a mid range 454 BBC build

grumpyvette

Administrator
Staff member
http://www.carcraft.com/techarticles/11 ... ock_chevy/
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RELATED INFO
viewtopic.php?f=50&t=11064&p=49202#p49202

http://www.dragzine.com/tech-stories/engine/ultimate-guide-to-budget-bbc-cylinder-heads-under-2000/

http://garage.grumpysperformance.co...u-thinking-about-your-potential-combos.14607/

https://www.chevydiy.com/ultimate-guide-building-chevy-big-blocks-cylinder-blocks-instruction/

http://garage.grumpysperformance.com/index.php?threads/can-t-find-matching-pistons.14206/
 
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Russell

Member
How well do you think this cam would work in a 454 with stock pistons and 391 oval port heads with Edelbrock springs, Weiand Stealth intake, and 750 cfm double pumper? It is the motor I am using in my T bucket and I'm searching for a cam that will still be street friendly and make plenty of power from 1600 to 6000 rpm. Of course I want the lopety lope sound too, lol. I forgot to add that it is originally from a 1978 C30 dually. I believe it was 8:1 compression. I'm trying not to get into the rotating assembly because it is very low miles and shows almost no wear in the cylinders. I knew the owner of the truck and it was well maintained with only 56,000 miles on it.
 
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grumpyvette

Administrator
Staff member
Camshaft SpecificationsManufacturer:Comp CamsPart No.:11-246-3Grind:CB XE274H-10
Type:Hydraulic flat-tappetDuration at 0.006-inch tappet lift:274* int./286* exh.Duration
at 0.050-inch tappet lift:230* int./236* exh.Valve lift (1.70:1 rockers):0.552" int./0.555"
exh.Lobe displacement angle (LDA):110*Installed intake centerline:107*



It would put your effective dynamic compression at about 6.5:1 OR LESS
(depends on the calcs used) which is too low
it may make fairly decent peak power but it would loose a lot in the low & mid range
with a t-bucket you can afford to loose SOME lower rpm torque

So this is what Id have suggested , its a bit less cam, but I think a better over all match
BE very sure you check valve train geometry, clearances and piston to valve clearances
http://www.summitracing.com/parts/cro-01205
Chevrolet
- 366, 396, 402, 427, 454, 502 & Rodeck
Performance level 4 - Hi-Draulic Hauler - Lope at idle. Hot street/ drag cam with strong mid-range power.
INT/EXH - Dur @ .050” Lift: 220°/232° RR: 1.7/1.7 Gross Lift: .529”/.527” LSA: 108° RPM:2000-2400 to 6000 Redline: 6500
you might find a significant boost in useable low and mid rpm torque you can accually use 90% of the time
vs
having a combo that sounds a bit wilder but can,t keep up,
unless your reving it constantly,
remember you have 8:1 compression NOT the 10.13:1 the magazine article engine used
Btw heres a tip learned through experience , if your 496 -540 displacement BBC combo includes an engine with at least 10:1 compression and a cam with at least 240 duration at .050 lift, and oval port heads, youll almost always find a single plane intake has some advantages over a dual plane intake.
https://www.holley.com/products/intakes/single_plane_manifolds/parts/7620
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why not talk to CROWERS TECH GUYS I find them more knowlegable than the guys I have talked to at CC
619.661.6477
 
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Grumpy

The Grumpy Grease Monkey mechanical engineer.
Staff member
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some useful related info
http://garage.grumpysperformance.com/index.php?threads/the-planed-bbc-combo.11131/#post-49734
you tend to have to watch a couple dozen guys assemble engines and, do it while you pay real attention, and/ or
watch several dozen similar videos to get that perspective and pick up the little differences and omissions in how each guy approaches and completes the process.
yes youll undoubtedly see some guys skip over or ignore things that other guys feel are critical, but if you pay attention and really think things through and stop and ask your self
(why is that guy bothering to take the time to bevel that bearing edge)
or
(why is that guy verifying the oil pump stud does NOT touch the rear main cap bearing shell)
, or
(what the hell is a thrust bearing?)
(what was the oil pump drive shaft to distributor gear clearance?)
(what were those rod and main bearing clearances?)
(how did he verify the piston to bore clearance?)
(how do you verify rod bolt clamp or stretch?)
(how do you get the damn damper on)
(what the hell is quench)
(compression height?)
(maximizing ring seal to bore)
(what do you mean don,t beat on that damper?)

