sources of bbc info

grumpyvette · Nov 24, 2008

heres more bbc info, but don,t let the guys make you think only oval port heads work well! it totally depends on your combo,s rpm range,displacement,gearing,weight,cam timeing,etc
read the links and sub links below
a day or so spent doing reading and research,
(reading links and threads)
will frequently save you thousands of dollars and weeks of wasted work.
if you want a fast dependable car you will need to either do the research required to know exactly how and why things should work, or pay someone else to do the work that has taken that time and effort.

crank shaft mods info

read these links also http://garage.grumpysperformance.com/index.php?threads/whats-a-windage-tray-do.64/ http://garage.grumpysperformance.com/index.php?threads/assembling-and-installing-connecting-rods-pistons.247/...

garage.grumpysperformance.com

http://www.crateenginedepot.com/store/N ... 13C46.aspx

http://www.fastnuf.com/bbccastingnumbers.html

http://garage.grumpysperformance.co...-about-your-potential-dream-bbc-combos.14607/

http://www.superchevy.com/how-to/projec ... big-block/

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

http://www.airflowresearch.com/articles ... 1/A-P1.htm

http://www.cranecams.com/userfiles/PP08 ... ePages.pdf

http://en.wikipedia.org/wiki/Chevrolet_ ... engine#366

viewtopic.php?f=54&t=4576&p=12177#p12177

viewtopic.php?f=55&t=5518&p=16612#p16612

http://www.carcraft.com/techarticles/cc ... index.html

http://www.chevyhiperformance.com/techa ... index.html

http://www.corvettefever.com/techarticl ... index.html

http://www.dartheads.com/wp-content/upl ... ctions.pdf

http://www.carquest.com/common/download ... 3_4886.pdf

http://fteufert1.home.att.net/bbchevy/bbchevy.htm

http://roadsters.com/bbc/#prep

http://roadsters.com/bbc/#bore

http://roadsters.com/bbc/#oval

http://www.chevelles.com/racing/BBCombo.html

http://www.edelbrock.com/automotive/raceheadbbchev.html

http://www.dragraceresults.com/worldcastings/

http://www.nastyz28.com/bbcmenu.html

general big block info!

http://www.amotion.com/cbb.html

http://www.edelbrock.com/automotive/headbbchev.html

http://roadsters.com/bbc/

http://www.teufert.net/bbchevy/bbchevy.htm

http://www.chevelles.com/racing/BBCombo.html

http://www.racingengines.com/public/sales/wrldprd1.htm

http://www.holley.com/HiOctn/ProdLine/Products/IEC/IECP/Chevy30.html

http://www.mortec.com/location.htm

http://home.hiwaay.net/~ppatter/patrick_budd_article.htm

http://www.bigblockchevy.com/BittnerBoyz/460Alky1500Hp.html

http://www.edelbrock.com/automotive/7161pp.html

http://www.onlineperformanceparts.com/public/sales/ablock1.htm

http://www.off-road.com/chevy/tech/454engine/

http://www.directhits.com/ChevyDynoReport.asp

http://www.theengineshop.com/techinfo7.shtml

http://www.dodgeram.org/tech/gas/specs/crank.html

http://www.diabolicalperformance.com/diabolical540.html

http://avs.epix.net/schorrperformance/cams/_ChevyBB_290+.htm

http://avs.epix.net/schorrperformance/cams/_ChevyBB_290.htm

http://www.diabolicalperformance.com/extremevalue468.html

http://chevyhiperformance.com/techarticles/93650/

mark iv blocks

mark v blocks

(keep in mind that ALL '91 and later Gen.V and Gen.VI big blocks come with 4-bolt main caps. The two-bolt big blocks are no longer in production
MANY BUT NOT ALL aftermarket head designs have been modified to work on both the early MARK IV 1965-90 and later MARK V & VI blocks 1991-later.)
BTW, , on BIG BLOCKS the oil pumps and oil filter adapters are different due to the block oil filter recess and rear seals being different
GEN 4 or MARK IV

GEN V and VI

coolant holes in factory heads match factory blocks of similar version, aftermarket heads usually tend to have a universal coolant passage design that will function on most blocks but you need to verify and use the correct head gaskets

big blocks like more compression, bigger carbs and a slightly larger cam than small blocks if thats what your used to building btw
you really should get these books and read them before going any further, it will help a good deal

http://www.amazon.com/exec/obidos/A...5079777/sr=2-1/ref=sr_2_1/102-1234339-0571324

1557882169.01._PE30_PIdp-schmooS,TopRight,7,-26_SCMZZZZZZZ_.jpg

http://www.amazon.com/exec/obidos/t...gy_img_2/102-1234339-0571324?v=glance&s=books

0912656042.01._PE30_PIdp-schmooS,TopRight,7,-26_SCMZZZZZZZ_.jpg

http://www.amazon.com/exec/obidos/t...gy_img_2/102-1234339-0571324?v=glance&s=books

0895861755.01._PE30_PIdp-schmooS,TopRight,7,-26_SCMZZZZZZZ_.jpg

http://www.amazon.com/exec/obidos/t..._books_1/102-1234339-0571324?v=glance&s=books

1884089208.01._PE30_PIdp-schmoo2,TopRight,7,-26_SCMZZZZZZZ_.jpg

http://www.amazon.com/exec/obidos/t..._books_3/102-1234339-0571324?v=glance&s=books

