454 Horsepower and torque estimate

muddtruck

Active Member
I haven't had my truck on a dyno yet, hopefully in the spring. Its a 76 blazer 2wd. I had a 454 built for a different project and decided to run it in this ride instead.
76 2 bolt mark iv
Cast crank
Truck rods
30cc dome pistons hypertectic
9.5:1 compression
Xtreme energy xr288hr hydraulic roller cam
Crane roller rockers
Comp hydraulic roller lifters
990 rectangle port heads
Preformer rpm intake port matched
770 street avenger carb
Flowtech ceramic headers 1-3/4"
How much hp and torque? Any guesses?
 

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How do You Like the Keith Black Hyperuentic pistons by the Way ?
Are they quiet Cold engine startup and running ?
How is oil consumption also per 100, 200, 500 & 1000 miles ?
Can you go 2000-3000 miles driving and use just 1 quart or less of oil?

I ask because I have a new set for a Pontiac 455. Was going to use for my TA But changed my mind and going custom race forged for Heavy Duty Drag Race.

Only dislike or complaint of forged pistons doing lots of street driving in past with them is I had to add 1 quart every 100-500 miles.
Never no oil smoke.
Common issue with forged pistons on street use. Faster you drive the more oil used.
In the 1970 Pontiac service manual and 1974 SD455 well documented to use 1-2 quarts ever 500 miles or less.
Built for Race.
 
Id say your likely to be in the 420 rear wheel hp and 440 tq range if the engines well tuned
add about 20% say 520/530 tq at the flywheel

http://garage.grumpysperformance.com/index.php?threads/a-mid-range-454-bbc-build.8215/

List of GM transmissions
From Wikipedia, the free encyclopedia


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General Motors is an innovator of automatic transmissions, introducing the Hydra-Matic in 1940.[1] This list includes some GM transmissions.

Contents
Automatic transmissions[edit]
Early models[edit]
The GM Hydra-Matic was a success and installed in the majority of GM models by 1950. Through the 1950s, all makers were working on their own automatic transmission, with four more developed inside GM alone. All of GM's early automatic transmissions were replaced by variants of the Turbo-Hydramatic by the 1970s.

Turbo-Hydramatic[edit]
The Turbo-Hydramatic was used by all GM divisions, and formed the basis for the company's modern Hydramatic line. The basic rear-wheel drive Turbo-Hydramatic spawned two front-wheel drive variants, the transverse Turbo-Hydramatic 125, and the longitudinal Turbo-Hydramatic 425. A third variant was the light-duty rear wheel drive Turbo-Hydramatic 180 used in many European models.

Heavy-duty rear wheel drive
  • 1971–1994 3L80HD (heavy duty version of TH400)
Medium-duty rear wheel drive
Light-duty rear wheel drive
  • 1969–1998 TH180/TH180C/3L30 — 3-speed European/Asian model. Also manufactured and used by Holden as the Trimatic transmission.
Transverse front wheel drive
Longitudinal front wheel drive
  • 1966–1978 TH425 — 3-speed
  • 1979–1981 TH325 — 3-speed
  • 1982–1985 TH325-4L — 4-speed
Electronic Hydra-Matics[edit]
The next-generation transmissions, introduced in the early 1990s, were the electronic Hydra-Matics based on the Turbo-Hydramatic design. Most early electronic transmissions use the "-E" designator to differentiate them from their non-electronic cousins, but this has been dropped on transmissions with no mechanical version like the new GM 6L80 transmission.

Today, GM uses a simple naming scheme for their transmissions, with the "Hydra-Matic" name used on most automatics across all divisions.

