Ford 460 Idle Problems? Trust The Answer

The Ford 460 engine is Ford’s longest-running big-block V8, produced from 1968 to 1998. The 460 engine is a 7.5-liter big-block V8 that has produced power levels from 197 hp to 245 hp over its 30-year history. Over the years, Ford’s 460 engine has undergone a number of updates, improvements and complete redesigns. The 460 is part of the 385 Lima engine family, a family of big-block V8 engines manufactured at Ford’s Lima, Ohio manufacturing plant. In addition to the 7.5L 460, the 385 engine family also included a 370/6.1L, 429/7.0L and 514/8.4L

In the early ’70s, Ford renewed the camshaft, lowered the compression ratio and completely redesigned the heads. The redesigned heads were notoriously unreliable, leading to another complete redesign in 1973. The biggest engine improvement came in 1988 with the addition of fuel injection.

In addition to its applications in Ford, Lincoln, and Mercury vehicles, the 460 engine was offered as a performance crate engine through 1997. The availability of the Ford 460 as a crate engine led to its proliferation as a production-ready hot-rod engine over 500 hp when properly fueled. Despite its already large size, the 460 can be extended to 545 cubic inches, increasing displacement from 7.5L to 8.9L.

Ford 460 engine applications

1968-1971 Lincoln Continental Mark III

1972-1976 Ford Thunderbird

1974-1976 Mercury Cougar

1972-1978 Ford & Mercury full-size vehicles

1973-1976 Ford & Mercury midsize vehicles

1973-1998 Ford F Series

1975-1996 Ford E Series

Besides the above vehicles, the 460 engine has also been widely used in various commercial vehicles, RVs, buses, etc.

Ford 460 engine problems

timing cover leaks

Water pump failure

Rear main seal leaking

Warped exhaust manifolds

Oil cooler failure

1. Ford 460 leaking timing chain cover

The timing cover bolts to the front of the block and protects the timing chain, guides and tensioner. In addition to protecting these components from road dirt, grime and grime, it also helps lubricate the timing chain with oil. Because the timing chain is a metal component that sits on metal gears, it must be properly lubricated or excessive friction and heat can cause it to stretch.

The timing cover is bolted to the block with a gasket between the two. There are a few common areas on the Ford 460 that cause coolant leaks.

The timing cover itself can crack or puncture over time from heat and normal wear and tear, resulting in leaks. Also, the gasket between the timing case cover and block wears out over time and can also cause coolant leaks. Finally, there is a backing plate that sits between the water pump and timing gear cover that is also prone to leaks.

When coolant leaks out, the engine tends to overheat, which can warp serious components like the head or timing chain, and also cause internal damage to the rods and pistons. When you lose oil, a low oil level can affect timing chain lubrication, causing the timing chain to skip teeth and throw off timing.

Symptoms of a Leaking Timing Cover

Oil or coolant leaks at the block

Low oil or coolant level

Engine overheating

Rough idle or poor performance

2. 7.5L 460 water pump defective or leaking

Water pumps are responsible for circulating coolant through the engine block. Because it is a pressurized system, the water pump and its internals will degrade over time. The Ford 460 is notorious for eating water pumps, in both carbureted and fuel-injected versions. On the 460, the water pump bearings on the factory pumps weren’t very strong and were a common point of failure. In addition, over-tensioning the fan belt would cause additional stress and lead to pump failure.

Coolant is also known to leak from the water pump vent hole, also known as the drain hole. The vent hole serves as a warning of seal failure. Either oil or coolant will come out of the vent hole. If oil is leaking from the hole, it means you have a bad oil seal in the pump. If the oil seal fails, oil will drip from the drain hole so that it does not contaminate the coolant. If coolant is leaking, the internal water pump seal is roasted. In both cases you will need a new water pump.

Symptoms of water pump failure

Engine overheating

fan constantly on

Coolant is leaking from the water pump

whimpering sound

3. Ford 460 rear main seal leaking

The rear main gasket sits on the back of the engine block and seals the crankshaft main bearing. Of all the components in an engine, the crankshaft is the most heavily loaded and is therefore supported by the largest bearings. These bearings are the “main bearings” and help carry the load on the crankshaft. The rear main seal is the seal for the rear main bearing. The rear main bearing sits outboard on the back of the block and the seal is responsible for preventing oil from leaking out of the crankshaft.

The rear main seal is very susceptible to stress due to its location in the engine. Of course, as the crankshaft rotates, it wears out the seal. On the Ford 460, rear main seal failure is a common cause of oil leaks. While this part naturally wears out over time, low oil levels or infrequent oil changes can cause the seal to wear out more frequently and faster than on properly maintained engines.

In addition, worn bearings, crankshaft wear or a bad PCV system can also be the cause of seal failure. Leaving a car too long without driving can also cause the gasket to dry out, become brittle and leak.

Rear main seal leak symptoms

Oil puddles under the car near the back of the block

Little engine oil

Rear main seal leaks are usually difficult to spot due to the location of the seal and the only symptoms are oil slicks in your driveway. The unfortunate part is that replacing the rear main seal is quite a project and requires dropping the transmission and pulling the oil pan.

There are some alternative ways to try to patch a rear main seal leak such as: B. Using BlueDevil Rear Main Sealer. These additives are added directly to the engine oil and are intended to seal the leak. Since the only problem with rear main seal leaks is the loss of oil and replacing the seal is a hassle, it is 100% worth trying to stop the leak before replacing the seal.

4. Ford 460 Warped exhaust manifolds and broken bolts

The exhaust manifold is a thick piece of cast iron that bolts directly to the block and is the first component in the exhaust system. It directs the exhaust gases from the valves to the exhaust pipes. Since it is bolted to the block and hot exhaust gases flow through it, it is exposed to very high temperatures.

Metal is subject to thermal cycles, i. H. the constant heating and cooling of metal. When your engine is running, the metal heats up and then cools down when the engine is shut off. Metal expands when heated and contracts when cooled. Therefore, the exhaust manifold of the 460 engine is constantly expanding and contracting.

This expansion and contraction can cause the metal to warp or crack, leading to exhaust leaks. In addition, the bolts holding the manifold to the block also often break off during the same heat cycles. Broken bolts can cause the manifold to detach from the block and allow exhaust air to escape. Exhaust leaks reduce back pressure and cause vacuum leaks that significantly affect performance.

