serious 489 BBC

grumpyvette

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Staff member
I picked this off a differant site but its got valuable info

"Spent the day at the dyno. We ran 2 489" BBC's, here are the results from mine. Kjett was pretty close with his 720HP guess. It made 728@5600, but it peaked at 808@6600.:) Made over 800Hp from 6600 to 7000(we quit at 7K). I missed my 700 torque number. It only made 699.2@4900. It made over 660TQ from 4500 to 6200. These numbers were on VP C12 with the 1150 HP Dominator. 94 jets, 37* total timing.

On alcohol it made 839@6500 and made over 830 from 6500-7000. Torque peak was 734.5@5200. It made over 700 from 4700 to 6200. This was with a custom alcohol 1050 HP.

I had a great time and am very happy with the numbers. I'll attach my combo again here. All the tests were with 2"- 2 1/8" step headers, not the hookers in the combo. All numbers are standard dyno corrected."

related thread
viewtopic.php?f=44&t=101

viewtopic.php?f=53&t=9986&p=38689#p38689

4.280" Bore 4-bolt GM Block, 0 Decked, ARP Main Studs
Eagle 4340 4.25" Stroke Crank Internal Balance (489 CI)
ATI Super Damper, JW "The Wheel" Flexplate
Eagle 4340 H-Beam Rods with L-19 Bolts
SRP 43cc Dome Pistons, Total Seal TS1 Rings
Isky Custom Grind Solid Roller, around .736/272, .714/280, 108 LSA, 105 ICL
Isky Red Zone Lifters, Manly and Jesel Pushrods, Isky Tool Room Springs
Pro Topline 320cc Aluminum Heads, Angle milled to 109cc, Bowls and Chambers blended
Gasket Matched, Flow about 390 Int, 280 Ex., ARP Head Studs Harland Sharps 1.7 Rockers
Measured 75cc total combustion volume for 14.35:1 Compression Ratio
Edelbrock Victor 454R Port Matched, Cleaned up
HP Dominator, 80556 1150 CFM, VP C12 Race Gas
MSD Pro Billet Distrubitor, MSD Spiral Core Wires, NGK V-Power Plugs
Hooker Super Comp Race Headers, 2 1/8 X 3 1/2


IVE built at least a dozen 489-496 bbc strokers and the longer 6.385" rods, vs the stock 6.135" rod length and larger counter weights on the 6.385" combo make the whole deal easier to clearance and balance, most effective combos have about a 10:1-11:1 cpr and a cam with a reasonably tight 106-108 LSA and lift over .600 and duration in the 245 @ .050 plus range

pistonatbdc.jpg

pistonat%20tdc.jpg


RELATED INFO
viewtopic.php?f=50&t=11064&p=49202#p49202

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

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.

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.com/index.php?threads/measuring-crank-bearing-journals.5478/#post-16429

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.com/index.php?threads/cleaning-piston-ring-grooves-and-related-info.1797/

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/
 
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