Barry Kluczyk
September 28, 2010

The camshaft is a hydraulic roller from Comp Cams, with big 0.669-inch/0.676-inch lift specs, along with 254/260-degrees duration and a 110-degree lobe separation angle.

Atop the block is a pair of World's own 18-degree aluminum cylinder heads, which boast large, 225cc intake runners that feed fast-burn-style 72cc combustion chambers (an upgrade to CNC-ported versions of the heads brings enormous 242cc intake runners, which is good for about another 50 horsepower). The tunnel-like intake paths are considerably larger than comparable Ford heads, which have 224cc runners. The valves are matched to the heads' tremendous flow, measuring 2.055 inches on the intake side and 1.600 inches on the exhaust. Make no mistake, these are huge-flowing heads, but very necessary for an engine with such a large displacement.

Not surprisingly, stiff, dual 125-pound per inch valvesprings (1.437-inch-diameter) complement the valvetrain, along with cus-tom aluminum roller-tip rocker arms with a 1.72:1 ratio. They're mounted on screw-in studs. Also, the Man O' War block can accept two additional head bolts per cylinder, which provide an extra measure of sealing for forced induction and nitrous applications-power adders were not in the plans for our project engine. To feed the 460's big passages, a 1,050-cfm AED-built Dominator carburetor is mounted to World Products' single-plane, high-rise intake manifold.

During our test, World's 460-inch Windsor-style engine's 632hp peak was achieved at 6,000 rpm. World says the engine's upper limit is about 6,500 rpm. Peak torque registered 618 lb-ft on our test, and was reached at 4,800 rpm. But there's definitely more to the numbers than the peak figures: The "little" 460 made more than 560 lb-ft at only 3,500 rpm and crossed the 600 lb-ft threshold by 4,400 rpm.

On the horsepower side, it hit 400 horses by 3,700 rpm and curved smoothly upward toward its peak, crossing 500 horsepower by 4,400 rpm and 600 horsepower by 5,200 rpm. Clearly, the deeper this big-volume engine breathes, the stronger it gets, but we were surprised by how well the engine idled and performed at low rpm.

With its big cam and high-rise single-plane intake, we frankly expected a bit of stumbling down low. We saw none. Of course, the dyno is a different environment than the street, but not enough to drastically alter the attributes we experienced during testing. There's a lope to the idle no doubt about it, but this engine shouldn't be a problem for cars with power brakes, and more.

For us, the prospect of popping the hood at cruise night and answering "460," when someone asks, "watcha' running?" and stares at an obvious small-block package will be worth it. Of course, there's something to be said for keeping mum about the displacement-especially for those forays to the track-and let the bystanders scratch their heads after viewing the Windsor package under the hood.

With this 460-inch combo, there's no reason to make compromises with the front-end weight penalty or tightly packed engine compartment that comes with a 385-family 460. And, frankly, for the World Products engine's approximate $15,000 price tag, you'd be hard-pressed to build a vintage 460 to make similar power for less, and it simply wouldn't have the lower-mass advantage. Indeed, for a pro-touring-style '68 Mustang fastback or a '71 street/strip car, this 460-cube package in a 351-inch wrapper has much to offer.

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