Ford 7.5L Bad Exhaust Manifold Symptoms

Louder exhaust noise in the cabin

exhaust fumes in the driver’s cab

Lack of acceleration

Loss of power and overall poor performance

If you break a bolt, you can easily replace it, although getting the broken bolt out of the block may not be easy. If the manifold itself is cracked or warped and leaking, you will need a new manifold. Instead of replacing the manifold with an OEM part, it is common to replace it with a set of manifolds.

Manifolds are practically the same as an exhaust manifold, except that each valve or cylinder has its own piping leading to the exhaust. Manifolds bundle the air into one tube while collector tubes keep them separate. The separation also helps keep exhaust gas temperatures, and therefore overall engine temperatures, lower.

5. Oil cooler failure Ford 7.5L 460

Ford’s 460 engines used a works oil cooler. The purpose of an oil cooler is to lower the temperature or remove excess heat from the engine oil. Because engine oil is circulated through an engine cooler, the oil itself can help cool the block, internals, and various other engine components.

The 460 uses an oil cooler style heat exchanger. The oil cooler draws oil into inner tubes and engine coolant flows on the outside of these tubes. The coolant helps reduce the temperature of the oil as it flows through the tubes.

Because oil and coolant flow in the same system, failure can result in coolant and oil mixing, which can result in catastrophic engine damage. On the 460, the oil coolers are known to fail internally, causing the two fluids to mix. Filled coolant then circulates into the engine. Since coolant does not have the same lubricity as oil, it can starve the internal components of the required lubrication and cause serious internal problems.

While this problem is most commonly caused by poor maintenance of the cooling system, deleting the OEM oil cooler or replacing it with an aftermarket system is a common practice for 7.5L owners.

Symptoms of oil cooler failure

Coolant or oil is leaking from the oil cooler

oil in the cooling system

coolant in the oil system

If you notice symptoms other than these, such as B. engine knocking or extremely poor running, there is probably internal damage. As soon as the oil cooler fails, you must stop the engine immediately and flush both the cooling and oil systems.

7.5L Ford 460 Reliability

The 460 engine has a 30-year history for a reason: it’s extremely reliable. While we mention a few common problems with systems like the oil cooler, water pump, gaskets and gaskets above, most of these problems naturally occur due to age. While proper maintenance can help extend the life of these parts, most of them are common failure points on any old, high-mileage engine.

In terms of the block, heads, valves, pistons and other internals of the 460, the engine is extremely robust. Most of this engine’s problems come from supporting systems and not from the core of the engine itself.

Overall, the 7.5-liter 460 Ford engine is extremely reliable. As with any engine over 25 years old, most of the problems associated with it today are due to age and high mileage. The block and major engine components themselves can easily endure in excess of 300,000 miles.

The boss block is back. The Ford 460 crate engine is a small block Windsor engine that produces 575 horses. Also known as the Z460, this legendary engine features high-flow Z-heads. If you are looking to replace the engine in your vehicle with one that has more horsepower, or make engine modifications to increase horsepower, the Ford 460 crate engine is a great engine. Read about the history and specs of Ford’s latest ‘old’ Ford 460 crate engine.

History of the Ford 460 Crate Engine In the past, the 460 was only found in Lincolns. However, when Ford discontinued the 429 they used in Thunderbirds, it dropped the 460 in the Thunderbird. Eventually, Ford used the 460 in other Ford and Mercury models, including the F-Series pickups. The 460 was phased out in cars in 1979 as Ford downsized cars, but you could still find it in E-Series vans and F-Series trucks in the 1990s. The 460 engines built before 1972 had 365 hp at 4,600 rpm and 485 lb.-ft. Torque at 2,800 rpm. In 1972 Ford increased power to 212 hp at 4,400 rpm and 342 lb.-ft. Torque at 2,600 rpm. When fuel injection came into play in the 1980s, power dropped to 245 hp and torque increased to 400 lb.-ft. of torque. The compression ratio changed from 10.5:1 for the pre-1972 engines to 8.5:1 for the 1972-up engines.

What are the specifications of the Ford 460 Crate Engine? The Ford 460 crate engine — the Z460 — makes 575 hp and 575 lb.-ft. of torque. It runs on pump gas so you can ride it on the street or on the track. The bottom end features a forged steel SCAT® crank, Mahle® pistons, Clevite® bearings and SCAT® forged H-beam bars, all in a 351-based small-block Ford. This crate engine has a displacement of 460 cubic inches with a bore of 4,150 inches and a stroke of 4,250 inches. The block features a 9.5 inch deck. The top end features a .594 inch / .618 inch lift hydraulic roller camshaft. The cam has a duration of 242 degrees on the intake and 248 degrees on the exhaust at .050 inches. The aluminum Z cylinder heads feature 2.02″ intake valves and 1.60″ exhaust valves. The rocker arm ratio is 1.65:1 and the compression ratio is 10.0:1. Ignition timing is set at 32 degrees at 4,000 rpm and maximum revs are 5,600 rpm. Ford recommends the use of an Edelbrock Super Victor intake manifold (PN 2924), long headers and a Holley® 850 CFM carburetor. The firing order is the same as the 5.0L HO and 351W firing order: 1-3-7-2-6-5-4-8.

Which models have the Ford 460 crate engine? The 460 was used in Lincolns, Thunderbirds, some Mercury models, and F-Series trucks and E-Series vans. You’ll typically find a 460 in LTDs, Torinos, Rancheros, and Country Squire cars.

In the five decades since Ford’s 460-cubic-inch “Lima”-series V8 first debuted under the hood of the 1969 Lincoln Continental MKIII, the mighty slant-valve big-block has built a solid reputation for durability and ease of modification. Although factory high-performance development peaked in 1971 with the 370-hp 429 CJ-R, you don’t need a rare muscle car core engine to get plenty of power.

Thanks to the fact that Ford started stuffing 460s into pickups and Lincoln luxury barges in the smog ’70s, there are millions of core engines available just waiting to be plugged and stroked into top-notch street and strip performers. And thanks to Edelbrock’s Power Package top-end kit, the usual guesswork involved in choosing the right combination of heads, cam and induction is eliminated. Let’s see how Donnie Wood and Steve Chmura of R.A.D. Auto Machine turns a 460 into a stubby 501ci stroker with over 500 lb-ft of torque from 2,300 to 5,300 rpm.