1557883572.01._PE30_PIdp-schmoo2,TopRight,7,-26_SCMZZZZZZZ_.jpg

http://www.amazon.com/exec/obidos/t...f=sr_1_2/102-1234339-0571324?v=glance&s=books

0760302030.01._PE_PIdp-schmoo2,TopRight,7,-26_SCMZZZZZZZ_.jpg

INVESTING THE TIME AND EFFORT IN PURCHASING AND READING A FEW BOOKS WILL BE VERY COST EFFECTIVE

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

SMALL BLOCK REFERENCE BOOKS YOULL WANT
start by buying these books and watching the video

http://www.themotorbookstore.com/resmchstvi.html

http://www.amazon.com/David-Vizards...8&qid=1456194032&sr=8-5&keywords=DAVID+VIZARD
HOW TO BUILD MAX PERFORMANCE CHEVY SMALL BLOCKS ON A BUDGET by DAVID VIZARD
.

JOHN LINGENFELTER on modifying small-block chevy engines
http://www.amazon.com/Lingenfelter-...=1456193940&sr=8-1&keywords=JOHN+LINGENFELTER

http://www.amazon.com/Smokey-Yunick...2&sr=8-1&keywords=smokey+yunick+power+secrets

grumpyvette · Apr 22, 2009

Mark IV Family ZL1 Chevy Engine - History Of The Big-Block Chevy
How They Were Designed, What Versions They Came In, And How To Identify Blocks.
By Paul Zazarine

The legend began on the high banks of Daytona in February of 1963. A handful of Chevrolets arrived for the Daytona 500 with something mysterious under the hood. While Ford and Chrysler expected to compete against Chevrolet's venerable W head 409, the Bow Tie guys had a big surprise waiting for them. As Junior Johnson's Chevy thundered around the track at speeds in excess of 160 mph, every soul in the paddock, pits, and stands knew that was no W block. Hot on Junior's heels was Johnny Rutherford, in another Chevy. The Chevrolets of Ray Fox, Smokey Yunick, and Bubber Farr all ran with power unmatched by the 409, and Ford and Chrysler cried foul. [Tiny Lund eventually won the race in a Ford. In fact, the top five finishers were Fords. The highest finishing "mystery motor" was Johnny Rutherford, who finished Ninth, four laps down.-ed.] What was this mystery motor Chevrolet was running?

Inside Chevrolet Engineering it was called the Mark II, a 427ci V-8 that shared no bloodline with the 409, dubbed Mark I. The word "Mark" is derived from the European tradition, which uses it to designate succeeding phases of a design. Instead, this was a totally new design, beginning in the summer of 1962, when Chevrolet Engineering's Dick Keinath started work on a replacement for the W block. Dick used the same bore centers (4.84 inches) as the W block, so to differentiate the engines in the minds of those working on both, the planned successor was dubbed Mark II. It was this big-bore, short-stroke 427 powerhouse that tore up Daytona's banks.

The Mark III was a 1963 design study similar to the Mark II, but featuring a bigger bore center. None were actually produced, though, since it required too much tooling money at the Tonawanda engine plant to change bore centers. The Mark IV went into production in 1965, displacing 396 ci. Mark IVs were subsequently made in versions of 427 and 454 cid; deck heights were 9.80 inches.

What was kept under wraps at Daytona in 1963-and all through the development process-was the cylinder head design. Fewer than 50 of these engines were cast before GM slipped out of racing in January of 1963. The large-diameter valves were canted, causing them to stick out at odd angles, thus leading to the engine's nickname: Porcupine.

From 1965 until it was discontinued in 1974, the Mark IV big-block was produced in a variety of horsepower configurations. It served duty in everything from mundane station wagons with trailer packages to pavement-melting, steroid-swilling Chevys ruling the streets and the drags.

Even after they were discontinued, the Chevy big-block continued on as the GEN II crate motor powering today's drag cars, street rods, and hottest street machines. And like all great engines, the Chevy big-block will be around for generations to come.

