[adamjkok]

Due to the lack of power steering, the steering’s heavy heft is to be believed. Doing U turns while moving is close to impossible. There is a lot of play in the steering, so it can feel cumbersome in corners. Limited road feel and poor tire grip contributes to its lack of agility. But the purpose of a truck is not to be agile, but to be comfortable and durable. Aside from some notable rattles, it felt very sturdy on dirt roads. The bouncy suspension shields the occupants from most bumps, but it never really settles down. Despite lacking anti-lock brakes, the F250’s braking performance is average but far better than what I expected.

[imnichol]

Despite its age, the interior still feels sturdy and tough. The gauges are big and easy to read. The gauge selector does not work though. A tachometer would have been nice, but in its place is an analog clock/compass. The cabin feels airy and roomy. With abundant headroom and legroom, it is easy to get comfortable although the limited number of seating adjustments can impede the driving position for some. The front row bench is supportive, and there is plenty of room for three. The controls are a long reach from the driver, and there are a lot of blank buttons. The cabin storage is limited. It can be hard to see over the long hood, but visibility is good nonetheless. The doors’ wide opening and running boards aid access. The bed is big as many modern trucks’.

[wscott]

In 1948, the F-Series pickup debuted with a variety of cab, chassis, and powertrain configurations. Catering to the industrial population, the F-Series was successful. It was not until 1957 that it underwent a complete redesign. In contrast to the previous F-Series’ circular appearance, the 1957 generation sported a square and modern look. As the years went by, the F-Series gradually changed its focus from the industrial population to the general population. By 1975, the F-Series broke into the F150, F250, F350 versions. In 1980, it underwent its first complete redesign since 1965 with an all new chassis and body. This eighth generation of F-series is now considered the last classic Ford truck. [links]

[linhy123]

The huge door mirrors create wind noise, and road noise permeates through the cabin. The V8 grumbles and remains audible at any speed.

[grifferz]

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[chernikov]

On the bad side, however, the 460 head exhaust ports are extremely narrow and do not let the engine “exhale” to its full potential. The flow on the exhaust ports is so bad that adding a larger cam will completely choke out the engine and provide very poor performance at any RPM range. If you are looking for a stock OEM cast iron head for your 460 then the best you will find will be from a 1969 “C9VE” cast or a 1970 “DOVE” cast. [links]

[silverkknd]

The worst year for the factory heads of the 460 was 1972 due to a poor design of the quench area which is the area distance between the piston at top dead center and the flat surface of the cylinder head. Essentially the 1972 model heads had little to no quench area and were known to explode on the inside. Ford redesigned the heads for 1973 and after but still suffered from the poor exhaust port issue.

[iamjerrytorres]

The OEM heads on a 460 are a bit of a mixed bag when it comes to performance. The intake side of the head provides a cross-sectional oval port which helped give the engine the high torque ratings that it was known for. This design, combined with a valve sizing of 2.19 to 1.76 for the early years of production also allowed for a greater amount of horsepower.

[swinewine]

The Ford 460 V8 engine was part of the “Ford 385” series of V8 engines which included the Ford 429 V8 that was used by Lincoln. These two engines proved to be the last of Ford’s V8 big block engines but are still quite popular today among engine enthusiasts. more

[JohnVChampion]

Beginning in 1968, the Ford 460 was manufactured at Ford’s plant in Lima, Ohio. A stock 460 cylinder bore was measured at 4.36 inches and had a 3.85 inch stroke with a rod length of 6.605 inches which would create a nice rod length to stroke ratio of 1.71:1. If you are looking to over-bore a 460 then it can easily handle a 0.060 increase which would make it a 472. more

[marekknowak]

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[NickB]

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