http://www.popularhotrodding.com/tech/0 ... index.html
http://www.popularhotrodding.com/featur ... specs.html
http://www.carcraft.com/techarticles/11 ... index.html
http://www.carcraft.com/techfaq/ccrp_07 ... to_03.html
http://www.eddiesvalvegrinding.com/olds ... engine.htm
http://www.mondellotwister.com/Art455OldsTG.htm
http://www.carcraft.com/techarticles/cc ... index.html
http://www.mondellotwister.com/ArtPtngAtHme.htm
http://www.mondellotwister.com/ArtHeadPort.htm
youve got to get rid of that CHEVY mind set,and forget abut buzzing the engine, when you build an OLDS, or CADDY engine, you concentrate on use of the power curve in the 3000rpm-5500rpm band when you build an OLDS, or CADDY engine,ESPECIALLY if you use stock heads and a hydraulic cam
because this is what a typical dyno looks like
look Ive only built a few olds 455 engines but Ive build a few dozen caddy and Pontiac engines in the 455-500 displacement range and if your using stock heads your going to be restricted to under 5500rpm in many cases, this does not mean they can,t produce impressive torque or horse power it just means they can not be treated like a 327-383 sbc and expect to get similar gains.
with these engines , if your using stock heads and the stock block,, and basically a stock valve train, your generally dealing with a large displacement, long stroke rotating assembly and a two bolt main cap block,and ports and valves that get restrictive even with a fairly radical cam by the time you reach 5500rpm, if you install a long duration cam that exceeds about 240 degrees @ .50 lift you start killing off the low rpm torque thats the strong point of the design, as fast or faster than you gain power on the upper rpms and the valve train starts giving you problems .
your generally better off restricting the mods to what will boost the already impressive low and mid rpm torque
good headers,a low restriction exhaust, a cam in the 235-240 degree range and getting the compression up in the 10:1 range-11:1 range with a good intake and ignition produces impressive results,
http://www.popularhotrodding.com/featur ... specs.html
http://www.carcraft.com/techarticles/11 ... index.html
http://www.carcraft.com/techfaq/ccrp_07 ... to_03.html
http://www.eddiesvalvegrinding.com/olds ... engine.htm
http://www.mondellotwister.com/Art455OldsTG.htm
http://www.carcraft.com/techarticles/cc ... index.html
http://www.mondellotwister.com/ArtPtngAtHme.htm
http://www.mondellotwister.com/ArtHeadPort.htm
youve got to get rid of that CHEVY mind set,and forget abut buzzing the engine, when you build an OLDS, or CADDY engine, you concentrate on use of the power curve in the 3000rpm-5500rpm band when you build an OLDS, or CADDY engine,ESPECIALLY if you use stock heads and a hydraulic cam
because this is what a typical dyno looks like
look Ive only built a few olds 455 engines but Ive build a few dozen caddy and Pontiac engines in the 455-500 displacement range and if your using stock heads your going to be restricted to under 5500rpm in many cases, this does not mean they can,t produce impressive torque or horse power it just means they can not be treated like a 327-383 sbc and expect to get similar gains.
with these engines , if your using stock heads and the stock block,, and basically a stock valve train, your generally dealing with a large displacement, long stroke rotating assembly and a two bolt main cap block,and ports and valves that get restrictive even with a fairly radical cam by the time you reach 5500rpm, if you install a long duration cam that exceeds about 240 degrees @ .50 lift you start killing off the low rpm torque thats the strong point of the design, as fast or faster than you gain power on the upper rpms and the valve train starts giving you problems .
your generally better off restricting the mods to what will boost the already impressive low and mid rpm torque
good headers,a low restriction exhaust, a cam in the 235-240 degree range and getting the compression up in the 10:1 range-11:1 range with a good intake and ignition produces impressive results,