1965 - 1974 Chevrolet Mark IV EngineSpecificationsRPO CUI Horsepower Torque Application
1965
L35 396 325 at 4,800 410 at 3,200 Chevrolet
L78 396 425 at 6,400 415 at 4,000 Chevrolet
L78 396 425 at 6,400 415 at 4,000 Corvette
L37 396 375 at 5,600 415 at 3,600 RPO Z16 Chevelle only
1966
L35 396 325 at 4,800 410 at 4,800 Chevrolet/Chevelle
L34 396 360 at 5,200 415 at 3,400 Chevelle
L78 396 375 at 5,600 415 at 3,600 Chevelle
L36 427 390 at 5,200 470 at 3,600 Chevrolet/Corvette
L72 427 425 at 5,600 460 at 3,600 Chevrolet/Corvette
1967
L35 396 325 at 4,800 410 at 3,200 Chevrolet/Chevelle
L34 396 350 at 5,200 415 at 3,400 Chevelle/Camaro
L78 396 375 at 5,600 415 at 3,600 Chevelle/Camaro
L36 427 390 at 5,200 460 at 3,600 Chevrolet/Corvette
L68 427 3x2 400 at 5,400 460 at 3,600 Corvette
L72 427 425 at 5,600 460 at 4,000 Chevrolet
L71 427 3x2 435 at 5,800 460 at 4,000 Corvette
L88 427 430 at 4,600 485 at 4,000 Corvette
L89 427* 435 at 5,800 460 at 4,000 Corvette
*aluminum head
1968
L35 396 325 at 4,800 410 at 3,200 Camaro/Chevrolet/Chevelle
L34 396 350 at 5,200 415 at 3,400 Nova/Camaro/Chevelle
L78 396 375 at 5,600 415 at 3,600 Camaro/Chevelle
L89 396* 375 at 5,600 415 at 3,600 Camaro/Nova
L72 427 425 at 6,400 460 at 4,000 Chevrolet
L36 427 390 at 5,400 460 at 3,600 Corvette
L68 427 400 at 5,400 460 at 3,600 Corvette
L71 427 3x2 435 at 5,800 460 at 4,000 Corvette
L88 427 430 at 4,600 485 at 4,000 Corvette
L89 427* 435 at 5,800 460 at 4,000 Corvette
*aluminum head
1969
L35 396 325 at 4,000 410 at 3,200 Camaro/Chevelle
L34 396 350 at 5,200 415 at 3,400 Chevelle/Camaro/Nova
L78 396 375 at 5,600 415 at 3,600 Chevelle/Camaro/Nova
L89 396+ 375 at 5,600 415 at 3,600 Chevelle/Camaro
L36 427 390 at 5,400 460 at 3,600 Chevrolet/Corvette
L72 427 425 at 5,600 460 at 4,000 Chevrolet/Corvette
LS1 427 400 at 5,400 460 at 3,600 Chevrolet
L72 427 425 at 5,600 460 at 4,000 Chevelle*
L68 427 400 at 5,400 460 at 3,600 Corvette
L71 427 3x2 435 at 5,800 460 at 4,000 Corvette
L88 427 430 at 5,200 450 at 4,400 Corvette
L89 427+ 435 at 5,800 460 at 4,000 Corvette
ZL1 427@ 425 at 5,600 460 at 4,000 Camaro#
ZL1 427@ 430 at 5,200 450 at 4,400 Corvette
*COPO 9562, 9566, 9694, 430 at 5,200, 450 at 4,400, #COPO 9561 427 ZL1
#COPO 9560 427 ZL1, +aluminum head, @all aluminum
1970
L34 396/402 350 at 5,200 415 at 3,400 Camaro/Chevelle/Nova
L78 396/402 375 at 5,600 415 at 3,600 Camaro/Chevelle/Nova
LS3 400 330 at 4,800 410 at 3,200 Chevelle
LS5 454 390 at 4,800 500 at 3,400 Corvette
LS6 454 450 at 5,600 500 at 3,600 Camaro
L89 402* 375 at 5,600 415 at 3,600 Chevelle
LS5 454 360 at 5,400 500 at 3,200 Chevelle
LS6 454 450 at 5,600 500 at 3,200 Chevelle
LS7 454 460 at 5,600 490 at 3,600 Corvette
*aluminum head
1971
LS3 402 300 at 4,800 400 at 3,200 Chevrolet/Chevelle/Monte Carlo/Camaro
LS5 454 365 at 4,800 465 at 3,200 Chevrolet/Chevelle/Monte Carlo/Corvette
LS6 454 425 at 5,600 475 at 4,000 Chevelle/Monte Carlo/Corvette
1972*
LS3 402 240 at 4,400 345 at 3,200 Monte Carlo/Chevelle/Camaro
LS5 454 270 at 4,000 390 at 3,200 Chevelle/Chevrolet/Monte Carlo/Corvette
*SAE net
1973*
LS4 454 275 at 4,400 395 at 2,800 Chevelle/Monte Carlo/Corvette
*SAE net
1974*
LS4 454 235 at 4,000 360 at 2,800 Chevrolet/Monte Carlo/Chevelle
LS4 454 270 at 4,400 380 at 2,800 Corvette
*SAE net