See All 20 Photos See All 20 Photos The Ford 429 and 460 blocks have the same bore diameter of 4.36 inches, but juggle stroke to add 429 (3.59 inch stroke) or 460 (3.85 inch stroke) cubic inches receive. Any sound 429 or 460 block can be converted to our 501 with a .0305″ overbore and 4.3905″ bore diameter. However, note that Ford 429/460 blocks come in three different deck heights: 10.3000 (1968-1970), 10.3100 (1970-1971) and 10.322 (1972 onwards). Each subsequent increase in deck height lowered the compression by about one point as Ford entered the smoggy seventies. Make sure you know what deck you have before ordering parts to avoid piston to head contact and unwanted compression ratio errors. Our 1971 block has a deck height of 10.3100 inches machined to .010 inches.

And thanks to the replacement of the heavy cast-iron heads and header with lightweight aluminum, the end result weighs about the same as an all-iron 351, so it doesn’t impede rearward weight transfer to the slicks or the front axle sinks into the mud, like may be the case!

See All 20 Photos See All 20 Photos The Eagle Stroker Kit (PN 15015) includes crank, rods, pistons, rings and bearings. The forged steel 4340 crank (82.2 pounds) accepts flexplates from automatic transmissions and flywheels and shafts from manual transmissions. The 4.140″ stroke is .290″ longer than a standard 460 and .550″ longer than a standard 429.

See all 20 photos See all 20 photos The pin points to the rounded transition between the rod journal and the counterweight cheek. This premium feature eliminates stress risers that form at the abrupt 90 degree joints found on stock crankshafts. The bob weight is 2.185 grams, similar to a Chevy big block.

See All 20 Photos See All 20 Photos Although some 429 and 460 blocks have four-bolt main caps, this common two-bolt block is adequate for naturally aspirated applications with crank speeds of 6,000 rpm. Higher crankshaft speeds, forced induction and nitrous applications should use aftermarket Ford Racing blocks or – if you can find one – early 70’s Cobra Jet blocks to ensure long life. For this mild fun-in-the-sun build, the stock cast-iron main caps are machined to precision and then secured with standard .5-inch screws to 100 ft-lbs of torque.

See all 20 photos See all 20 photos The Eagle kit comes with forged rods and Mahle pistons with friction reducing skirt coatings. The 4340 bars (PN FSI6700) measure 6,700 inches center-to-center and are big-block Chevy sized at 2,200 big-end diameters. The tool steel pins measure .990 x 2.520 with a wall thickness of .180. Rings are Mahle (PN 4395 MS-16) 1.5mm/1.5mm/3.0mm with hand filed end spacings of .018 and .020 inches.

See all 20 photos See all 20 photos With the 28cc Mahle piston bowls and .010″ top cut, the compression ratio is 10.0:1 to the point. The gray coating on the piston crown reflects the heat of combustion to control detonation.

See All 20 Photos See All 20 Photos As a testament to the versatility of the Ford big-block – and the widespread popularity of cubic inches – this 501 is fitted to a 1979 Ford F250 4×4, hence the use of a truck-style oil pan with a rear sump. Not shown is the Melling M84D oil pump and extension tube required with the truck pan. The Eagle bars use ARP 7/16-inch fasteners torqued to 65 ft-lbs.

See All 20 Photos See All 20 Photos Using the many dyno hours Edelbrock has invested in perfecting their Power Package top end kit, R.A.D. chose kit number 2045 for 1968 1987 Ford big blocks. Included in the kit is a flat tappet hydraulic cam with 290/300 degrees advertised duration, 234/244 degrees duration at .050″ lift, .556/.581″ lift and a cam standoff angle of 108 degrees. With the host vehicle’s C6 automatic transmission, a stall speed of 2,500 rpm and a final drive ratio of 4.11:1, the camshaft complements the 501’s strong mid-range torque.

See All 20 Photos See All 20 Photos Also included in the Edelbrock Power Package top-end kit, the timing set features one-piece pulleys to eliminate the risk of pulley failure when using seam chain pulleys. The hand shows the stock 429/460 fuel pump cam which must be retained if a mechanical fuel pump is used. Builder Chmura says, “Some Fords have a one-piece fuel pump eccentric drive, others have this two-piece unit. The two-piece has less friction.”

See All 20 Photos See All 20 Photos Thanks to their aluminum construction, the Edelbrock Performer RPM 460 heads included in the Top End Power Package Kit shave over 50 pounds compared to stock iron heads. The 292cc intake ports are modeled after Ford’s finest CJ-R castings, but with Edelbrock’s added touch for even more flow. The 100cc flat bottom exhaust ports are a radical departure from the full oval shape seen on stock Ford castings. Edelbrock testing found that the smaller orifices deliver faster exhaust velocity for better scavenging of spent gases.

See all 20 photos See all 20 photos Edelbrock offers the Performer RPM 460 with 75cc (PN 60679) and 95cc (PN 60669) combustion chamber volume. We went with the larger 95cc chambers to get 10.0:1 compression with our piston and bore combination. All Edelbrock 429/460 heads feature large 2.19/1.76 (I/E) valves with hardened seat inserts for safe use with unleaded gas.

See all 20 photos See all 20 photos At 35.6 pounds, the aluminum heads are each 30.4 pounds lighter than a fully dressed 460 iron head (66 pounds). Fel Pro composite head gaskets were used (PN 1018). Thickness is .055/.041 inch (neutral/crushed).

See all 20 photos See all 20 photos The 429 / 460 V8 family of engines has two different lengths of head bolts: 5,060 and 5,750 inches. The Edelbrock Power Package Top End Kit (PN 2045) contains high-quality spare parts from ARP. Despite the difference in length, they all torque to 150 ft-lbs with a coating of molybdenum grease to prevent seizure and inaccurate torque readings.

See All 20 Photos See All 20 Photos To reduce friction between the rocker arm and valve stem tips, Scorpion 1.73:1 roller rocker arms (PN 1023) replace the stock Ford steel parts. These 8.680″ long, 3/8″ diameter pushrods are constructed of .080″ wall chrome-moly tubing. It’s the turn of the lifter preload. The Edelbrock-supplied valve springs exert 120 pounds closed and 310 pounds at .595 inches of travel.