engine assembly is mostly the hard logical application of physical science with a bit of intuition, where the engine assembly technician and engineering testing is used to verify exactly what is and what is not functioning as its intended too.
the fact is that the engineers and computer simulations can get things about 80% -to-85% to being as close to ideal, but the fact is the guys that control production costs and emission controls will always have some input and the production engineers will make cost reducing changes in the designs, the individual engine builder will get their hands on the O.E.M., engines and find ways to TWEAK, the as delivered engines to produce even better results, then the aftermarket will take a long hard look and start figuring out ways that they could further boost power with less concern for cost and emissions and a bit more concern for power output, then the engine builders will take those parts and TWEAK those parts and the cycle will continue several times until the original engines design has markedly been improved.
INVESTING THE TIME AND EFFORT IN PURCHASING AND READING A FEW BOOKS WILL BE VERY COST EFFECTIVE
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http://garage.grumpysperformance.com/index.php?threads/bearing-clearances.2726/


http://garage.grumpysperformance.com/index.php?threads/finding-related-links-and-info.10255/#post-55578


http://garage.grumpysperformance.com/index.php?threads/resistance-to-rotation-of-crank-durring-short-blk-assembly.852/


http://garage.grumpysperformance.com/index.php?threads/causes-of-bearing-failure.2727/


http://garage.grumpysperformance.com/index.php?threads/bearing-install-tips.3449/


http://garage.grumpysperformance.com/index.php?threads/precision-measuring-tools.1390/#post-52466


http://garage.grumpysperformance.com/index.php?threads/another-496bbc.5123/


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


http://garage.grumpysperformance.com/index.php?threads/tips-on-building-a-peanut-port-big-block-combo.2900/


http://garage.grumpysperformance.com/index.php?threads/cheaper-454-chevy-build.4620/


http://garage.grumpysperformance.com/index.php?threads/interesting-big-block-chevy-454-cam-dyno-test.10181/


http://garage.grumpysperformance.com/index.php?threads/basic-lower-cost-big-block-build.10502/


http://garage.grumpysperformance.com/index.php?threads/unshrouding-valves-and-polishing-combustion-chambers.2630/#post-50238


http://www.maliburacing.com/patrick_budd_article.htm


http://garage.grumpysperformance.com/index.php?threads/can-i-get-it-polished.9214/#post-33116


http://garage.grumpysperformance.com/index.php?threads/engine-balancing.3900/#post-28672


http://garage.grumpysperformance.co...uring-crank-bearing-journals.5478/#post-16429


http://garage.grumpysperformance.com/index.php?threads/can-t-find-matching-pistons.14206/

http://garage.grumpysperformance.com/index.php?threads/types-of-crankshaft-steel.204/#post-15727


http://garage.grumpysperformance.com/index.php?threads/chamfering-oil-feed-holes-in-cranks.4419/#post-11685


http://garage.grumpysperformance.com/index.php?threads/iron-engine-block-alloys-why-doesn-t-anyone-ever-ask-or-check.11532/#post-53260


http://garage.grumpysperformance.com/index.php?threads/ring-gapping-and-basic-piston-ring-info-youll-need.509/


http://garage.grumpysperformance.com/index.php?threads/installing-rings-in-piston-grooves.9490/


http://garage.grumpysperformance.com/index.php?threads/piston-to-bore-clearance.4630/


http://garage.grumpysperformance.com/index.php?threads/don-t-beat-that-damper.83/


http://garage.grumpysperformance.com/index.php?threads/can-you-plan-for-quench.11298/


http://garage.grumpysperformance.com/index.php?threads/bearing-crush.10213/


http://garage.grumpysperformance.com/index.php?threads/don-t-guess-on-clearances-and-journal-surface.9955/


http://garage.grumpysperformance.co...ng-piston-ring-grooves-and-related-info.1797/


http://garage.grumpysperformance.com/index.php?threads/decking-or-truing-up-the-block-deck.16152/

http://garage.grumpysperformance.com/index.php?threads/calculating-piston-pin-height-compression-height.5064/


http://garage.grumpysperformance.com/index.php?threads/maximizing-piston-to-bore-ring-seal.3897/