Big-Block Chevy
Block Casting Identification
Casting No.: Designation: Model year: Notes:
340220 427T '68-'85 four-bolt
345014 454 '70-'86
346236 454 '75-'76 two-bolt
359070 454 '70-'90
361959 454 '73-'90 two- or four-bolt
364776 427T '68-'85 four-bolt
364779 366T '68-'90 four-bolt
399293 366T '77-'78 four-bolt
473478 427T '77-'90 four-bolt
3782870 427T '68-'76 four-bolt
3824553 366T '66-'67 four-bolt
3855961 396 '65-'66 two- or four-bolt
3855961 427 '66 two-bolt
3855962 396 '65-'66 four-bolt
3855977 366T '66-'73 four-bolt
3869942 427 '66-'67 two- or four-bolt
3902406 396 '67 two- or four-bolt
3904351 427 '67 two- or four-bolt
3904354 366T '66-'76 four-bolt
3916319 366T '68 four-bolt
3916321 427 '68 two- or four-bolt
3916323 396 '68 two- or four-bolt
3925521 427T '68-'85 four-bolt
3935439 427 '68-'69 two- or four-bolt
3935440 396 '68-'69 two- or four-bolt
3937724 366T '68-'85 four-bolt
3937726 427T '68-'84 four-bolt
3955270 427 '69 two- or four-bolt
3955272 396 '69 two- or four-bolt
3955274 366T '68-'85 four-bolt
3955276 427T '68-'73 four-bolt
3963512 427 '69 two- or four-bolt
3963512 454 '70-'76 two- or four-bolt
3969852 366T '68-'84 four-bolt
3969854 396 '69 two- or four-bolt
3969854 402 '70-'72 two- or four-bolt
3969858 427T '68-'84 four-bolt
3999289 454 '71-'79 two- or four-bolt
(some CE replacement blocks had four-bolt mains)
3999290 396 '68-'69 two- or four-bolt, truck
3999290 402 '70-'72 two- or four-bolt, truck
3999290 402 '72 two- or four-bolt, passenger
3999293 366T '68-'90 four-bolt
3999294 427T '68-'84 four-bolt
10051107 454 four-bolt, Bow Tie, Mark IV, 9.8-inch deck, siamesed cylinders, can be bored to 4.50 inches
10069282 366T '90-'91 four-bolt, Mark IV, tall-deck
10069284 427T four-bolt, Mark IV, tall-deck
10069286 454 '90-'91 four-bolt, Mark IV, short-deck
10114182 454 '91-and-later four-bolt, Gen V
10114183 366T '91-and-later four-bolt, Gen V
10114184 427T '91-and-later four-bolt, Gen V
10134366 454T four-bolt, Bow Tie, Gen V, tall-deck
10185050 454 four-bolt, Bow Tie, Gen V, short-deck
10237297 454 '96-and-later four-bolt, Vortec 7400, L29 Gen VI
10237299 427T '96-and-later four-bolt, Gen VI, 7.0L truck
10237300 502 '96-and-later four-bolt, Gen VI, 4.466-inch bore
12550312 427T '96-and-later four-bolt, Gen VI, 4.250-inch bore, fuel pump boss, clutch linkage pivot boss
12550313 454 '91-and-later four-bolt, Gen V crate motor, Gen VI 4.25-inch bare-block, fuel pump boss
12556110 496 '01-and-later four-bolt, Gen VII 8.1L, Vortec 8100 Truck
12561357 454 '96-and-later four-bolt, Gen VI
12561358 502 four-bolt, Gen VI
14015443 454 '87-'90 two- or four-bolt, Mark IV, truck
and motorhome
14015445 454 '78-'90 two- or four-bolt
14044807 454T four-bolt, Bow Tie, Mark IV, CNC prep,
tall-deck, 4.25- or 4.495-inch bore
14096859 502 four-bolt, Gen V, HO
24502504 454 four-bolt, Bow Tie, Gen V, race prep,
9.8-inch short-deck height
24502506 454T four-bolt, Bow Tie, Gen V, race prep, 10.2-inch tall-deck height
T = tall-deck, 10.2-inch deck height
'91-and-later Gen V, VI, and VII production BBC motors have one-piece rear main crankseals

grumpyvette · May 5, 2011

Here is several related threads and dozens of related sub-links that will prove very useful, yes it will require hours to read through them but you'll save weeks of work avoiding mistakes and save hundreds of hours doing the reading and asking any related questions well before you run into potential problems by doing so!

http://garage.grumpysperformance.co...-peanut-port-big-block-combo.2900/#post-57145

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

http://garage.grumpysperformance.co...e-springs-and-setting-up-the-valve-train.181/

http://garage.grumpysperformance.co...g-and-installing-connecting-rods-pistons.247/

http://garage.grumpysperformance.co...-heads-up-on-buying-used-engine-blocks.14305/

http://garage.grumpysperformance.com/index.php?threads/what-to-look-for-in-a-good-engine-combo.9930/

http://garage.grumpysperformance.com/index.php?threads/468-build.11794/

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

http://garage.grumpysperformance.co...gine-to-match-the-cam-specs.11764/#post-55571

http://garage.grumpysperformance.com/index.php?threads/finding-a-machine-shop.321/

related links with lots of info

http://www.chevyhiperformance.com/techa ... index.html

http://reviews.ebay.com/Big-Block-Chevy ... 0001563647

viewtopic.php?f=51&t=2692

http://www.carquest.com/common/download ... 3_4886.pdf
be aware that head bolts enter the block coolant passages,
so if you failed to dip the bolt threads in sealant when they were assembled,
through the heads coolant can seep up along the head bolts,
into the area under the valve cover
Issue:
General Motors (GM) 7.4L (454 CID)
engines use two types of engine
blocks: the Mark IV and Mark V. The
Mark IV is found on 7.4L engines in
model years from 1965 - 1990, and
the Mark V is found on 7.4L engines
in model years from 1991 and later.
Often, installers will attempt to adapt a Mark IV cylinder head for a Mark V block.
This conversion can be made if attention is paid to the coolant circulation because
the Mark IV and Mark V have different coolant flows, and were
originally designed for different head gaskets. If the conversion is not performed
correctly, the engine will overheat, causing premature engine wear and damage.
Resolution:
CARQUEST Gaskets by Victor ReinzÂ® has designed two NitrosealÂ® head gaskets
to specifically allow for this conversion. The installation requires that CARQUEST
Gaskets by Victor ReinzÂ® part number 4918 be installed on the right cylinder
bank to maintain proper coolant circulation, and part number 4923 be installed on
the left cylinder bank for the correct coolant flow.
Application:
Ask for CARQUEST Gaskets by Victor ReinzÂ® part numbers 4918 (right bank)
and 4923 (left bank), or part number 4886 for conventional Mark V applications
and part number 3884SG for conventional Mark IV applications.