See all 20 photos See all 20 photos The Shorty dyno headers have 1″ primary tube diameters and 2″ collector outlets. They are similar to those that get installed on the engine once it’s in the Ford F250 4×4 pickup truck it’s being built for.

See all 20 photos See all 20 photos Inexpensive and easy, a Spectra Ford Duraspark electronic distributor (PN FD03) fires the spark plugs. Ignition timing is set at 37 degrees BTDC.

See All 20 Photos See All 20 Photos Also part of the Edelbrock Power Package Top End Kit, the RPM Air Gap Dual Plane Intake Manifold (PN 7566) increases low-end and mid-range torque by giving both banks of cylinders equal access to the fuel mixture available in the joint plenum.

See all 20 photos See all 20 photos EFI may be crisper and quicker to start, but for price per dollar spent, carburetors are hard to beat. We chose this 750 cfm Brawler Four Barrel from Holley. Straight out of the box it delivered optimal air/fuel ratios without fiddling with the jets, let alone fiddling with a laptop.

See All 20 Photos See All 20 Photos The proof of the pudding: 518 horsepower at 5,200 rpm under light loads and a whopping 590.6 lb-ft of torque low down at 3,400 rpm. Even better is the availability of 500 lb-ft from 2,300 to 5,300 rpm. This makes the vehicle in question feel like it’s being thrown down the road (or strip or track) by a giant’s hand. Rounding it all out is the modest price tag of just under $8,000 in parts. Get a used Ford 460 and then turn it into a torque beast by following these instructions. You will not regret it!

What is it about American iron that is so massive? Chrysler’s original Street Hemi had valve covers that could be rented out as a dance floor. Pontiac’s V-8 is a hefty hunk of iron, as are the Olds 455s. But if you want to talk about cast-iron overkill, maybe we should talk about the Ford 429/460. Massive 3-inch main bearings and beefy iron heads that were once combined in the smog era to produce a measly 206 horsepower. Thank God those times are over.

But in the tradition of vintage craftsmen, we don’t look past those inept days and instead look to the tremendous amount of power we could churn out of all that iron. Here is perhaps one of the home world’s most overlooked gold mines. Yes, it’s heavy, and yes, it costs more to build than a small-block Chevy – but you already knew that. Think of it as a line drawn in the sand. are you man enough

We decided to do more than just talk about Ford’s big block and actually build one ourselves. Well actually Jim Grubbs Motorsports built it for us because we’re clumsy with time management. The crew at JGM are true Ford 460 fans, so we’ve found an enthusiastic partner to point us in the right direction to Blue Oval power. View the horsepower world through blue-tinted Ford glasses. Very heavy glasses.

what’s out there

The Lima-series engine is one of Ford’s longest-lived powerplants. First released in 1968 as the 460 in Lincolns and as the 429 in other large Fords, this 385-series engine survived until 1997, a 30-year run, which is amazing given Ford’s propensity for change. The 460 was used in Lincoln tractors through 1978 and later in full-size Fords and Mercurys, and also made its way into 31/44 ton trucks and E-350 vans from the ’70s through the early ’90s. Also found in RVs, marine and even stationary industrial applications, this veteran engine has been electronically fuel-injected since 1987.

The retail price for complete engines varies by condition, but we’ve heard they go for as little as $200. We bought ours for a little more from Memory Lane mainly as a complete engine including all accessories because we were in a hurry and couldn’t take the time to look for a cheaper version. Adopt one and take it home with you. The Ford gods will smile at you.

See all 14 photos See all 14 photos This is Bill Fowler’s 504cc stroker 460 complete with Jon Kaase designed Super Cobra Jet Ford Racing aluminum heads. The engine propelled Bill’s Mustang convertible to 11.80 seconds at 115 mph, but that wasn’t good enough, so the Mustang now sports a killer 573ci behemoth based on a 460.

holes and lines

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The 460 and its 429 cousin are large-bore, short-stroke thumpers. The 460 uses a 3.85 inch stroke while the 429 only uses a 3.59 inch reach. This makes increasing displacement on the 429 easy enough. Rod length is 6.605 inches, which gives a 1.71:1 rod length to stroke ratio with the stock 460 stroke. Most production blocks can tolerate overboring to .060″, making a 472. If you’re willing to look for a thick-walled cast, it’s possible to go to .080-over (4.440-inch bore) and 477 ci stroke with the stock.

If you plan on big inch lengths, there are several stroker crank options. You can offset-grind the stock 2,500-inch rod journals to 2,200 big-block Chevy or Chrysler pin sizes. Or connect one of the three Scat-Cast Stroker cranks. At .030 over, the 4,150-inch stroke makes 502 ci, the 4,300-inch stroke swings 521 inches, while the big 4,500-inch stroke fills this behemoth up to 545 cubes. The main pivots are massive at 3.00 inches, so the cast crank and stock rods are not conducive to engine speeds above 6,500 rpm. Be warned that these stroker cranks also generally require a significant investment in Mallory metal to properly balance and that heavy metal adds significantly to the overall cost of a stroker replacement.

minds you win

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The Stock Iron 460 heads are a head turner. On the intake side, the oval-shaped intake offers an attractive cross-sectional area for solid torque and horsepower potential along with acceptable 2.19/1.76 valve sizes for the early castings. But just like its small-block cousins, the 460 exhaust ports are among the most restrictive we’ve come across. Flow at the exhaust ports is so poor that using a large cam will only hurt performance across the board. The long duration damages low-end torque, while the restricted exhaust ports stifle any chance of power at higher engine speeds.

Choosing a decent iron production head is an attempt to minimize the corks. It seems that the ’69 C9VE or ’70 D0VE casting numbers are the best heads for a budget engine. All iron production heads from 1968 to 1971 were closed chamber and 76 cc. These are getting harder and harder to find, and we won’t even talk about the ironclad 429 Cobra Jet and Boss 429 aluminum castings – they might as well have been buried with King Tut. In 1972 Ford transitioned to a 95–100 cc open chamber, which was to be avoided as the worst of all iron 460 designs because it lacked a quench area and was therefore prone to detonation. The ’73-up heads went back to a closed chamber configuration but with deeper 95cc/100cc chambers.