"
yeah theres a TON of related info,the links posted are a tiny glimse
you may be amazed at the depth of related info covered in detail, yes youll need to read links and sub links but thats one price of gaining knowledge, and experience.
as to your engine build, youll definitely want to boost the compression, but you can,t pick the cam without knowing the cars weight ,transmission,rear gear ratio tire size,and picking the compression ratio will also depend on the octane of the fuel your willing to run, the operating temps and the induction you select, EFI has some advantages but its not mandatory.
again, theres a great many related links, charts and graphs, you have options, carefully planing , and uderstanding your options pays off in a much better combo

Mark J. of Colorado is "The Man" when it comes to building iron head chevy's in Muscle cars all over The USA & Europe.

All his engines are hand built with incredible care & detail.

He specialises in iron headed street/strip BIG BLOCK CHEVY engines that produce huge power and long hp/torque curves that are ideal for 1/4 mile runs.

Mark can produce huge power from specific GM Cylinder head castings which flow almost as good as aftermarket alluminium heads.

His engines are predominantly pump fuel engines that are built to drive the street 90% of the time.

You wont find a better value for money engine of this power & quality ANYWHERE!

Every customer so far is blown away by the performance only Mark knows how to create.

Here are some of his combos below...




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ENGINE COMBO #1

350/355 CID 5.8 LITRE GM CHEVROLET ENGINE (BORED)
440 HORSEPOWER (330KW)
450 POUNDS TORQUE

- RE-MANUFACTURED 350 CHEVY FULLY SHOTPEENED BACK TO VIRGIN STEEL
-
MAGNAFLUXED
-
SONIC CHECKED
-
VORTEC CYLINDER HEADS
-
VERY STREETABLE WITH PLENTY OF VACUUM TO RUN YOUR BRAKES.
-
BORED .030 OVER
-
10:1 COMPRESSION
-
TORQUE PLATE HONED DECK AND SQUARED ON A BLOCK TRUE FOR A ZERO DECK
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LINE HONED
-
LIFTER BORES HONED
-
ALL HOLES TAPPED
-
SPUN BALANCED ON A HINES BALANCER
-
HYPERUTECTIC PISTONS
-
MOLY RINGS
-
VORTEC HEADS
-
HONED BRONZE VALVE GUIDES
-
RADIUS EXHAUST SEATS
-
5 ANGLE INTAKE SEATS
-
MACHINED FOR SCREW IN STUDS (ARP)
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SURFACED TO 62ccs
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FULLY PORTED AND FLOWED
-
ISKY SPRINGS
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LIGHT WEIGHT RETAINERS
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ISKY CUSTOM GROUND HYD ROLLER CAM
-
CHROMOLY PUSHRODS
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1.6/1.5 ROLLER ROCKER ARMS
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FULLY BAFFLED, AND WINDAGE TRAY OIL PAN SETUP.
-
KING BEARINGS
-
FEL PRO GASKETS
-
BRASS FREEZE PLUGS
-
EDELBROCK PERFORMER RPM INTAKE
-
MSD PRO BILLET DISTRIBUTOR
-
850 CFM HOLLEY CARBURETTOR

*A real Dyno tested 440 HP, 450 Torque!

