flat tops it had a little ping when pulling hard and would diesel when hot and I tried to shut it down. I'm looking for a recommendation on pistons and heads. Motor is in a 96 f250 4x4 with a t19 4speed... Thanks

It all depends upon how much you are willing to spend for good fuel.

Using Flat top Hyper pistons instead of something forged pretty much explains your price range, the detonation and hot running.

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Post  Bart Knox on May 21st 2019, 6:18 am

Just want to run pump gas. Daily driver... Just looking for it to all work together and last for more than a few years. My budget is about $5000 Canadian for heads and pistons
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Post  kjett on May 21st 2019, 8:13 am

If you are trying to stay cheap but get rid of the detonation issues, sell the d0ve heads and swap on a set of d3ve heads. It'll lower your compression to something manageable with the flat top pistons and you can keep your pump gas. As is, with flat tops and the 75cc d0ve heads, you are probably around 11-12:1 and is too much for cheap gas. Going with anything decent in aluminum isn't going to help much, unless you stay on the cheap side and find some procomp heads (which are aluminum castings of d3ve heads anyway...)
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Post  Bart Knox on May 21st 2019, 10:31 am

I was looking at getting some sort of dish pistons and a set of Ford racing or trick flow with 87cc chambers... I don't mind standing a little more on forged pistons if that will make the difference in lasting and getting a better set of heads. Would like to be 350+ hp if possible
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Post  kjett on May 21st 2019, 10:38 am

If you spend the money to swap in a set of dished pistons and get your rotating assembly re-balanced, then you won't need new heads unless you want them. I think you are missing the point that your overheating/detonation issues are from too much compression for pump gas. Either run dished pistons with your D0ve heads or your flat top pistons with 83cc chambered d3ve heads to run your low octane pump gas.
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Post  Bart Knox on May 21st 2019, 11:01 am

I do understand that the compression was to high and I do want to get new heads anyway... The price I'm getting to rebuild the ones I have is $1600 so I would like to get a set of already assembled heads and get it back together... Rotating assembly is being rebalaced and getting all new bearings and gaskets...
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Post  kjett on May 21st 2019, 11:53 am

Sounds like you got it all figured out then Rolling Eyes
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Post  Paul Kane on May 21st 2019, 1:12 pm

I concur that the symptoms of the engine failure read more like piston damage from excessive detonation, possibly combined with incorrect ring gap for the KB137 pistons (which call out a wider than typical ring gap).

If you switch to an Icon IC635-030 piston set, your compression ratio will drop to about 10.5:1 and the piston/pin is lighter than what you have in the engine now.  And if you use the pins from the KB137s with the new IC635 pistons your balance will be within factory specs technically speaking.

You definitely do not need aluminum heads for just 350 hp. I do have a freshly machined set of ported, large valve D0VE heads ready to bolt onto an engine, and for several hundred less (delivered) than the cost to fix your current heads.  They can support double the power you want from your engine.  And you can sell your current set or maybe even send them to me as a core exchange.  The heads I have for sale are in my “Garage Cleanout” thread in the Parts section of this forum if you’re interested.
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Post  Bart Knox on May 21st 2019, 1:55 pm

If I'm going to use the dove-c heads again I would sooner get them from you so I know they have been ported properly
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Post  Bart Knox on May 21st 2019, 6:06 pm

It's not that I only want 350 I would be happy with more just don't want less than that... I never had the motor dinode last time but it wasn't that impresive...
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Post  Paul Kane on May 21st 2019, 7:44 pm

Bart Knox wrote:It's not that I only want 350 I would be happy with more just don't want less than that... I never had the motor dinode last time but it wasn't that impresive...
With 10.5:1 and ported D0VE heads, a well profiled cam could certainly make for an engine generating 400+ hp and still be streetable in your Bronco. I could suggest a couple of custom grinds that could make that much power or more and still provide adequate vacuum for power brakes.  Cool


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Post  Bart Knox on May 21st 2019, 7:58 pm

You have shipped to Ontario before???
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Post  Paul Kane on May 21st 2019, 8:01 pm

Bart Knox wrote:You have shipped to Ontario before???
We have shipped to 5 continents, countless countries, and that includes sending ported heads to Canada.
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Post  Bart Knox on May 21st 2019, 8:03 pm

Right now I have a comp cam
Part number 34-247-4 COMP CAMS
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Post  Bart Knox on May 21st 2019, 8:07 pm

Top end kit 20190511
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Post  Bart Knox on May 21st 2019, 8:09 pm

I'm doing a solid axle swap and having the fame and stuff sandblasted while the motor is out. Axle and springs out a 95 f350... Thats one of the original springs there in truck still
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Post  Mike R on May 21st 2019, 9:56 pm

Paul definitely knows his stuff, he's a super guy to deal with, and it sounds like he's got the parts that you need. I think you'd be money ahead giving him a call and let him guide you through your build.

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Post  Bart Knox on May 22nd 2019, 7:00 am

Yes sir... Thats the plan I'm just hoping heads are there still when I get this roof done I don't quite have enough money put aside. Its calling for a few days of rain coming.... My mom just got back from Florida it would have been nice to have her bring them... She did bring back a set of Mad dog fenderwell exit headers
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Post  68galaxie on May 22nd 2019, 9:43 am

Bart Knox wrote:Right now I have a comp cam
Part number 34-247-4 COMP CAMS

Paul will certainly be able to provide a camshaft that will work very well.
He has plenty of camshaft experience with 460 Fords - similar to your build.
I would not use the cam you listed above.
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Post  Bart Knox on May 22nd 2019, 12:10 pm

Yes I had a feeling someone would say that... I didn't know what I was looking for when I got that one... Jusr thought 550 lift would sound lumpy (lol)
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Post  Paul Kane on May 22nd 2019, 1:54 pm

Bart Knox wrote:Right now I have a comp cam Part number 34-247-4 COMP CAMS
In a very well planned and very well tuned 460 engine combo, that grind could be adequate for 400 hp.
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Post  Bart Knox on May 22nd 2019, 4:39 pm

How much would a new cam be? Maybe I'll get one and have sent with heads if there still there next week
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Post  Bart Knox on May 28th 2019, 10:42 pm

It turned out my block was garbage so I got a assembled 460 to get my truck going but I had to drive 3 hrs to get it he thought it was internally balanced but it wasn't... Can I just changed with my crankshaft to go with my set up? I have a 460 aluminum bell housing and a truck flywheel and had it ballanced to zero
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