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You can open up the exhaust ports on a stock header to improve horsepower potential. But also consider the time and money you will be investing in new valves, guides, valve work, studs, guide plates and buying all of these parts. With all of that, you’ve easily sunk anywhere from $900 to $1,100 in scrap and porting hassle. When it comes to the pure budget approach, that’s still about half the price of a set of new Edelbrock heads. On the plus side, you’ll also remove at least 60 pounds from your car’s nose with the aluminum heads. The iron castings weigh about 73 pounds each, while the alloyed Edelbrocks weigh about 42 pounds each.

In addition to the Edelbrock castings, there are other heads to choose from. Perhaps the best is the Ford Racing Cobra Jet head designed by Ford big-block guru Jon Kaase. These heads offer the most promising flow potential of any aftermarket 429/460 head. Kaase moved the valves to free up flow and change angles, and this head is especially powerful on larger displacement engines like a 514 with a big cam. For more details on these heads log on to jonkaaseracingengines.com. Another good set of heads comes from Trick Flow Specialties (TFS). The company offers both track and street versions, which are also worth investigating and are priced competitively with the Edelbrock castings.

See all 14 photos See all 14 photos The 429/460 came from Ford as both an internally and externally balanced engine. Internally balanced engines use a simple spacer between the balancer and the crank gear, while externally balanced engines use a weight (right) that looks like a mini crank throw, or as one prankster called it, “The spacer with the pork chop on it.”

Lube to live

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If the 429/460 has one weakness, it’s the oil system, according to JGM. For a low speed torque twister, the system works well. But for higher engine speeds where the horsepower lives, there are a few things that need to be addressed. Ford chose to lubricate the mains through the jack kitchen, meaning the oil must flow through the jacks on its way to the mains and rods. This path is full of restrictions that both reduce pressure and aerate the oil.

Much like the 351 Cleveland engines, the solution is to radically increase the oil pressure to 70psi. The higher pressure reduces foaming and ensures the oil travels all the way from the front mounted oil pump back to the rear main pipe. When there is a lack of oil, the rear main tube and rods suffer the most. The solution requires a large volume/high pressure pump and a strong oil pump drive shaft. JGM also recommends a solid transfer gear drive pin (like an industrial rivet) instead of the hollow roll pin since the stock pin will shear off trying to drive the higher pressures. This pressure also requires a racing filter to prevent bursting. Of course, this also means being very careful when the engine is cold in order to limit pressure-related filter explosions with more viscous oil.

CC’s 466

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After dredging a complete 460 out of a ’73 Lincoln Continental, we stripped it down and shipped the block, crank and rods to JGM. To lay a solid foundation we decided to also invest in a good short block with a set of Federal-Mogul forged Speed-Pro flat-top pistons should we decide to add some nitrous oxide in the future press. These pistons also gave us a pump-gas friendly compression ratio when paired with the 95cc chambered Edelbrock heads. Grubbs then supplied a set of rebuilt truck bars with ARP bolts to add a degree of durability. JGM also bored the block and honed the torque plate and supervised the machining of our crank by .010 under to work with the Federal-Mogul bearings.

JGM has built a healthy 466 (see Project 642 dyno diagram) with fully ported iron production heads, but Grubbs reports that if you don’t like a challenge, the investment really doesn’t pay off in terms of the ultimate performance gain. We went with a set of Edelbrock aluminum Performer RPM heads and a Performer RPM Air Gap intake as the route to performance. These heads are designed to use roller rockers, so we hooked up a set of Harland Sharp 1.73:1 rockers to help with valve lift. This brought us to cam selection, and it just seemed like a good idea to go with Edelbrock’s entire Performer RPM package, which uses a street-grade, flat-top tappet hydraulic cam (see Cam Specs sidebar).

JGM then assembled the 460 with the recommended oil system changes and bolted the engine to the dyno. We also installed a 750cfm Holley mechanical secondary carburetor into the HP body rebuild (see that story elsewhere in this issue) to act as the mix master, and also a set of 131 Hooker chassis headers /44 in. This test was performed on Grubbs’ own SuperFlow 901 engine dyno, but the cell leaves no room for a complete exhaust system. We also decided to test both Edelbrock hydraulic cams. The Performer Plus cam is designed for torque, while the RPM cam offers more duration and lift for a significant boost in performance.

The Performer cam produced an impressive 523 lb-ft of torque, but the same short cam timing only managed 406 horsepower. This spurred the JGM crew to swap out the higher-rpm camshaft, to which the 466 responded with pump gas-fed peak power of 503 hp at just 5,200 rpm while shaking the ground with 555 lb-ft of torque at 4,200 rpm . These numbers are actually very close to Edelbrock’s performance claims for their Performer RPM package. Even in a 4,000-pound car, this ranges from low 12s to high 11s, depending on weather and altitude. This motor was incredibly easy to assemble and required no custom parts. Do it yourself in your garage. Screw it into your favorite Ford and you have a tire roaster.

Shim to win

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The JGM crew also pointed out to us a simple valve train adjustment on these engines. The ’73-later Ironheads 429/460 all use a non-adjustable fulcrum-style rocker. Rebuilding one of these Lima engines usually involves removing the block and heads. If you are using one of the high deck height blocks, this may involve milling up to .030″ or more of the block deck. Keeping the pivot rocker system with a shorter deck height or milled heads creates excessive lifter bias. Crane makes a set (PN 99170-1) with .030-, .060-. and .090 inch thick shims that reduce lifter preload.

This slight change does two things. It’s generally worth improved idle quality and, more importantly, minimizes the amount the lifter can “pump up” at higher engine speeds. While this may seem insignificant, minimal hydraulic lifter preload is generally worth the performance at higher engine speeds.

Networking at its finest

There’s always something new to learn, and one of the best things on the web is websites dedicated specifically to engines like the 429/460 Ford. While researching this story, we came across a forum on network54.com. Find the search button and type 385 series ford and this will take you to 460ford.com (we tried just typing www.460ford.com but it never works for us). The Tech Forum gives members the opportunity to ask questions and get answers about these engines and related big block Ford information. Listen.

