540 bbc combo from hot rod magazine (read the article)

grumpyvette · Jun 19, 2009

http://www.hotrod.com/techarticles/engi ... tions.html

http://www.hotrod.com/techarticles/engi ... to_25.html

hrdp_0805_25_z+540_big_block_chevy_engine+rpm_air_gap_intake.jpg

40 Big Block Chevy Engine - Godzilla Rat

Blueprint Data
Except as noted, all dimensions are in linear inches. For cam specs, see the separate Camshaft table.
Engine type: Chevrolet Mark IV big V-8
Engine builder: Speed-O-Motive

Measures And Volumes
Advertised displacement: 540 ci
Actual displacement: 540.7 ci
Bore x stroke: 4.50 x 4.25
Compression ratio (GM 049 heads): 9.90:1
Compression ratio (Brodix heads): 10.93:1
Main bearing clearance: 0.0025
Crankshaft thrust clearance: 0.0065
Rod bearing clearance: 0.0022
Rod side clearance: 0.018
Rod center to center: 6.385
Rod/stroke ratio: 1.50:1
Crank centerline to deck: 9.7805
Piston-to-bore clearance: 0.006
Piston compression distance: 1.270
Piston deck height: 0.005 below
Piston dome volume: 10 cc
Head gasket compressed volume: 11.2 cc
Chamber volume (GM 049 heads): 122 cc
Chamber volume (Brodix heads): 109 cc
Piston ring gap, 1st groove: 0.020
Piston ring gap, 2nd groove: 0.022
Piston ring gap, oil groove support rail: 0.015 minimum
Camshaft thrust clearance: 0 (Torrington bearing installed behind cam sprocket)
Piston-to-valve clearance: 0.100-plus
Valvespring seat pressure (Lunati PN 73121): 142 lbs @ 1.940
Valvespring open pressure: 402 lbs @ 1.250
Valvespring coil-bind: 1.130

Critical Tightening Values
Values not listed are the same as production.
With ARP assembly lube:
ARP capscrews in Scat rods: 70 lb-ft
ARP damper bolt: 80 lb-ft
ARP head bolts: 70 lb-ft
Dart main bolts: 105 lb-ft With SAE 30 engine oil
ARP oil pump stud: 65 lb-ft
Rocker studs: 60 lb-ft

Chevy Engine - Godzilla RatÂ»big block chevy parts specifications

540 Big Block Chevy Engine - Godzilla Rat

APPLICATION-SPECIFIC PARTS: GM OVAL-PORT HEADS
Fel-Pro Header gasket set 1.88x1.88 square ports 1410 1
Fel-Pro Intake gasket set Embossed, steel-core laminate, oval-port, 1.82 x 2.05 x 0.060, no heat 1210 1
GM Cylinder head Iron, 2.06/1.72 valves (used, supplied by Cylinder Head Exchange) Cast 353049 2
Lunati Valve seal For 3/8-stem valves and 0.530-od guides 78385 1 set
Manley Exhaust valve Pro Flow, 1.72 head, 3/8 stem 11517-8 1 set
Manley Intake Valve Race Flow, 2.065 head, 3/8 stem 11514-8 1 set

APPLICATION-SPECIFIC PARTS: BRODIX OVAL-PORT HEADS
Brodix Cylinder head Race-Rite, oval-port, 270cc intake, 115cc chamber 2060004 2
Fel-Pro Header gasket set 1.94 round ports 1411 1
Fel-Pro Intake gasket set Composite w/Printoseal, oval-port, 1.82 x 2.05 x 0.060, w/heat 1212 1

APPLICATION-SPECIFIC PARTS: LUNATI HYDRAULIC FLAT-TAPPET CAM
Edelbrock Intake manifold Performer 2-O, no EGR 2161 1
Holley Carburetor 4150 HP, 750-cfm, mechanical secondaries, gasoline 0-80528-1 1
Lunati Camshaft Hydraulic flat-tappet, Voodoo-series, â€™65-â€™96 Chevrolet big V-8 60204 1
Lunati Lifter Hydraulic flat-tappet Micro-Trol, 0.842-od, â€™55-â€™96 Chevrolet V-8 71817 1 set
Lunati Lubricant Assembly lubricant, 10-gram tube 99010 1
Lunati Pushrods Bracket Master II series, 3/8-inch od 80144 1 set

