I build more BBC engines than probably all the others combined, theres lots of little tweaks that can be done but without knowing the hp/tq goals, and the intended rpm band and use for the engine I can,t say exactly what to use where.
IF I WAS BUILDING A STREET STRIP COMBO 454-468 BBC,from YOUR current LS6 rectangle port engine, and wanted to maximize power and durability, the idea is an old school muscle car sound and power with decent driving manors keep the rpms under 6300rpm
the idea is a complete package that will run for years with zero problems, have respectable power and be drivable on a daily basis if it needs to be even on short trips, while still having that lopey idle and instant response when the throttles floored
basics
factory big block three deuce intake
USE A 5 speed OD MANUAL TRANS OR 3000RPM STALL CONVERTER on a 4L80E
USE a 3.54-3.90 rear gear ratio
USE CHROME MOLY ROLLER ROCKERS
http://www.summitracing.com/parts/CCA-1320-16/
USE TALL VALVE COVERS(if they clear the booster)
http://www.summitracing.com/parts/TFS-41400804/
get a decent baffled high capacity 7-8 qt oil pan and a windage screen correctly installed and set the clearances to match the application, use all ARP main cap studs
USE CLEVITE (H) series bearings
USE a LS7 STYLE OIL PUMP
USE ARP head bolts
POLISH the combustion chambers
do a PORT AND BOWL CLEAN UP
GET THE CORRECT VALVE TRAIN GEOMETRY
use BEEHIVE VALVE SPRINGS
THERES NO CHANCE THE STOCK VALVE TRAIN WILL WORK, WITHOUT NEW CLEARANCES AND SPRINGS
KEEP THE DURATION UNDER 250 @ .050 and lift under .650
MATCH the cam duration to the static compression to get a 7.8-8.0:1 dymamic cpr.
a cam like this on a 10:1 static cpr with a .042 quench
ID use these connecting rods
http://www.summitracing.com/parts/SCA-26135/
http://www.crower.com/misc/cam_spec/cam_finder.php?part_num=01405&x=22&y=8
ask about the correct hydraulic roller lifters
http://www.crower.com/misc/m_cat.shtml
this intake
http://www.summitracing.com/parts/EDL-7562/
a good 850cfm carb
1.7/8" or 2" full length headers and a 3" dual exhaust with an (X) pipe and low restriction mufflers
ID READ THESE BEFORE STARTING
http://corvetteidaho.com/hib/vette_bbfh.htm
http://maliburacing.com/patrick_budd_article.htm
http://www.chevelles.com/techref/ftecref10.html
viewtopic.php?f=52&t=1716&p=4250&hilit=beehive#p4250
viewtopic.php?f=71&t=1715
viewtopic.php?f=71&t=741
viewtopic.php?f=55&t=858
viewtopic.php?f=52&t=1769
viewtopic.php?f=52&t=904
there ARE several suppliers of adapter tail housings for the conversion of a much stronger 4l80E transmission to the C4 corvettes C-beam support
RELATED LINKS AND INFO
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/
IF I WAS BUILDING A STREET STRIP COMBO 454-468 BBC,from YOUR current LS6 rectangle port engine, and wanted to maximize power and durability, the idea is an old school muscle car sound and power with decent driving manors keep the rpms under 6300rpm
the idea is a complete package that will run for years with zero problems, have respectable power and be drivable on a daily basis if it needs to be even on short trips, while still having that lopey idle and instant response when the throttles floored
basics
factory big block three deuce intake
USE A 5 speed OD MANUAL TRANS OR 3000RPM STALL CONVERTER on a 4L80E
USE a 3.54-3.90 rear gear ratio
USE CHROME MOLY ROLLER ROCKERS
http://www.summitracing.com/parts/CCA-1320-16/
USE TALL VALVE COVERS(if they clear the booster)
http://www.summitracing.com/parts/TFS-41400804/
get a decent baffled high capacity 7-8 qt oil pan and a windage screen correctly installed and set the clearances to match the application, use all ARP main cap studs
USE CLEVITE (H) series bearings
USE a LS7 STYLE OIL PUMP
USE ARP head bolts
POLISH the combustion chambers
do a PORT AND BOWL CLEAN UP
GET THE CORRECT VALVE TRAIN GEOMETRY
use BEEHIVE VALVE SPRINGS
THERES NO CHANCE THE STOCK VALVE TRAIN WILL WORK, WITHOUT NEW CLEARANCES AND SPRINGS
KEEP THE DURATION UNDER 250 @ .050 and lift under .650
MATCH the cam duration to the static compression to get a 7.8-8.0:1 dymamic cpr.
a cam like this on a 10:1 static cpr with a .042 quench
ID use these connecting rods
http://www.summitracing.com/parts/SCA-26135/
http://www.crower.com/misc/cam_spec/cam_finder.php?part_num=01405&x=22&y=8
ask about the correct hydraulic roller lifters
http://www.crower.com/misc/m_cat.shtml
this intake
http://www.summitracing.com/parts/EDL-7562/
a good 850cfm carb
1.7/8" or 2" full length headers and a 3" dual exhaust with an (X) pipe and low restriction mufflers
ID READ THESE BEFORE STARTING
http://corvetteidaho.com/hib/vette_bbfh.htm
http://maliburacing.com/patrick_budd_article.htm
http://www.chevelles.com/techref/ftecref10.html
viewtopic.php?f=52&t=1716&p=4250&hilit=beehive#p4250
viewtopic.php?f=71&t=1715
viewtopic.php?f=71&t=741
viewtopic.php?f=55&t=858
viewtopic.php?f=52&t=1769
viewtopic.php?f=52&t=904
there ARE several suppliers of adapter tail housings for the conversion of a much stronger 4l80E transmission to the C4 corvettes C-beam support
RELATED LINKS AND INFO
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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