The Torque King This is our 466ci engine built by the JGM crew with 9.6:1 compression, Federal-Mogul forged pistons, Edelbrock Performer RPM CJ aluminum heads, Performer RPM air gap intake, 750 cfm Hollley Carburettor and 131/44 inch header was built on the Nuttenstrasse. Test 1 uses the Performer-Plus Edelbrock camera. Test 2 used the longer duration Performer RPM grind. The engine delivered impressive torque and respectable horsepower with the smaller cam, but it might be a bit short for the 9.6:1 ratio. A compression of 8.6:1 would be better for the smaller cam. As you can see in Test 2 we are doing the performance with the Performer RPM camshaft. JGM wasn’t happy with 503 horsepower, so they tried a 1″ open plenum spacer and a set of 2″ headers. Horsepower increased to 514 and torque improved everywhere from 3,800 rpm, peaking at 565 lb-ft at 4,400. Drive a 3.20 gear behind this beast and let it eat! Test 1 TEST 2 TEST 3 RPM TQ HP TQ HP TQ HP 2600 490 242 – – – – 2800 497 265 – – – – 3000 503 287 – – – – 3200 517 315 ​​- – – – 3400 518 336 – – – – 3.600 522 358 530 363 – – 3,800 523 379 546 395 547 396 4,000 509 388 550 419 555 422 4,200 495 396 555 444 557 445 4,400 477 399 549 460 565 473 4,600 458 401 537 470 542 475 4,800 437 399 528 482 539 493 5,000 427 406 520 495 531 505 5,200 – – 508 503 516 511 5,400 – – 489 502 500 514 5,600 – – 468 499 478 509 Output/ci 1.12 0.87 1.19 1.08 1.21 1.21 Show all

Cam Specs Adv.Dur. Duration@ 0.050 stroke LSA Performer-Plus flat tappet hydraulic intake 272 194 0.460 110 exhaust 282 204 0.480 Performer speed flat tappet hydraulic intake 290 234 0.556 exhaust 300 244 0.581 108 Show all

Flow test Big-Block Ford 429/460 aluminum, Edelbrock PN 61649

2.19/1.76″ valves

75cc chamber

310 cc intake port (measured 313 cc)

Inlet port cross-sectional area: 3.79 square inches

Exhaust Port Cross-sectional Area: 2.12 square inches Stroke (in) INT EXH (with tube) E/I (%) 0.100 68 61 90 0.200 136 109 80 0.300 201 148 73 0.400 253 174 69 0.500 300 191 64 0.600 306 306 0127 306 0127 306 0127 306 0127 306 0127 306 206 66 0.800 320 – – The E/I column represents the percentage of exhaust to intake flow (E/I). Generally anything around 70 percent or more is considered good. The exhaust gas flow figures were generated with a flow tube. show everything

Cam Specifications Comp Cams Mechanical Roller

110 degree beam separation angle

110 degrees built in

With 1.72 rocking ratio Adv.Dur. Duration at 0.050 lift LSA Intake 296 260 0.726 (minus 0.028) = 0.698 net lift Exhaust 304 268 0.726 (minus 0.030) = 0.696 net lift Show all

See all 14 photos See all 14 photos

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automobile engine

The Ford 385 engine family (also codenamed “Lima”[2]) is a line of V8 big-block engines developed by Ford Motor Company. The Lima engines produced from 1968 to 1998 completely replaced the MEL engine, along with several engines in the mid-block FE engine family. In truck applications, the engines succeeded the much larger Super Duty family.

The Lima engines were used in several applications in North America. In cars, the engines have been used by all three Ford divisions in full-size cars, intermediates, personal luxury cars, and muscle cars. For trucks, the family of engines was used in large trucks and vans, as well as medium and heavy trucks.

Produced in Lima, Ohio (Lima Engine), the family of engines was the last big-block V8 designed and produced by Ford in the 20th century. After 1978, the engines were phased out from Ford vehicles as full-size vehicles were downsized (intermediates last used the engines in 1976). After the shift to truck use, the Lima engines were supplemented by several diesel-powered engines.

In 1997, Ford introduced the Triton V10 overhead cam, replacing the Lima V8 family of engines after the 1998 model year. The next large-block overhead-valve V8 to be produced by Ford is the 7.3-liter “Godzilla” V8, introduced for 2020.

Versions[edit]

The 385/Lima engine family derives its name from the 3.85 inch (98 mm) crankshaft stroke of the 460 cubic inch V8.[3] The engine was produced in displacements of 370 (6.1 L), 429 (7.0 L), and 460 cubic inches (7.5 L). To reduce weight over their predecessors, the 385 engines used thin-wall casting processes and a frameless block.

370 [ edit ]

The 370, the smallest displacement engine in the 385 engine family, was introduced in 1977 and replaced the 361 cu in (5.9 L) 360 Truck (FT) V8. The 370 shared its 3.59″ stroke with the 429 and was designed with a downsized 4.05” bore (shared with its predecessor and the 390 V8). In 1979, the engine was renamed a 6.1-liter metric-displacement V8.

After 1991 production, the 370 was discontinued and replaced by the 460 in all truck applications.

Applications:

429 [edit]

Designed to replace the largest V8 in the FE series, the 429 replaced the 390, 427 and 428 V8s. Introduced in the 1968 Ford Thunderbird, the engine was used in all full-size and intermediate Ford and Mercury product lines. It was replaced by the 460 in Ford and Lincoln Mercury vehicles and was not available in Ford medium-duty trucks until after the 1973 model year.

The engine was reintroduced in 1979 as a 7.0-liter metric-displacement “Lima” V8. Initially replacing the 401 Super Duty V8, the 7.0L replaced the 477 and 534 Super Duty engines in 1982. After 1991, the 429 became the only gasoline engine offered in Ford commercial vehicles. The 460/7.5L was used in trucks with a payload of less than 1.5 tons.

The 429 shared its 4.36″ bore with the 460 and was designed with a shorter 3.59″ stroke.

Applications:

460 [edit]

The 385 engine with the most displacement, the 460, was developed as a successor to the 462 MEL V8 and the 390 FE/FT V8. Introduced in 1968 in the Continental Mark III, the 460 was originally exclusive to Lincoln (and the Mark III). In 1972 the engine was introduced for Mercury and added to Ford (and intermediates) in 1973. In the same year, the engine was added to Ford light trucks (F-series pickups). As Ford began to respond to the implementation of CAFE, the 460 (originally standard on the highest trim Lincolns and Mercurys) was made an option and effectively replaced by the 400 V8 (335 series). 1978 was the 460’s final year in full-size Ford and Lincoln-Mercury cars, coinciding with their downsizing. From 1980 to 1982 the 460 was exclusive to the Econoline 350 as the 400 V8 became the largest engine for F-Series trucks. In 1983, the 460 returned to the F-Series (replacing the 400).