APPLICATION-SPECIFIC PARTS: LUNATI HYDRAULIC ROLLER CAM
Edelbrock Intake manifold RPM Air-Gap 2-O 7561 1
Holley Carburetor 4150 HP Ultra, 950-cfm, mechanical secondaries, gasoline 0-80676 1
Lunati Camshaft Hydraulic roller, Voodoo Retrofit, '65-'96 Chevrolet big V-8 60212 1
Lunati Lifter Hydraulic roller retrofit, 0.842-od, big-block Chevy 72431LUN 1 set
Lunati Pushrods Bracket Master II series, 3/8-inch od 80160 1

ock Chevy Engine - Godzilla RatÂ»big block chevy engine milodon oil pump

540 Big Block Chevy Engine - Godzilla Rat

Milodon Driveshaft Oil pump, Chevy big V-8 23060 1
Milodon Installation kit Extended main studs and nuts for supporting windage tray 81151 1
Milodon Oil pan Low-profile, â€™65-â€™90 Mark IV, 7-quart, 8.5 deep sump, notched rails 30950 1
Milodon Outlet Engine coolant outlet, GM, early-style 65715 1
Milodon Pickup/inlet screen Extreme duty, Chevy big V-8 18201 1
Milodon Rear oil pan baffle Chevy big-V-8 32505 1
Milodon Valve covers Chevy Mark IV, tall-style, chrome 85600 1
Milodon Windage tray Diamond-Stripper design 32260 1
MSD Distributor Pro-Billet, Chevrolet V-8 85551 1
MSD Distributor clamp Billet hold-down clamp, fits Chevrolet 8110 1
MSD Ignition coil Blaster SS coil 8207 1
MSD Spark-plug wire set Universal, eight-cylinder, straight spark-plug boots, red 31199 1
Professional Products Harmonic damper PowerForce+Plus, 8.0-od, internal-balance, meets SFI 18.1 90004 1
Scat Connecting rods Pro Comp forged, I-beam type, 6.385 center-to-center, bushed 2-ICR6385-7/16 8
Scat Crankshaft Pro Comp forged, 4.25 stroke, for 6.385 center-to-center rods 4-454-4250-6385-2 1

540 Big Block Chevy Engine - Godzilla Rat

Fel-Pro Oil pan gasket set Molded rubber, one-piece w/rigid carrier, 0.094 thick 1884R 1
Fel-Pro R.A.C.E. gasket set Miscellaneous gaskets for â€™65-â€™90 Mark IV engines 2703 1
Fel-Pro Rear main-seal set Premium Fluoroelastomer, two-piece, high-vacuum 2918 1
Fel-Pro Valve-cover gasket set Silicone molded-rubber w/steel core, 0.137 thick 1635 2
Fel-Pro Water outlet gasket Chevrolet V-8, 1/8-thick plastic/molded rubber 2202 1
GM Adapter Chevrolet V-8 oil filter adapter (supplied by Burt Chevrolet) 3952301 1
GM O-ring Rear main cap oil transfer hole seal, Gen V-VI big-block 6264902 1
Hooker Exhaust header set Super Comp, 2 x 35 primaries, 3Â½ x 10 collectors, â€™70-â€™72 Camaro 2217-1HKR 1
JE/Sportsman Piston rings Premium plasma-moly 1/1 6 x 1/16 x 3/16 w/ oil-ring retainer, file-fit J100F8-4500-5 1 set
JE/Sportsman Piston set Small dome profile, 4.50 bore, includes pins and retainers 212161 1 set
Lunati Cam button â€™65-â€™96 Chevrolet 396-454 9000 1
Lunati Cam lock plate â€™55-â€™96 Chevrolet V-8 90283 1
Lunati Retainer 10 degree for 5/16, 11/32, or 3/8 valve stem 75513 1 set
Lunati Rocker arm Aluminum full-roller, 7/16-stud, 1.70:1 ratio 85350LUN 1 set
Lunati Timing set Full roller, nine-keyway, with 0.250-thick Torrington bearing 93116 1
Lunati Valvesprings Intro series, dual w/damper, 377 lb/in load 73121 1 set
Manley Valve lock 10-degree for 3/8-stem valves 13195-16 1 set
Milodon Dipstick Flexible, Chevy big V-8 22010 1

grumpyvette · Jul 21, 2011

Grump,
cstraub posted this info on a 540 BBC

Customer just called me with the dyno numbers on 540 I cammed for him. Scott Foxwell, our own Steelcomp, prepped a set of Canfield 310's, Edelbrock Tunnell Ram, on a new Dart block with a Scat rotating kit and Mahle Pistons. Final compression was 10.8. Its got 750's x 2 for Carb.

I put a Straub Solid Roller in it with .842" GS pressure fed roller lifters.

909HP at 6200 rpm with 770#/ft.