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ENGINE COMBO #2

454/475 CID 7.8 LITRE GM CHEVROLET ENGINE (BORED)
570 HORSEPOWER (425KW)
585 POUNDS TORQUE

- RE-MANUFACTURED 454 CHEVY BLOCK, FULLY SHOTPEENED BACK TO VIRGIN STEEL
-
MAGNAFLUXED
-
SONIC CHECKED
-
VIRGIN GM CAST CRANK; WET MAGNAFLUXED; SHOTPEENED; GROUND .010 .010
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CON RODS; VIRGIN GM 3/8 TRUCK RODS, WET MAGNAFLUXED; 3/8 ARP ROD BOLTS RESIZED; SIDE POLISHED; SMALL ENDS CHECKED FOR PRESS
-
HEAD WORK: VIRGIN GM 1973/1974 “049” or “781” OVAL PORT CASTINGS; BAKED; SHOTPEENED; MAGNAFLUXED; NEW HONED BRONZE VALVE GUIDES; FULLY PORTED AND FLOWED
-
9.5:1 COMPRESSION RATIO
-
ISKY SOLID LIFTER CAM: 550 LIFT – 230 230 @ .050 – 108 HYDRAULIC FLAT TAPPET
-
EDELBROCK PERFORMER RPM AIR GAP INTAKE MANIFOLD
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TORQUE PLATE HONED DECK AND SQUARED ON A BLOCK TRUE FOR A ZERO DECK
-
ALL HOLES TAPPED
-
LINE HONED
-
LIFTER BORES HONED
-
ALL HOLES TAPPED
-
KING BEARINGS
-
MELLING OIL PUMP
-
DURABOND CAM BEARINGS
-
MAHLE ROD & MAIN BEARINGS
-
FORGED KB PISTONS
-
FELPRO GASKETS
-
SMITH BROTHERS PUSH RODS
-
CLOYES DOUBLE ROLLER TIMING CHAIN
-
MSD PRO BILLET DISTRIBUTOR
-
850 CFM HOLLEY CARBURETTOR

*A real Dyno tested 570 HP, 585 Torque!

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ENGINE COMBO #3

454/475 CID 7.8 LITRE GM CHEVROLET ENGINE (BORED)
620 HORSEPOWER (460KW)
580 POUNDS TORQUE

- RE_MANUFACTURED 454 CHEVY FULLY SHOTPEENED BACK TO VIRGIN STEEL
-
MAGNAFLUXED
-
SONIC CHECKED
-
VIRGIN GM CAST CRANK; WET MAGNAFLUXED; SHOTPEENED; GROUND .010 .010
-
CON RODS; VIRGIN GM 3/8 TRUCK RODS, WET MAGNAFLUXED; 3/8 ARP ROD BOLTS
-
HEAD WORK: VIRGIN GM 1973/1974 “049” or “781” OVAL PORT CASTINGS; BAKED; SHOTPEENED; MAGNAFLUXED; NEW HONED BRONZE VALVE GUIDES; FULLY PORTED AND FLOWED
-
10:1 COMPRESSION RATIO
-
ISKY SOLID LIFTER CAM: 590 LIFT – 254 254 @ .050 – 108 SOLID FLAT TAPPET
-
EDELBROCK PERFORMER RPM AIR GAP INTAKE MANIFOLD
-
TORQUE PLATE HONED DECK AND SQUARED ON A BLOCK TRUE FOR A ZERO DECK
-
LINE HONED
-
LIFTER BORES HONED
-
ALL HOLES TAPPED
-
KING BEARINGS
-
MELLING OIL PUMP
-
DURABOND CAM BEARINGS
-
MAHLE ROD & MAIN BEARINGS
-
FORGED KB PISTONS
-
FELPRO GASKETS
-
SMITH BROTHERS PUSH RODS
-
CLOYES DOUBLE ROLLER TIMING CHAIN
-
MSD PRO BILLET DISTRIBUTOR
-
850 CFM HOLLEY CARBURETTOR

*A real Dyno tested 620 HP, 585 Torque!