3/4/5/6 L/T ## -Elll
Number of forward gears L=Longitudinal
T=Transverse GVWR rating "E" for Electronic
"HD" for Heavy Duty
First-generation longitudinal (Rear Wheel drive)
  • 1991–2001 4L30-E — 4-speed light-duty (used in BMW, Cadillac, Isuzu, and Opel cars)
  • 1992– 4L60-E/4L65-E — 4-speed medium-duty (used in GM trucks and rear-wheel-drive cars)
  • 1991– 4L80-E/4L85-E — 4-speed heavy-duty (used in GM trucks)
First-generation transverse (Front Wheel drive)
  • 1995–2010 4T40-E/4T45-E — 4-speed light-duty (used in smaller front wheel drive GM vehicles)
  • 1991–2010 4T60-E/4T65-E/4T65E-HD — 4-speed medium-duty (used in larger front wheel drive GM vehicles)
  • 1993–2010 4T80-E — 4-speed heavy-duty (used in large front wheel drive GM vehicles, only with Cadillac NorthStar V8.
Second-generation longitudinal (Rear Wheel drive)
*This transmission is part of a joint-venture between General Motors and Ford Motor Company to split development of two transmissions, a longitudinal 10-speed and transverse 9-speed. Ford led the design of the 10-speed transmission, as well as filing the design patents for said transmission. According to an official report by the SAE (Society of Automotive Engineers) the design of the 10-speed gearbox is essentially all Ford, while GM was responsible for designing the 9-speed 9T transverse automatic gearbox. As part of their joint-venture, Ford will let GM use the 10-speed transmission with rights to modify and manufacture it for their own applications. In-exchange for Ford's 10-speed transmission, General Motors will let Ford use its 9-speed transmission for front-wheel drive applications; Ford ultimately declined use of the 9T.[2] [3][4]

Second-generation transverse (Front Wheel drive)
Hybrid and PHEV[edit]
Other automatics[edit]
Future[edit]
Manual transmissions[edit]
Longitudinal transmissions[edit]
Transverse Transmissions[edit]
  • F23 — 5-speed transverse manual manufactured by Getrag
  • F35 — 5-speed transverse manual manufactured by Saab in Gothenburg, Sweden
  • F40 — 6-speed transverse manual manufactured by FGP Germany
  • Getrag 282 — 5-speed transverse manual designed by Getrag and manufactured by Muncie Getrag
  • Getrag 284 — 5-speed transverse manual designed by Getrag and manufactured by Muncie Getrag
  • MP2/MP3 — 5-speed manual developed by Saturn for use in the S-Series from 1991-2002
See also[edit]
References[edit]
  1. ^ "Hydra-Matic History: The First Automatic Transmission". Ate Up With Motor. 2010-05-29. Retrieved 2014-01-15.
  2. ^ "Exclusive: An Inside Look At Ford's New 10 Speed Transmission". http://www.thetruthaboutcars.com/. Retrieved 2015-03-16. External link in |publisher= (help)
  3. ^ Brooke, Lindsay. "Ford and GM finally consummate 9- and 10-speed joint development". articles.sae. SAE International. Retrieved 20 March 2016.
  4. ^ "Ford passes on GM's 9-speed automatic transmission". Retrieved 2018-11-12.
  5. ^ Panait, Mircea. "GM Hydra-Matic 9T50 Transmission Confirmed for Chevrolet Cruze, Malibu, Equinox". autoevolution. Retrieved 2016-12-07.
  6. ^ "GM Service Insights, pg 23" (PDF). Archived from the original (PDF) on 2019-01-09. Retrieved 2019-07-16.
  7. ^ "GM Service Insights, pg 23" (PDF). Archived from the original (PDF) on 2019-01-09. Retrieved 2019-07-16.
 
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a great deal will depend on both the level of engine tune and exhaust system flow restriction.
 
Thats where i was hoping to be when the engine was built so thats good. The pistons are sealed power and i havent noticed any smoking or oil consumption. It only has about 1500 kms on it so far. I may change the heads and headers in the future for better bottom end flow. For now its alot of fun to drive. The motor really picks up on the top end. I'll race it in the summer see how it does. Thanks for the comments
 
Maybe i could ask you guys some advice based on the motor setup i have to make it more of a cruiser or at least lower the rpm on the hwy a bit.
Weight of the blazer is around 4000lbs
Has a th400 trans
3000rpm stall torque converter
Rear gears are 373
26" tall rear tires
My cam says i need a 2500+ stall
The tranny guy said a 3000 would be really good.....it is fun in town, but on the hwy going 60mph any acceleration and its at 3000+ rpm. I have a big trans cooler but i worry about cooking my trans. So my question is would it be better to change to a lower rpm stall and how low? or maybe switch my gear back to 3:08?
 