Steelcomp deserves most of the credit as his time and effort on the induction system really made this thing sing. Scott worked for both Dart and Allan Johnson and his attention to detail like cross sectional area, throat area, valve diameter, and port velocity made this thing what it is. It is easy to cam something like this when you get exact info.

I will let Scott detail the top end but as far as the bottom:

Prepped Dart Sportsman block low deck
Scat 4.250" stroke 4340 Crank
H-Beam 6.385" Rods
Mahle 18cc Dome pistons and Mahle Rings
Clevite H Bearings
Melling 10778C Pump
Dan Olsen Pan
Straub Solid Roller
GS Ultra Pro Lifters
Smith Bros .145" wall pushrods

steelcomp posted this info
OK...so the build details are like this, form the pistons up:
Canfield 310's:
Port cross sectional areas and profiles were carefully scrutinized. The port min. areas were on the big side for this build as-cast, but the bowls and short turn areas needed a lot of work.
2.300 intake, 90% throat, custom valve job (started with Newen 069 cutter), Min area at the pushrod ~3.2 sq in.
Basically start with this:

Right hand intake port only ended up at 316cc, chambers at 118-118.2 .
Final flow numbers:
Int. good/bad ex
.2 155/153 117
.3 221/221 158
.4 283/279 198
.5 335/321 232
.6 369/347 258
.7 386/367 279
.8 379/377 291

Valve train:
For those of you who think you can just buy this stuff from Summit or Jegs and bolt it together, this will give you some idea of things to look for as you go through your top end assembly.
Getting ready to start checking for PR length and geometry. I had the customer send me one of his rockers just to make sure we were on the same page, and it's a good thing I did (rather than assume I had something here that was "close enough") because it was immediately clear these weren't going to work:

Turned out the customer's rockers were 1.8 Harland Sharps. Everything we had discussed up to this point (including already having the cam) was figured around a 1.7 Crane Gold rocker which is what Canfield used when designing these heads. Ratio aside, these HS rockers have terrible geometry on these heads, so we ordered a set of Cranes.
Once I had the rockers, I could get back to checking geometry and pushrod length.

The customer made a good choice to go with a 7/16 pushrod, and once the lengths were figured I ordered those from Smith Brothers, and a set of Comp Cams 7/16 guide plates. We also needed a little longer rocker stud, so I ordered some ARP's at the same time. With a nice set of Howard roller springs and some US made Ti retainers from Chris Straub, the valve train was starting to come together, but not without more of it's typical stumbling blocks, like aftermarket guide plates and rocker alignment. Once I had the new parts, I mocked everything up for a final check, and again, it's a good thing I did:

Because they are 7/16, the only option on these is to cut, adjust, and weld. I also noticed something else while in the process:

You can see the shiny ring at the base of the threads, under the hex head of the rocker stud. This is where the stud was hitting the hardened guide plate and not fully seating on the integral washer. Putting a sharp load in that corner of the stud is asking for a failure. There is a slightly larger than normal radius there, and needs to be compensated for in the guide plate. However, since the guide plates are just stamped out by the thousands, this isn't taken into consideration. They're also hardened, which means you don't just go over to the drill press and use a countersink on them. I had to find the right grinding stone, dress it to the right angle, and use that in the drill press to get a decent chamfer on the holes in the guide plates.

With the guide plates finally finished, I could make sure the extra large pushrods had enough clearance against the heads which, in a few places they didn't, and needed a little extra clearance. Each set of guide plates have to be mounted and push rods installed in order to make sure they all clear. Actualy, I don;t mind if the push rods touch a little, they just can't havr any preload from the contact.

grumpyvette · Jul 21, 2011

grumpyvette · Oct 30, 2011

800HP 540 w/AFR315's and Tunnel Ram (awsm502 posted this info)
Hello Everyone, sorry for the long post but I wanted you to have all the info.

First I would like to thank everyone from Team Chevelle who helped with this build and lended their advice, especially Chris Straub, Tony Mamo, and Mike Lewis. I would also like to thank Speed Performance Engineering (Wauconda, IL) for their help with the heads and their work on the Dyno.

Initial goal was 700hp rebuilding our 454, but found a good used 540 and a separate used tunnel ram/carb set up on Race Junk and went with it instead. We threw in a Chris Straub cam and valvetrain and tried to make as much power as possible. The 540 already had AFR 315 heads on it with 10:1 pistons. We decked the heads to get as much compression as possible, but are still between 10.3 and 10.5:1.