From 1968 to 1971 the 460 was rated at 365 gross horsepower. For 1972, the engine experienced a significant numerical drop. Along with a reduction in compression ratio (to 8.5:1) and a change in camshaft timing, engine performance was primarily affected by the adoption of SAE net horsepower as the standard in North America (allowing for power losses through engine accessories and exhaust system). Originally reduced to 212 hp, the 460’s output changed almost annually (to improve fuel economy and emissions performance), dropping to 197 hp in 1977. After its 1983 reintroduction, the 460 received fuel injection for 1988; Power increased to 235 hp at 4100 rpm and 395 ftlbs at 2200 rpm. The 460 (7.5L) remained mostly unchanged until 1994 when some minor changes to the ECU and compression ratio took another 10 hp and 15 ftlbs out of it squeezed out, bringing the power to 245 hp at 4100 rpm and 410 ftlbs at 2200 rpm for the last 3 years of its life. The 460 was replaced by the 6.8-liter V10 after the ’97 model year (with the exception of ’97 E250/E350 vans, which began V10 use in ’97).

The 460 shared a 4.36″ bore with the 429 and was designed with a 3.85″ stroke.

Applications:

Fitted with F-Series chassis-cab versions and E-Series cutaway-cab configurations, the 460 saw many commercial applications. other applications include recreational vehicles/RVs and use on buses. As a crate engine, the 460 was produced by Ford Motorsports until 1997.

514 [edit]

A 514 cu in (8.4 L) crate engine was also available from Ford SVO.

High performance variants[ edit ]

Successors to the FE engine family, Ford developed several high-performance versions of the 385 engine family from 1969 to 1971, all based on the 429.

The 429 Cobra Jet (429CJ) featured a Rochester Quadrajet 715 cu ft/min (20.2 m3/min) Spreadbore 4-bbl carburetor, larger camshaft. a special set of cylinder heads (DOOE-R) 73.5 CC, combustion chamber and slanted valve configuration, with push rod guide plates (DIOE-6465-AA) intake valves were 2.24 and exhaust valves were 1.74, with non-adjustable hydraulic tappets. This allowed a compression ratio of 11.3:1 and increased power to 370 hp. The engine came with or without a hood scoop, matched for a 3.25:1 rear axle ratio. Fitted with a “shaker” hood scoop, a 429 CJ-Ram Air-equipped vehicle received a 3.50:1 rear axle. In 1971 the CJ engine also used a four-bolt DOVE-A main block.

The 429 Super Cobra Jet (429SCJ) featured a Holley 780 cu ft/min (22 m3/min) Vac-Secondaries Square-bore 4-bbl carburetor, a larger mechanical camshaft and a four-bolt main block. Forged pistons, single valve relief.[4] Forged rods and brindle tested cast iron crankshaft. Engine output has been increased to 375 hp and 450 lb-ft of torque, along with a 3.91:1 or 4.30:1 rear axle ratio.[5][6]

Police interceptor[ edit ]

Ford Police developed Interceptor versions of the 429 and 460 for police use. Depending on the horsepower rating system (gross vs. net) and emissions tuning, engine power ranged from 210 to 375 hp. The Ford 460 engine became the largest displacement V8 ever used by law enforcement, followed by the Pontiac 455 Police Enforcer, Chevrolet 454 Police Apprehender and Chrysler/Dodge 440 Police Pursuit V8.

The 1971 429 Police Interceptor was tuned similar to the 429 Cobra Jet with a compression ratio of 11.3:1. With forged single-valve notched pistons, the engine was rated at 370 hp (gross). [citation needed] 460 Ford Forums.

From 1973 to 1978, Ford offered two versions of the 460 police engine. The lower powered 460 Police Cruiser and the higher powered 460 Police Interceptor. The base 460 PC identified by the engine code “A” denotes the base 460 passenger car, “C” denotes the 460 PI Interceptor.[4] in the vehicle identification number (VIN) of the installed vehicle and on the engine’s rocker cover specification sticker, was recommended for city and suburban use, while the 460 PI, identified by the engine code “C” in its VIN and on its specification sticker, was built for High-Speed ​​Highway Patrol and Interstate Applications. The two were frequently confused with one another, with the “A” code 460 being a simple street/stock engine with the addition of cooling bolts and a block-mounted non-electric fuel pump. The more powerful “C” code 460 Police Interceptor featured a higher lift camshaft and better flowing heads (D2OE-AB) or (D3OE-AA, AB) and exhaust system and high flow in-tank electric fuel pump which was standard, on a block mounted, cam-driven, vacuum-lift fuel pump would starve the engine for fuel above 100 mph (160 km/h). The 460 Interceptor was capable of speeds in excess of 130 mph when fitted to certain vehicles.

429/460 police interceptor

Specifications [ edit ]

All engines

Deck Height (formerly Block): 10.3 or 10.31 in (261.6 or 261.9 mm)

Deck Height (Later Block, D9TE): 10.322 in (262.2 mm)

Rod Length: 167.8mm (6.605 inch)

Hole spacing 120 mm (4.9 inch)

370

Bore x stroke: 102.9 mm × 91.2 mm (4.05 in × 3.59 in)

429

Bore x stroke: 110.7 mm × 91.2 mm (4.360 in × 3.59 in)

Chamber Size (D00E-R) 75cc Cobra Jet

Chamber size (C8VE/C9VE/D0VE) 72cc ThunderJet

Chamber size (D2VE) ~99-100cc passenger head

Chamber Size (D20E) ~ 99-100cc Police Interceptor

460

Bore x stroke: 110.7 mm × 97.8 mm (4.360 in × 3.85 in)

Chamber Size (C8VE/C9VE/D0VE) 72cc ThunderJet Avail in 460 Lincoln Engine High Compression

Chamber Size (D3VE/E8TE): ~93-95cc ​​​​passenger heads

Chamber size (F3TZ) 89.5-92.5cc

2 valves per cylinder (although labeled 460-4V – “V” here stands for “Venturi” and refers to the carburetor performance)

See also[edit]

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A history of the Ford 460, the Blue Oval’s longest lasting truck big block V8

March 14, 2021

Story by Benjamin Hunting

Ford’s most popular and enduring big-block V8 engine lived an incredibly varied life. The 460-cubic-inch, eight-cylinder engine debuted as early as 1968, but powered cars, trucks, and commercial equipment throughout its three-decade life through the late 1990s.

