462 build questions

[c9zx]

Been away from FEs a LONG time and would like some input on several topics. If I decide to gasket match the TFS heads and Edelbrock RPM intake, how far in each should the gasket match extend? Is there a preferred gasket to use? Should any plenum work be done? Any advice on carb spacers? RPM is around 6200-6300 peak, max 6700, Hydraulic roller cam from Brent (no specs yet). Suggested carb size and source would be good. Looking to make 1.35 HP/cu. in.. Any suggestions on static and dynamic compression?  Fuel is pure gas 91 octane but, more than willing to blend in race gas. Use is street with an occasional pass once in a while. This car (1966 Cyclone 4 spd.) might see 300-400 miles a year. Any and all input will be appreciated. Thanks, Chuck

[blykins]

Is this Chuck B, Chuck G, or Chuck M.?  LOL

I like the Mr. Gasket intake gaskets.  A 202A would be the gasket for this combo. 

It takes a good bit of combination to make 1.35 hp/ci with this setup.  That would be 625 hp.  Highly doubt you'll get close to that with unported TFS heads, Performer RPM, and a hydraulic roller. 

On the spacers, it just takes trial and error to see what the combo likes, but I would start with a 1" or 2" HVH Super Sucker and see what it likes. 

Hard to comment exactly on the compression ratio without knowing all the combo, but usually 10-10.25:1 is pretty safe on junky pump gas.  If you're willing to always blend in fuel, you can go to 11 or so, but don't expect to see 50 hp from it.  I usually suggest that customers stay down around the 10:1 mark.  The risks are higher if you go higher but the rewards are not.

Just for comparison sake, my 445's with ported TFS heads (360 cfm), fully worked over Performer RPM intake, with a 6000 rpm solid roller, 10.25:1, 850 carb, etc., will make about 615 hp.  I had a customer who presented a set of goals for me, which included the necessity to run on 93 octane, have 14" of vacuum, and go no higher than 6000 on the peak.  That's what we came up with.

[My427stang]

I'd go ported Victor (or if you can find a TFS single plane), maybe port the TFS heads to make it a little easier, and enough cam to let her rip.  Compression to match cam and fuel but Brent already nailed that.

If tied to the RPM, reach in as far as you can, a rounded edge notch on the divider and plenum roof work helps.

If you have to start crutching things for power brakes, tall gears, etc, it'll be tougher

I also start getting nervous on 2 bolt blocks with cap walk, but generally just fine if the caps fit well in the registers..

[c9zx]

Brent, this is Chuck S. in Oklahoma. It sounds like I've set the goal too high for the parts I've bought OR, I've bought the wrong parts for the goal. So, I need to decide wether to start over or, use what I have and live with the outcome. What is a realistic HP/cu. in. for this combination of parts? What is a realistic peak power RPM? Thanks Chuck S.

[blykins]

You could make 575 hp pretty easily at around 5700-6000.  Horsepower would go up with rpm. 

FWIW, I have 465ci FE's with out of the box TFS heads making about 680 hp with 12.5:1 compression, Tunnel Wedge intake, etc.  I wouldn't try that with a factory block that's not been adequately prepared though....

Did you order a cam through me?

[c9zx]

Brent, I have not yet ordered a cam from you but, I will. I'm still trying to settle on a SCR and DCR. The last two engine I built (not FEs but ford vintage) were at 10.1-10.2 static, iron heads with no detonation (the plugs don't lie). And I felt like I left something on the table (Boss 302 iron heads 347 made 526 HP @ 6800 RPM, SFT cam). It may be that my enthusiasm for this build may have out paced fact logic and reason. Still looking for advice, and a cold beer. Chuck S.

[blykins]

I’ll help you with that when you order the cam.  There’s just too many variables to speak in generality.