MARK VI BLOCK OIL CONNECTIONS

I think it is 80 & up mark IV big block engines that has the later improved cooling with the three extra holes.
(look at the gasket info below)
ITS Real easy to drill the holes in the earlier blocks if you don,t have then with a 3/8" drill , using the gasket as a pattern as it was found to increase cooling.

BTW fritz1990 posted this info

Top gasket pic is one with the extra cooling holes. Can use this gasket as a template to drill these 1/2" holes in the deck of the block. All heads already have these holes just some blocks don't.

The holes are the three on the bottom side of the gasket right below the ones between the cyls. The ends of the gasket are also different.

Just don't use the top gasket on your block without drilling the holes. I have to run to work and I can explain the difference later. The top setup is suppose to give you a lil' better cooling but there are many like yours running around, not a real big issue, just better to do it now.

If you have the three holes in the block you can run either gasket.

The bottom gasket is the one you will need to use if you don't drill the holes.

BBC HEAD GASKETS READ THIS LINK
http://www.cartechbooks.com/vstore/show ... apter=7174

Three types of gasket materials are generally available, steel shim, composition and copper gaskets. Cast iron heads can use all three types of gasket materials. Aluminum cylinder heads require the use of composition or copper gaskets. Various compressed gasket thicknesses are offered. Remember that you should have a minimum clearance of .035"-.040" between the top of the piston deck and the deck of the cylinder head when using steel rods. Aluminum connecting rods typically require a larger clearance.
Fel-Pro composition head gasket (PN-8180-PT) for 4.250" bore Mark IV engines. It has two additional holes for head bolts that go into the lifter valley found on some high performance Bowtie and aftermarket blocks.

Different head gasket bore sizes are offered. Mark IV head gaskets have different coolant core hole passages than gaskets for Gen.V engines, blocking some passages and opening other coolant passages. Some block deck coolant core holes are round, while on Gen.V production blocks the holes are irregularly shaped on the block deck. Mark IV heads and head gaskets should be used on Mark IV blocks. Likewise Gen.V style cylinder heads and gaskets should be used on Gen.V blocks. There are exceptions. Mark IV heads can be used on Gen.V "Bowtie" and on Gen.VI HO blocks because the core holes in these block decks will seal the water core holes found on Mark IV heads. If you build this combination then use a Mark IV style head gasket and plug the core hole in the Gen.V "Bowtie" block deck located near the front head dowel pin location (see photo). Otherwise coolant entering the front of the block can bypass the rest of the block and exit out thru the head and intake manifold.

Steel shim gaskets and copper gaskets require the use of head gasket sealant. Composition gaskets do not require sealant.

Head bolts should be completely cleaned and then torqued down in the proper sequence and to the correct torque values. Head bolts or studs, used on aluminum heads, need to have a hardened steel flat washer (PN-3899696) under each bolt head or nut, to prevent damage to the aluminum head surface. Head bolt threads going into water passages should be coated with sealant and head bolts going into blocks with "blind" holes should be coated with moly lube or oil. Some head gaskets do not need retorquing, but it is a good practice to retorque all of the head bolts after the motor has been heated up the first time and allowed to cool down. Remember, do not try to put Mark IV heads on a production Gen.V block and visa versa. You can use Mark IV heads on the new Gen.VI 454 and 502 HO blocks or on "Bowtie" blocks.

BIG BLOCK CHEVY COOLING RELATED INFO

Coolant Routing Mk IV/Gen 5/Gen 6
There are two different ways that coolant can be routed through the engine: series flow and parallel flow. Both ways work just fine. There may be a slight preference for parallel flow, but it is not a big deal. Series flow has the water exiting the water pump, flowing through the block to the rear, it then transfers through the head gasket and into the cylinder head through two large passages on each cylinder bank at the rear of the block. The coolant then travels from the rear of the head, forward to the front of the head, into the intake manifold water passage and out past the thermostat and thermostat housing. The water cools the block first, then it cools the head. The coldest water (coming out of the water pump) is directly below the hottest water (having already picked up the heat of the block and the head) as the hot water transfers into the intake manifold. By contrast, parallel flow has the water exiting from the water pump into the block, where a portion "geysers" up into the head between the first and second cylinder, another portion "geysers" up to the head between the second and third cylinders, another portion geysers up to the head between the third and fourth cylinder, and the remainder transfers to the head at the rear of the block. The coolant temperature inside the engine is more even that way. The differences in coolant routing is having (or not having) the three additional coolant transfer holes in each block deck, and three matching holes in the head gasket. The heads have passages for either system, and are not different based on coolant flow.

Be aware that gaskets that DO have the three extra holes between the cylinders often have restricted coolant flow at the rear--instead of having two large coolant transfer holes at the rear, there is only one, and it's the smaller of the two holes that remains. This is important because if you use a parallel flow head gasket on a series flow block, you can have massive overheating and there's NOTHING that will cure the problem except to replace the head gaskets with ones that don't restrict flow at the rear of the block, or to drill the block decks to allow the coolant to flow into the head between the cylinders. Here's why they can overheat: A series-flow block doesn't have the openings between the cylinders, no coolant can flow up to the head there. The gasket may only have the single, smaller opening at the rear, so the amount of water that gets through that opening is greatly reduced from what the block designers intended. The result is that the coolant flow through the engine is only a fraction of what is needed.

