Snake swallows Rat:Ford Motorsport has just raised the ante in the crate-motor wars by introducing the 460 Cobra Jet SVO complete engine assembly, which delivers an axle-twisting, tire-burning 560 hp at 6,000 rpm and 535 lb-ft of torque at 4,750 rpm-right out of the box! The engine comes complete from the oil pan to intake manifold-just add carburetor, ignition, headers, and accessory drives, and it's ready to run.
Each engine is manufactured and assembled to SVO/OEM-quality standards and passes SVO-specified tests for dynamometer durability. The heart of the engine is SVO's 460-H.O. short-block assembly (PN M-6009-C460), which includes 11.5:1 pistons, heavy-duty connecting rods, a high-nodular iron crank, and a roller timing chain. Normally, these short-blocks come with a fairly stout hydraulic cam, but for this thumper engine, Ford substituted an even hotter high-lift, long-duration hydraulic unit that's said to be worth another 50 hp.
SVO Cobra Jet (CJ) aluminum cylinder heads (PN M-6049-A429, bare casting; PN M-6049-B429, complete assembly) seal to the short-block via premium M-6051-A441 head gaskets retained by head studs. Although functionally interchangeable with the original iron musclecar-era CJ castings, the new alloy heads offer several flow enhancements. The new intake ports are slightly smoother, with an improved overall curvature from those on the old CJ casting, while the exhaust ports have a raised roof and floor. Like the original CJ, the combustion chambers displace 72 cc, but now they use a more efficient heart-shaped contour. Premium tulip-shaped stainless steel 2.25-inch intake valves (PN M-6507-A429) and 1.75-inch exhaust valves (PN M-6505-A429) reside in three-angle valve seats.
The heads are machined for screw-in studs and guideplates, and the fully adjustable valvetrain is topped off by tall SVO valve covers (PN M-6582-A460) that provide clearance for the crate motor's roller rockers (and a stud girdle, if you choose to install one).
SVO's Victor Jr. intake manifold (PN M-9424-G429) admirably carries out its induction duties. An SVO Duraspark distributor (PN M-12127-A301) lights the spark. The customer must supply the ignition coil and module. Motorsport offers the Duraspark II, Extra Performance or Ultra CD ignition systems. The latter system is Motorsport's version of the tried and true MSD-6, probably the world's most popular high-perf ignition booster.
Keeping things cool is a current-production 460 truck water pump (PN F4TZ-8501-B). Keeping the engine's lifeblood circulating is a Melling high-volume oil pump, which sucks lubricant from a 5-quart (with filter), rear-sump truck oil pan. For better high-rpm oil control, consider adding Motorsport's oil-pan windage-tray kit (PN M-6687-A460), which includes the tray plus attaching studs and nuts. This windage tray fits rear-sump pans only.
On paper, SVO's 460 crate engine presents a pretty stout package. But we've also seen how these modern-day Cobra Jets run both in the real world and on the dyno. (For details, see "Dyno-Test Results," "Drag-Test Results," and "Installation Notes.") They perform up to expectations and more. Plainly, this is a serious high-performance engine for bracket racing, off-road trucks, marine applications, or even for adding or restoring performance to older vehicles. Of course, its high compression ratio requires 100-octane (or better) racing gas, and the engine won't meet emissions regulations in most applications. Nevertheless, for all those with Ford blue blood running through their veins, the SVO 460 sets a new standard against which all other crate motors must be measured.
Rated at 560 hp at 6,000 rpm...
Rated at 560 hp at 6,000 rpm and 535 lb-ft of torque at 4,750 rpm, Ford’s 460 Cobra Jet engine assembly comes complete minus the air cleaner, carburetor, wiring and headers.
The crate engine’s iron crank...
The crate engine’s iron crank is select-picked for higher nodularity. It rides on factory Ford bearings retained by two-bolt main caps. All engines are test-fired after assembly and checked for leaks and proper oil pressure.
When tested on Jomar’s Superflow...
When tested on Jomar’s Superflow dyno with Mustang swap-kit headers and an out-of-the-box Holley 850-cfm double-pumper carb, Ford’s new 460 crate engine exceeded its rated power and torque ratings, churning out 576 hp and 548 lb-ft of torque.
The late-model crank requires...
The late-model crank requires external balance, yet it comes with the M-6316-A351, fully degreed, NHRA-legal, SFI-spec 18-1, neutral-balanced crankshaft dampener. The removable crankshaft weight (A) is the key to making it work. SVO’s M-6268-B429 full roller chain with a nine-position, multi-index cam sprocket drives the high-lift hydraulic cam. The assembly includes a mechanical fuel-pump eccentric (B).
Standard 460 forged-steel...
Standard 460 forged-steel rods have broached shank-to-big-end shoulders with rectangular-head, 3/8-inch rod bolts (left). Although it is the same forging, the crate engine’s heavy-duty “marine” rods (right) use spot-faced shoulders, which add strength because less material is removed from this critical stress area. Marine rods also come with the superior “football-headed” rod bolts.
The standard 460 short-block’s...
The standard 460 short-block’s low-compression, cast dished piston (left) is replaced by a hypereutectic flat-top with valve reliefs (right). With the 72cc Cobra Jet heads, this yields an 11.5:1 nominal compression ratio.
The aluminum Cobra Jet cylinder...
The aluminum Cobra Jet cylinder heads use a free-breathing, Jon Kasse–designed port that offers much-improved flow over the original CJ/SCJ castings. As a CJ/SCJ replacement, the heads accept original Super Cobra Jet (SCJ) components—if you can find them.
Like the original iron CJ...
Like the original iron CJ head, Motorsport’s aluminum casting uses a 72cc chamber.
But it has a superior swirl-inducing,...
But it has a superior swirl-inducing, heart-shaped contour.
The crate motor comes with...
The crate motor comes with the late-model rear-sump truck pan and corresponding Melling M-84D high-volume oil pump and pickup (right). Old musclecars need a front-sump pan (left) and, because of differences in the way the pickup bolts up, an M-6600-B4 CJ-style high-volume oil pump and pickup kit.
The heads come with dual valvesprings...
The heads come with dual valvesprings (PN M-6513-A351), adjustable 1.73:1-ratio lightweight aluminum roller rocker arms (PN M-6564-A460), 3/8-inch hardened pushrods (PN M-6565-K460), pushrod guideplates (PN M-6566-C429), and 7/16-inch rocker-arm studs (PN M-6527-A341).