another 496bbc

yeah, Ive borrowed on on occasion,
and I had hoped you found a reasonably priced source.
as you stated the last time I priced one it was $1559
 
Now for some details.
754F2.jpg

754F1.jpg

The engine is a 445 casting block Carl sonic tested it, trued the cam tunnel and lifter bores , opened the lifter bores to .904. Bored to 4.310. Installed Program Billet main caps, decked the block etc. he also checked the entire rotating assembly for proper specs along with the lifters. He allowed nothing to slide, if it wasn’t perfect he made sure it was!

Curtis at RFD did a small bore version of his Victor 24 heads. They have 2.250 int and 1.88 exh stainless valves and Nextec springs. I don’t know to much about the technicals Other than they do move a serious amount of air at a great speed ha ha.

T&D stainless shaft rockers with spring oilers.

Fully ported super Victor.

Dale Cubic 1150 carb.

Diamond pistons 10.6 compression. +.060 custom chamber dome upgraded wrist pins.

Oliver 6.385 rods with WSB bolts

Callie’s Pro mag 4.250 crank

Isky .904 EZ max lifters

Bullet cams custom ground by TIM GULSBY, .270 dur @.050 770 lift 7/4 swap

Billet fab Jeff Johnson fabricated the oil pan and valve covers.

That’s the basics. I am an open book so if I left something out just ask.
 
Grumpy said:
Now for some details.
754F2.jpg

754F1.jpg

The engine is a 445 casting block Carl sonic tested it, trued the cam tunnel and lifter bores , opened the lifter bores to .904. Bored to 4.310. Installed Program Billet main caps, decked the block etc. he also checked the entire rotating assembly for proper specs along with the lifters. He allowed nothing to slide, if it wasn’t perfect he made sure it was!

Curtis at RFD did a small bore version of his Victor 24 heads. They have 2.250 int and 1.88 exh stainless valves and Nextec springs. I don’t know to much about the technicals Other than they do move a serious amount of air at a great speed ha ha.

T&D stainless shaft rockers with spring oilers.

Fully ported super Victor.

Dale Cubic 1150 carb.

Diamond pistons 10.6 compression. +.060 custom chamber dome upgraded wrist pins.

Oliver 6.385 rods with WSB bolts

Callie’s Pro mag 4.250 crank

Isky .904 EZ max lifters

Bullet cams custom ground by TIM GULSBY, .270 dur @.050 770 lift 7/4 swap

Billet fab Jeff Johnson fabricated the oil pan and valve covers.

That’s the basics. I am an open book so if I left something out just ask.
Click to expand...
How much money do you figure Grumpy ?
No Boomer is going to like that Race Cam.
Just You.
My Gen Just Me.
Well exceeds your safe zone piaton speed limits.
To stay in check all in by 6000 -6200.

Short lived engine.
See no Titanium on the parts list to make it Endurance Drag Race.
 
the engines impressive, but in my opinion , and experience and from lots of G.M. engine, race testing.
theres no need for oil pressure to exceed about 65 psi,
it takes power to spin the oil pump against that extra resistance, it induces extra wear on the distributor and cam gears,
and it does nothing to reduce bearing wear or increase cooling on the bearing surfaces, he should open some bearing clearances marginally
(maybe an extra half thousandth on the mains) to increase oil flow volume reaching the main bearings, and use a lower resistance oil pump bye-pass spring.
extra oil flow volume cooling the bearings and valve train will do more for durability than oil pressure exceeding 65-70 psi
some roller rocker too retainer combo clearance issues cause problems easily solved with beehive springs and smaller retainer diameters
beehivesprcl.jpg

for several years even stock BBC engines ,(the markVI and mark V) as opposed to the (mark IV earlier BBC engines)
also don,t use adjustable rocker arms if your running a stock cam and valve train with stock O.E.M. heads you probably can get by without them,
swap to a higher lift cam and a longer duration and aftermarket heads and better valve strings and in my opinion,
you would be very foolish to build and use a performance BBC engine without adjustable push rod guide plates
what you really should do is order these
Dart 27001230-4 - Dart Pushrod Guideplates

301-27001230-4.jpg




www.airflowresearch.com

24° Magnum

Shop 24° Magnum Parts
www.airflowresearch.com www.airflowresearch.com


if you think the 265cc BBC heads perk up an engine you have to try the 300cc versions,
I'e read more than a few dyno tests showing the results are very noticeably favoring the marginally larger port size especially if matched to a roller cam with at least 245 degrees of intake duration at .050 lift and at least 10.5:1 compression,
this seems to be especially true on 468 cid and larger displacement engines

www.airflowresearch.com

300cc BBC Oval Port Cylinder Head

Cylinder Head Specialists
www.airflowresearch.com www.airflowresearch.com

300cc Competition Flow Chart
.200.300.400.500.550.600.650.700
Int161238298342359374384388
Exh139191234266275289294298