Most, but NOT all Mk IV engines are Series Flow. ALL Gen 5 and Gen 6 engines are Parallel Flow. A series flow block can be converted to parallel flow by drilling 3 holes in each deck surface, and then use parallel flow head gaskets. You can use the parallel flow gaskets as templates for locating the additional holes. It's really easy: Put the parallel flow gaskets on the block, mark the location and size of the three extra holes. Remove the gasket. Grab a 1/2" drill and a drill bit of the correct size, and pop the extra holes in the block. There is NO modification needed on the head castings. Some blocks have one of the holes already, but it needs to be ground oblong to properly match the gasket. Again, very easy with a hand held die grinder and rotary file.

“Quality means doing it right when no one is looking.”
― Henry Ford

“Quality is like buying oats. If you want nice, clean, fresh oats, you must pay a fair price. However, if you can be satisfied with oats that have already been through the horse ... that comes a little cheaper.”

an hour to a week spent in careful research,
before you buy or install parts,
can save you months or frustration
and easily 300%-to 500% of the eventually,
cost incurred in buying cheaper parts,in this hobby!

good quality parts tend to cost more, so expect to pay a fair price, remember the sweetness of low price tends to be forgotten long before the bitterness of living with low quality, that remains forever!

“It is quality rather than quantity that matters.”
― Seneca
“There is scarcely anything in the world that some man cannot make a little worse, and sell a little more cheaply. The person who buys on price alone is this man's lawful prey.”
― John Ruskin

"the quality of a man's life is in direct proportion to his commitment to excellence, regardless of his chosen field of endeavor".”

IN almost 100% of engine builds, your FAR better off purchasing and correctly installing a few high quality components, than you would be, after spending twice too three times as much money on, three to four times as many low quality parts randomly selected mostly because they were on sale!

GREAT DEALS!...RARELY ARE, looking back later!

http://www.lunatipower.com/Product.aspx?id=2084&gid=110

grumpyvette · May 29, 2011

Performance V8 Engines

Fuel Savings

BBC BLOCK CASTING NUMBERS
BLOCKS

340220.....427T......68-85...4-bolt
345014.....454.......70-86...
346236.....454.......75-76...2-bolt
359070.....454.......70-90...
361959.....454.......73-90...2 or 4 bolt
364776.....427T......68-85...4-bolt
364779.....366T......68-90...4-bolt
399204.....509.......70-71...4-bolt, Alum., CanAm, 4.5" bores, Cylinder liners
399289.....454.......73-79
399293.....366T......77-78...4-bolt
473478.....427T......77-90...4-bolt
3782870....427T......68-76...4-bolt
3824553....366T......66-67...4-bolt
3855961....396.......65-66...2 or 4 bolt
3855961....427.......66......2-bolt
3855962....396.......65-66...4-bolt
3855977....366T......66-73...4-bolt
3869942....427.......66-67...2 or 4 bolt
3902406....396.......67......2 or 4 bolt
3904351....427.......67......2 or 4 bolt
3904354....366T......66-76...4-bolt
3916319....366T......68......4-bolt
3916321....427.......68......2 or 4 bolt
3916323....396.......68......2 or 4 bolt
3925521....427T......68-85...4-bolt
3935439....427.......68-69...2 or 4 bolt
3935440....396.......68-69...2 or 4 bolt
3937724....366T......68-85...4-bolt
3937726....427T......68-84...4-bolt
3946052....427.......69......4-bolt, Alum. ZL-1, Mark IV
3946053....427.......97......4-bolt, Alum. ZL-1, 2nd version, Mark IV
3955270....427.......69......2 or 4 bolt
3955272....396.......69......2 or 4 bolt
3955274....366T......68-85...4-bolt
3955276....427T......68-73...4-bolt
3963512....427.......69......2 or 4 bolt
3963512....454.......70-76...2 or 4 bolt
3969852....366T......68-84...4-bolt
3969854....396.......69......2 or 4 bolt
3969854....402.......70-72...2 or 4 bolt
3969858....427T......68-84...4-bolt
3999289....454.......72-79...2 or 4 bolt, some "CE" replacement blocks had four bolt main caps
3999290....396.......68-69...2 or 4 bolt, Truck
3999290....402.......70-72...2 or 4 bolt, Truck
3999290....402.......72......2 or 4 bolt, Passenger
3999293....366T......68-90...4-bolt
3999294....427T......68-84...4-bolt
10051107...454...............4-bolt, Bowtie, MkIV, 9.8" deck, siamesed cylinder barrels, 4.25" semi-finished bores, can be bored to 4.50"
10069284...427T..............4-bolt, Mark IV, Tall deck
10069286...454.......90-91...4-bolt, Mark IV, Short deck
10114182...454.......91-up...4-bolt, Gen.V
10114183...366T......91-up...4-bolt, Gen.V
10114184...427T......91-up...4-bolt, Gen.V
10134366...454T..............4-bolt, Bowtie, Gen.V, Tall deck
10185050...454...............4-bolt, Bowtie, Gen.V, Short deck
10237297...454.......96-up...4-bolt, Vortec 7400", "L-29" Gen.VI
10237300...502.......96-up...4-bolt, Gen.VI, 4.466" bore
12550312...427T......96-up...4-bolt, Gen.VI, 4.250" bore, fuel pump boss, clutch linkage pivot boss
12550313...454.......91-up...4-bolt, Gen.V crate motor, Gen. VI 4.25" bare block, fuel pump boss
12556110...496.......01-up...4-bolt, Gen.VII 8.1L, "Vortec 8100", Truck
12561357...454.......96-up...4-bolt, Gen.VI
12561358...502...............4-bolt, Gen. VI
14015443...454.......87-90...4-bolt, Mark IV, Truck, Motorhome
14015445...454.......78-90...2 or 4 bolt
14044807...454T..............4-bolt, Bowtie, MkIV, CNC prep, Tall deck, 4.25" bore or 4.495" bores
14096859...502...............4-bolt, Gen.V, HO
24502504...454...............4-bolt, Bowtie, Gen.V, Race prep, 9.8 "short" deck height
24502506...454T..............4-bolt, Bowtie, Gen.V, Race prep, 10.2 "tall" deck height
24502572.....................4-bolt, 4.5" bore Olds DRCE 2, 9.5" deck height
25534402.....................4-bolt, 4.590" bore Olds DRCE 3, 9.25" deck height