1) try larger diameter tires, like 28's or bigger. Borrow from a buddy to test.
2) your drivetrain is matched well. Too bad you can't use a lockup torque converter with your TH400.
If you swapped to a 4L80E (TH400 with OD), then you would have the best of both worlds.
3) change the rear gears back.
4) Gear Vendors Overdrive unit.
 
That application of vehicle and parts would suggest an oval port head would be a better choice. Factory rectangular heads are for RPM.
 
Maybe i could ask you guys some advice based on the motor setup i have to make it more of a cruiser or at least lower the rpm on the hwy a bit.
Weight of the blazer is around 4000lbs
Has a th400 trans
3000rpm stall torque converter
Rear gears are 373
26" tall rear tires
My cam says i need a 2500+ stall
The tranny guy said a 3000 would be really good.....it is fun in town, but on the hwy going 60mph any acceleration and its at 3000+ rpm. I have a big trans cooler but i worry about cooking my trans. So my question is would it be better to change to a lower rpm stall and how low? or maybe switch my gear back to 3:08?

A Turbo 400 Transmission is real tough bone stock by the way.
They can take severe abuse in stock form.
The later versions had a ramped sprag race that can be a weak link racing.
Want the 1970 & earlier smooth drum with a 34-element sprag that Borg Warner sells.
The smooth drum was used in all 4L80E overdrive transmissions and transplants into a Turbo 400.
You need the correct clutch apply piston for either style.
Want a complete drum if possible.

4L80 gives best of both worlds but have to budget for it.
Need a computer to give full automatic shifts.
 
Thanks for the replys, I'm starting to think i should have went with oval port heads too. I may change them up in the future. My trans was built to handle abuse and a heavy foot, racing clutches etc...so hopefully it'll be ok. Overdrive trans definately would have been the better choice to get built. Those gear vender units are way out of my reach. All good suggestions though, thanks alot
 
Thanks for the replys, I'm starting to think i should have went with oval port heads too. I may change them up in the future. My trans was built to handle abuse and a heavy foot, racing clutches etc...so hopefully it'll be ok. Overdrive trans definately would have been the better choice to get built. Those gear vender units are way out of my reach. All good suggestions though, thanks alot
Every Overdrive transmission has issues other than Allison from a diesel Truck.

From what I have seem online by others the 4L80E has problems with Overdrive 4th pulling real heavy loads.
Probably over loaded in towing weight.
They don't like being raced in 4th gear.

Turbo 400 and Gear Vendors overdrive is the strongest combo.

There is nothing Stronger and less expensive to use or build than a Turbo 400 transmission.
Cost Free to $300 for a working core Turbo 400 Trans ready often to use.
 
I agree ive got a tough trans, i had it built at a good trans shop. Its supposed to hold up to all kinds of abuse. I guess I'll keep an eye out for a gear vender unit, pretty pricey though. I missed out on a used one for $1500, wish i grabbed it
 
I agree ive got a tough trans, i had it built at a good trans shop. Its supposed to hold up to all kinds of abuse. I guess I'll keep an eye out for a gear vender unit, pretty pricey though. I missed out on a used one for $1500, wish i grabbed it
Gear Vendors are still used in some large motor homes.
Might get lucky that way.
Behind TH400 & sometimes with a 4L80E.
They like using in motor homes to get more gear ratio splits climbing steep grades traveling cross country in a large RV.
Was wanting a GV overdrive in past.
Other things came up in life.
Building a race engine this year & wrapping up small daily driver projects.
Someday I will have the GV overdrive unit.

They say 2nd & 3rd gear ratio split is really nice TH400 & 4L80E, cuts 1/4 mile time even though 1 more shift made.
 
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