265cc BBC Oval Port Cylinder Head

Cylinder Head Specialists
www.airflowresearch.com www.airflowresearch.com
 
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some ford big blocks run over 120 psi at peak rpms,
, its not going to hurt bearings, but it won,t provide much if any benefit either in a big block chevy engine
 
Grumpy said:
some ford big blocks run over 120 psi at peak rpms,
, its not going to hurt bearings, but it won,t provide much if any benefit either in a big block chevy engine
Click to expand...
Mainly crank deflection issues have to worry about.
Pontiac 455 has big mains.
150 psi cold ok
 
grumpyvette said:
496 Gen V BBC
AFR 265cc Ovals CNC chambers
Eddy RPM AirGap w/ 1" spacer
850 AED HO carb (80 primaries / 88 secondaries)
10.7:1 compression
Morel hyd rollers
your cam...250/258@0.50...660/.612...108 LSA in at 103

http://www.dragzine.com/tech-stories/en ... ine-block/

It put up 655hp @6300 and 639tq @4600

32 total on timing

3400 549.0 355.4
3500 562.5 374.8
3600 589.6 404.2
3700 595.4 419.5
3800 597.6 432.3
3900 600.8 446.2
4000 605.3 461.0
4100 611.1 477.0
4200 619.4 495.3
4300 628.5 514.6
4400 633.6 530.8
4500 636.2 545.1
4600 639.3 559.9
4700 636.5 569.6
4800 634.0 579.5
4900 631.3 589.0
5000 624.2 594.3
5100 622.6 604.6
5200 613.3 607.2
5300 614.0 619.6
5400 608.2 625.3
5500 599.6 627.9
5600 596.5 636.0
5700 593.5 644.1
5800 583.7 644.6
5900 574.7 645.6
6000 571.8 653.3
6100 559.4 649.7
6200 549.4 648.6
6300 546.3 655.3
6400 537.4 654.9
6500 526.1 651.1
6600 512.2 643.6

https://www.facebook.com/1768317223...831722380652/1269378959792584/?type=3&theater

http://garage.grumpysperformance.com/index.php?threads/can-t-find-matching-pistons.14206/
Click to expand...
Grumpy, Maniacmechanic 1
What is the show stopper on this combo
655 is not terrible but seems a bit low
For what it is, I bet I've looked it over 10 times and everytime think man it should be a bit more,
Sorry I'm just very curious person.
 
first thing Im forced to point out is theres several completely different 496 BBC engine build links, contained in this and linked related threads...
most are not designed as racing engine, those would have 12.5:1-13.7:1 compression, almost always a hydraulic or solid roller cam
and perhaps a tunnel ram intake or stack injection, maybe even super charged, etc.
featuring parts lists and dyno results in this thread,
can be rather useful for comparing potential build ideas.
next the whole original concept was to point out the differences in the builds and results not to say any one particular build was a prime example of what to build.
I started out with the build having the 265cc oval ports as a reasonable mid power range as a base line , not as the ideal build,
I also wanted you and anyone reading through the linked info to see how increases in port size compression and cam duration in similar displacement
(496 CID in most cases) engines tended to cause different power curves.
500hp-600 hp will be rather common,
personally Ive found the 280cc-300cc oval port heads and the 305cc-315cc rectangle port heads on the BBC engines to be about ideal,
PROVIDED the compression and cam timing choices are carefully matched to maximize the head ports flow potential.
generally if your going to build a hotter street performance engine for a daily transportation used with commonly available pump octane gas,
perhaps an auto trans with a 2700 stall converter and 3.36-3.73:1 rear gears , and a decent dual plane intake,in what is basically fast daily transportation, in an older muscle car,
you want a 9:1-9.5:1 compression, a set of 280 cc-290 cc oval port heads and a cam duration in the 235-245 @.050 lift range and lift in the .580-.630 range flat tappet or hydraulic roller.
if you want increased performance and are willing to sacrifice some drive ability,
you might want to select a bit more compression, IE 10.0-10.5:1
the smaller rectangle port 300cc-315cc heads , a single plane intake , 3.73:1-4.11:1 rear gears
at least a 3000 rpm stall converter and a cam with about a 245-250 duration @.050 lift range, and lift in the .610-.715 range, almost always a hydraulic or solid roller, 600 hp-700 hp or a bit more is available.
assuming the proper headers exhaust and carb sizes are selected the difference in power could easily be 60-120 hp or more difference
between the two basic concepts and obviously a loss in easy street driveability in bumper to bumper traffic, you simply,
e make choices based on what your willing to put up with and what you want to trade off in driveability to gain performance.
 
Last edited:
Speedlink1973 said:
Grumpy, Maniacmechanic 1
What is the show stopper on this combo
655 is not terrible but seems a bit low
For what it is, I bet I've looked it over 10 times and everytime think man it should be a bit more,
Sorry I'm just very curious person.
Click to expand...
It comes down to static compression ratio.
And Street cam profile or a True Drag Race Cam.
You can spin a BBC High.
Need the best parts.
Ditto for a Pontiac 455.
Titanium Valves, Titanium Retainers, Ti Valve locks.
Ect.
Still a risk.
 
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