T = Tall deck, 10.2" deck height

1991 and later Gen.V, VI and VII production BBC motors have one-piece rear main crank seals.

Heads

330864.....68-84...oval...OPEN...396, 402, 366T, 427T, 454 Truck
330865.....68-84...oval...OPEN...396, 402, 366T, 427T, 454 Truck
330866.....68-78...oval...OPEN...366T, 427T
330867.....68-73...oval...OPEN...427T
336765.....68-78...oval...OPEN...427T
336768.....73-76...oval...OPEN...427T
336781.....73-85...oval...OPEN...454, 118cc chamber, 256/114cc ports
343771.....68-86...oval...OPEN...366T, 427T, 454
343772.....68-86...oval...OPEN...366T, 427T, 454
343783.....70-76...oval...OPEN...454 Truck
346236.....75-87...oval...OPEN...454, 120cc chamber, 225/116cc ports
352625.....70-76...oval...OPEN...454 Truck
353049.....73-84...oval...OPEN...454, 122cc chamber, 255/119cc ports
366765.....74-78...oval...OPEN...427T
473328.....68-69...oval...OPEN...366T
3856206....65-66...oval..CLOSED..396, 97cc chamber
3856208....65......rect..CLOSED..396/425hp, 109cc chamber 396/375hp "Z-16" Chevelle
3856213....66-82...oval..CLOSED..366T, 427T
3856260....68......oval..CLOSED..396 Truck
3872702....65-66...oval..CLOSED..396, 427, 98cc chamber
3873858....65-67...rect..CLOSED..396, 427, 109cc chamber
3876875....77-85...oval...OPEN...427T
3904390....67......oval..CLOSED..396, 427, 98cc chamber
3904391....67......rect..CLOSED..396, 427, 107cc chamber
3904392....67......rect..CLOSED..427, Aluminum, L88, L89, 107cc chamber
3904393....68-76...oval...OPEN...366T
3908952....67......oval...OPEN...427, "M.Truck", Marine
3909802....67......oval..CLOSED..396, 427, 101cc chamber
3917215....67-68...oval..CLOSED..396, 427, 101cc chamber
3917219....68-85...oval...OPEN...366T, 427T
3919840....67-69...rect..CLOSED..396, 427, 107cc chamber
3919842....68-69...rect..CLOSED..396, 427, Aluminum L88, L89, 107cc chamber
3931063....68-69...oval..CLOSED..396, 402, 427, 101cc chamber
3933148....69-84...oval...OPEN...'69 396/265hp, 366T, 427T, 112cc chamber
3933149....68-76...oval...OPEN...427T, 122cc chamber
3935401....68-76...oval...OPEN...427T
3946074....69&71...rect...OPEN...'69 427 L88, ZL1, Aluminum, 118cc chamber '71 454 LS6, "round exhaust port"
3964290....69-70...oval..CLOSED..396, 402, 427, 454, 101cc chamber Large or small hex spark
plugs used
3964291....69-70...rect..CLOSED..396, 402, 427, 454, 109cc chamber Large or small hex spark
plugs used
3965198....68-69...oval..CLOSED..396 Truck
3975950....68-70...oval...OPEN...396, 402 Truck, 366T, 427T
3986133....68-85...oval...OPEN...366T, 427T, 454 Truck
3986135....69-73...oval...OPEN...366T, 427T
3986136....68-84...oval...OPEN...366T, 427T, 454 Truck
3993820....71......oval...OPEN...402, 113cc chamber, 255/114 ports
3993820....71-84...oval...OPEN...454 Passenger and Trucks, 113cc chamber, 255/114 ports
3994026....71......rect...OPEN...454 LS6, 118cc chamber
3999241....72......oval...OPEN...402, 454, 113cc chamber