Siblings to the 429, the last true muscle car big block built by the Blue Oval, the 460’s secret to success was its ability to pump out mounds of torque, even when hampered by ’70s exhaust systems. By the time the age of electronic fuel injection had arrived, the 460 had found a comfortable niche in Ford’s pickup family, alongside a healthy aftermarket interest as a crate engine.

Today, the 460 V8 is considered one of Ford’s best kept secrets. While the small 5.0 block is attracting the most attention, followed by its modern Coyote cousin, this large block has a lot to offer project developers looking for something different.

385 changes the game

Both the 429-cubic-inch and 460-cubic-inch V8s came from the 385 engine series released in the late 1960s. The new engines had the same bore but a different stroke (the 3.85 inch gauge that gave the family its name). Other differences included the 460’s sturdier construction, intended primarily for use in luxury sedans where the overall weight wasn’t as high (the engine weighs a whopping 720 lbs.) You can appreciate the overbuilt’s cast-iron heads and 3-inch main bearings Motors for much of its mass, but it’s generally worth nothing, as far as the 385 engine family is concerned, it was lighter than the big FE and MEL blocks that had come before them at Ford.

Also known as the “Lima” engine due to its production at Ford’s Lima, Ohio plant, the 460 remained a distinguished company for the early years of its life. Exclusive to Lincoln products, it delivered 365 hp and 485 lb-ft of torque for the Lincoln Continental Mark III coupe and Continental sedan.

Although these were both gross horsepower ratings, in keeping with standards of the time, the 7.5 liter engine delivered exceptionally smooth power and acceleration in these of Lincoln’s heaviest barges.

Join the family

In the early ’70s, Ford made a number of changes to the 460’s design and availability. Mercury was the first to receive the engine in its full-size and mid-size vehicles in 1972, followed by Ford the following year (who would offer it in both passenger cars and trucks).

At the same time, Ford tinkered a lot with the engine and choke output from ’72 onwards. Equipped with a new camshaft and lower compression ratio, Ford’s biggest mistake was a head design for that year that would virtually eliminate the quench area, leading to numerous reliability and detonation issues and forcing a complete redesign for 1973.

Using the new “SAE net” horsepower, the 460 rolled around the 200-pony mark for most of the rest of the decade, with torque being measured at just under 350 lb-ft.

In 1978, Ford retired the 460 from all of its passenger cars, including the Mercury and Lincoln. Trucks and vans, on the other hand, continued to benefit from the engine over the next two decades, with horsepower climbing to 225 ponies in 1983 and 245 a few years later (with 385 lb-ft of torque). In 1988, the 7.5-liter mill made a big leap in performance thanks to the introduction of fuel injection, which reached both horsepower (245) and torque (400 lb-ft) in modern times in the 1990s. Those numbers stayed healthy until 1997, when the engine left the pickup and van portfolio.

An underrated hot rod option

From a modern perspective, the Ford 460 Big Block is cheap and plentiful, making it an enticing target for Blue Oval builders. With so many trucks and big cars that have used the engine, it’s easy to find, and there’s now a plethora of performance parts that more than make up for the post-smog design flaws. Although the engines are relatively oversized, they are relatively low and shallow, making them easier to fit under the hood of a wide range of vehicles, including Fox platform models like the Mustang and Thunderbird.

The key to building any 460 V8 is proper flowing heads. The earliest production heads (C9VE or DOVE castings) offer the best factory flow, but there are many aftermarket options including aluminum units that are considerably lighter than the original Ford monsters. Properly sized exhaust ports are required when installing a hotter cam in the 460s, as the ’70s designs (which offer excellent intake area but poor exhaust restriction) simply can’t breathe deeply enough to meet the demands. Trick Flow, Ford Racing, and Edelbrock all make high-performance heads that fit in the big block.

Some builders are also opting to go the stroker route with the 460, which can result in displacements of up to 545 cubic inches for those seeking low-rpm torque that will shake the windows of anything within a two-block radius. With the right carburetor setup or a standalone electronic fuel injection system, it’s easy to squeeze 500 horsepower out of the 7.5-liter engine – more than enough grunt for some serious fun in a cruiser or a drag car on a reasonable budget.

Yesterday was an exciting day for heavy truck fans. Ford, GM and Dodge all broke big news about their heavy-duty pickup trucks, a segment that’s growing despite a slowdown in light-duty pickup sales and recent high gasoline prices. Diesel engines make up the meat of this market. And today’s diesel engines are not only far cleaner than before, they crank out colossal amounts of torque, with GM currently taking top honors with the new Duramax cranking out 660 lb.-ft of torque. But after scouring the spec sheets for each truck, I realized for the first time that you can’t get a big-block V8 in any domestic pickup truck.

In the ’60s and ’70s, it was the big-displacement V8 that powered not only the fastest muscle cars like the 426 Hemi ‘Cuda, 427 Corvette and Boss 429 and 428 Super Cobra-Jet Mustangs, but also the most powerful pickups. For many years, the 454 (7.4 liter) V8 was GM’s top choice, while Ford had the mighty 460 (7.5 liter) V8. In 1999, Ford put the 460 out to pasture when the 6.8-liter V10 was introduced in the new Super Duty pickups. But the big-block GM V8 prevailed. In fact, in later years it grew to nearly 502 cubic inches (8.1 liters) and became even more powerful. Last year brought the Vortec 8100, 8.1-liter V8, 340 hp and 455 lb.-ft. of torque.

Big-block V8s have a mountain of torque in the lower speed range. And that makes them ideal for towing. But at the pump, they’re sure to be thirsty. Modern diesels bring almost double the mileage and exceed the torque many times over.

So it’s no surprise that GM killed big block. But don’t blame GM. Blame it on Rudolf Diesel. Diesel engines simply offer more of what the heavy transporter needs. Still, it’s a little sad for those of us who fondly remember the rumble of a big-block V8. – Ben Stewart

No big-block V8 under this hood.

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