It made 787hp @ 6600rpm, and 700ft-lbs at 4900 rpm. The dyno we were on has a 4â€ diameter exhaust system that goes up through the roof (30ft) with two Flowmaster mufflers on the end. I am hopping for alittle more power with open headers in the car for that true 800hp.

Below is the combination. The full dyno spread is at the end. I know there are 100 other ways of building an 800hp pump gas 540, but the two Dominators do look killer! A few pics will follow.

Dart Big M Block 4.50 x 4.24
Eagle Crank and Rods
SRP Pistons, 10cc Domes
AFR 315 Heads, Decked to 114cc
2.25/1.88 Valves
FelPro Head Gaskets P/N 1047, 0.039â€
Chris Straub Cam â€“ Bullet Solid Roller
Dur. @ 0.050 = 271/280, Lift = 0.765/0.724, Lobe Sep = 109
4/7 Swap, Hot Lash 0.024/0.030.
Morel SR Lifters
Isky Tool Room Valve Springs P/N 9995 (250lbs Seat, 625lbs Open).
3/8â€ Pushrods, 0.140â€ wall
T&D Shaft Rockers
Holley Pro Dominator Tunnel Ram
2 x Holley 1050cfm Dominators P/N 9375-2
MSD Dist., Locked Advance
Autolite 3910 Plugs (best power)
Hooker Super Comp 2 1/8â€ Primary, 3 Â½â€ Collector â€œOver The Frameâ€ Headers
Moroso Oil Pan P/N 21043 w/kickout and baffle.

Best Power/Torque was made with 88/87 Jets @ 36 Deg. Timing. Engine idled at 1100 rpm at 8 inches of vacuum. We used 112 race fuel on the dyno to give us some safety factor, but I see no reason why this motor wouldnâ€™t run on pump gas. Idle quality was not what I was shooting for, but it seems to do very well with more vacuum then I expected. Maybe a byproduct of the 4/7 swap? Mixture screws are just under 1 turn out.

I would have liked to have more compression and bigger heads, but we used what we could find for what was in the budget. The cam I worked out with Chris was the most lift and duration I could go with acceptable P/V clearance.

What I have not been able to justify is my Engine Analyzer simulator software estimated 900hp and 800 ft-lbs of torque for this combo. Did I expect that â€“ no. But I was thinking more like 850hp from this combo. The software has never been this far off before, so I am not sure what to think at this point. Again, I think the major factor was the restrictive exhaust. The dyno uses standard SAE J607 Correction Factor â€“ Same as the software.

All in all, we are still 200hp and 150ft-lbs more than the old engine, so our goal of 9â€™s should be met. It will be another month though before we put it in the car and really see what it will do.

BTW we did about 15 pulls on this motor trying different things, and the lash always stayed exactly where we left it. They were more of a pain to set up then I thought (the T&Dâ€™s), but I am now throwing rocks at my other engines with conventional rocker arms!

One final note â€“ all pulls were done with 9â€ K&N air cleaners on top of the Dominators. Pulling the air cleaners didnâ€™t gain us any additional power or torque.

Go ahead and critique. Let me know where we might improve.

RPM Torq HP
4200 619 495
4400 672 563
4600 689 604
4800 672 614
4900 698 651
5000 681 649
5200 695 688
5400 683 702
5600 688 734
5800 684 755
6000 669 764
6200 659 778
6400 639 779
6600 626 787
6800 597 772
7000 574 765
__________________
Keith

grumpyvette · Jul 9, 2012

heres a rather interesting 557 BIG BLOCK

-557 BBC
-Merlin II 4.5 bore
-Callies 4 3/8" 4340 crank
-Callies H beam 4340 rods L19 bolts
-Mahle pack forged 4323 pistons 8cc dome
-AFR 335CNC heads 112cc chambers with Jessel shaft mount rockers
-ISKY EZ rollMAX "no needles" lifters
-Merlin SP intake
-Holley 1000HP carb
-TH400 built by Burt Brown Racing Transmissions (Straight Cut gears normal
Valve body)
-Pro Edge Converter @ 4400 stall
-Gear Vendors OD
-Denny's Nitro custom Driveshaft
-Strange Dana S60 with Detroit Locker, 4.10 gears, Wilwood disc brakes
-AFRC rear adjustable upper and lower control arms
-Spohn ARB
-Lemons headers and Flowmaster 40 3" exhaust
-Strange SA shocks all 4 corners
-Lunati (UDHarold cam) 265i 271e @0.050" .725" lift
Engine dyno'd 758HP @ 6000RPM and 720FtLb @ 4900RPM

540 bbc combo from hot rod magazine (read the article)

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