6272292....70-78...oval...OPEN...402, 454
6272990....70-up...rect...OPEN...454 service replacement, used on some MKIV crate engines, 118cc chamber
10045427...........rect..........Pontiac/Chevy Aluminum, 91cc chamber Large Port, race
10049875...........rect..........Pontiac/Chevy Aluminum Small port, race
10051128...........rect..........Bowtie, Aluminum 72cc chambers Symmetrical ports
10051129...........rect..........Bowtie, Aluminum "raw" casting, Symmetrical ports
10052902...........oval...OPEN...MkIV, 427T
10101140...91-up...oval..CLOSED..Gen.V 366T, 427T
10114156...91-up...oval...OPEN...Gen.V & VI 454, 118cc chamber
10141279...96-up...oval..CLOSED.."Vortec 7400", 100cc chambers
10487052...77-90...oval...OPEN...366T
12363391...96-up...oval...OPEN...Bowtie, Aluminum, Signature Series, fits MKIV, Gen.V, Gen.VI, 110cc chamber
12363401...96-up...rect...OPEN...Bowtie, Aluminum, Signature Series, fits MKIV, Gen.V, Gen.VI, 118cc chamber
12558162...01-up...oval..CLOSED..Gen.VII,"Vortec 8100", 8.1L, 496, truck
12560241...98-up...oval..CLOSED.."Vortec 7400", 100cc chambers
12562932...91-95...oval...OPEN...Gen.V, truck crate motor, 118cc chambers
12562934...00-up...rect...OPEN...Gen.VI 502 Marine
14011077...69-up...rect...OPEN...Aluminum, fits MKIV, "C-port" 118cc chamber, also sold as a "solid" head
14044861...84-96...rect..........Bowtie, Aluminum, MkIV, "raised runners", 1st design, 105cc chamber
14044861...96-up...rect..........Bowtie, Aluminum, Signature Series, fits MKIV, Gen.V, Gen.VI "raised runners", 2nd design, 115cc chamber
14044861...84-96...rect..........Bowtie, Aluminum, MkIV "raw" casting of "861" MKIV 1st design
14081045...78-87...oval...OPEN...454
14081052...85-87...oval...OPEN...366T, 427T, 454 Truck, Marked "HiPerf"
14092359...86-90...oval...OPEN...366T, 427T, Marked "HiPerf"
14092360...86-88...oval...OPEN...454 Truck, "peanut" round ports
14096188...70-71...rect...OPEN...454 service replacement, also used on later Mark IV LS-6, LS-7 and 454 HO crate motors, 116cc chamber
14097088...91-up...rect...OPEN...Gen.V 454/502 HO, 118cc chamber
24502585...97......rect..........Olds/Chevy, DRCE 2, Pro Stock aluminum, for blocks w/4.900" bore spacing
25534404...04......rect..........Olds/Chevy, DRCE 3, Pro Stock, aluminum, for blocks with 4.900" bore spacing

T = Tall deck
Oval includes both "peanut" (also called "round") ports and large oval ports

grumpyvette · Oct 26, 2011

If your getting nostalgic for the real muscle car sound the combos rather well known,and was almost a standard in the early 1970s
keep in mind that those big blocks and dual plane intakes were far more easy to locate, those factory big block intakes, were dual plane intakes with a good deal of the plenum divider wall removed, effectively rendering them neither a true dual plane nor a true single plane design.
Intake Manifold, Aluminum Casting #3933198
The intake should have the number 3933198 for an L88. If it has the number 3919851 it's for a '67 L88.
a lunati LUN402A6 would be a bit more modern version
https://www.summitracing.com/parts/lun-402a6lun

yes I wish Id saved all those intakes I sold cheap now, most went for under $100 back in the 1970s

3959180 Mechanical Flat Tappet
This mechanical flat tappet is a ZL-1 and LS-7 mechanical lifter competition cam, good in 427-454. (Use spring P/N 3916164.) The duration at lash point in degrees (intake/exhaust) is 327/333; duration at .050" tappet lift (intake/exhaust) is 262/273; and maximum lift with 1.7:1 rocker ratio (intake/exhaust) is 580/620. Valve lash is .024/.026 and lobe centerline is 110 degrees.
Technical Notes: Distributor P/N 1104067 or melonized distribuor gear P/N 1045613 must be used on all crate engines with steel camshafts.
I: .580"
E: .620"
lash I: .024"E: .026"
110 LSAZL-1 and LS-7 mechanical lifter competition cam. Good in 427-454. Use spring P/N 3916164.

now to answer your question, yes Ive used those intakes because they worked rather well, especially with the 3 barrel holley carbs, but they were 1960s-1970s technology and while they worked fine then and still work now, the RPM air gap has a more efficient runner and plenum design
we used to just stick that intake on open chamber rectangular port heads, add a 3959180 solid lifter flat tappet cam, three barrel carb and 12.5:1 trw forged pistons, on 7/16" truck rods, or L88 or L71 RODS when we could find them, in a LS6 or L71 big block, but almost any 427-454 or a 468 displacement was common, it was getting the cam and compression ratio correct , having a 4 speed manual transmission and a 3.90:1-4.11:1 rear gear ratio,and use of the open chamber rectangle port heads that was the factors that made the cars run and sound like they did, slap it in a camaro or nova with slicks and 4.11:1 or 3.90:1 rear gears with a muncie trans and go racing

sources of bbc info

grumpyvette

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crank shaft mods info

grumpyvette

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grumpyvette

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grumpyvette

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grumpyvette

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