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ENGINE COMBO #4

454/505 CID 8.3 LITRE GM CHEVROLET ENGINE (BORED & STROKED)
650 HORSEPOWER (485KW)
685 POUNDS TORQUE

- RE-MANUFACTURED 454 CHEVY FULLY SHOTPEENED BACK TO VIRGIN STEEL
-
MAGNAFLUXED
-
SONIC CHECKED
-
4349 SCAT FORGED CRANK
-
4340 SCAT RODS
-
HEAD WORK: VIRGIN GM 1973/1974 “049” or “781” OVAL PORT CASTINGS; BAKED; SHOTPEENED; MAGNAFLUXED; NEW HONED BRONZE VALVE GUIDES; FULLY PORTED AND FLOWED
-
10:1 COMPRESSION RATIO
-
ISKY CAM: 650 LIFT – 244 250 @ .050 – 110 SOLID ROLLER OR HYDRAULIC ROLLER
-
EDELBROCK PERFORMER RPM AIR GAP INTAKE MANIFOLD
-
TORQUE PLATE HONED DECK AND SQUARED ON A BLOCK TRUE FOR A ZERO DECK
-
LINE HONED
-
LIFTER BORES HONED
-
ALL HOLES TAPPED
-
KING BEARINGS
-
MELLING OIL PUMP
-
DURABOND CAM BEARINGS
-
MAHLE ROD & MAIN BEARINGS
-
FORGED KB PISTONS
-
FELPRO GASKETS
-
SMITH BROTHERS PUSH RODS
-
CLOYES DOUBLE ROLLER TIMING CHAIN
-
MSD PRO BILLET DISTRIBUTOR
-
850 CFM HOLLEY CARBURETTOR

*A real Dyno tested 650 HP, 685 Torque!

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ENGINE COMBO #5

454/SUPER 505 CID 8.3 LITRE GM CHEVY ENGINE (BORED & STROKED)
725 HORSEPOWER (540KW)
670 POUNDS TORQUE

- RE-MANUFACTURED 454 CHEVY FULLY SHOTPEENED BACK TO VIRGIN STEEL
-
MAGNAFLUXED
-
SONIC CHECKED
-
4349 SCAT FORGED CRANK
-
H BEAM RODS
-
HEAD WORK: VIRGIN GM 1973/1974 “049” or “781” OVAL PORT CASTINGS; BAKED; SHOTPEENED; MAGNAFLUXED; NEW HONED BRONZE VALVE GUIDES; FULLY PORTED AND FLOWED
-
12:1 COMPRESSION RATIO
-
ISKY ROLLER CAM: 700 LIFT – 260 268 @ .050 – 110 SOLID ROLLER
-
EDELBROCK PERFORMER RPM AIR GAP INTAKE MANIFOLD
-
TORQUE PLATE HONED DECK AND SQUARED ON A BLOCK TRUE FOR A ZERO DECK
-
LINE HONED
-
LIFTER BORES HONED
-
ALL HOLES TAPPED
-
KING BEARINGS
-
MELLING OIL PUMP
-
DURABOND CAM BEARINGS
-
MAHLE ROD & MAIN BEARINGS
-
FORGED COMP GAS PORTED SRP PISTON
-
FELPRO GASKETS
-
SMITH BROTHERS PUSH RODS
-
CLOYES DOUBLE ROLLER TIMING CHAIN
-
MSD PRO BILLET DISTRIBUTOR
-
850 CFM HOLLEY CARBURETTOR

*A real Dyno tested 725 HP, 670 Torque!
 
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Maniacmechanic1

solid fixture here in the forum
The Last Vid I watched Grumpy.
Think I found myself last fall and watched.
454 now a 467.
Light rotating assembly.
The turned down the counterweight on a lathe of the factory forged crank.

Full Race Isky Cam and it's A Hot one.
108 .
Installed 104.
Surprised it tamed down advancing 4 degrees and all power in by 6700 rpms.

Sounds Real Clean and Pulls real hard.
What Isky Cams do.

Enough to run mid 10s.
Low 10s with a good drag chassis.
 

Maniacmechanic1

solid fixture here in the forum
Tunnel Ram I am sure helped exceed 100 % Volumetric Efficiency.
Big Tube Headers easy to find for a Big Chevy.

Pontiac RAIV has same available.
 
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