I am getting pumped about this motor upgrade!!! Things are finally coming together after the motor has been apart for 2 months!
For those that aren’t aware I took the 455 down to do a little head and cam upgrade. I switched from a stock set of 6X-8 heads to a fully ported set of 6X-4 heads on my .060 over 455. I also switched from the Lunati 230/230 duration @.050 cam to an Ultradyne solid with 255/260 duration @.050. Switched from a stock timing chain to an adjustable double roller. The heads should be a HUGE improvement over the old 6X heads. They will put compression at 9.8:1. With this compression the timing will have to be right so I also re-curved the HEI. Chance of hot spots should also be reduced by the polished stainless valves and completely polished combustion chambers. The heads have had 1.77 exhaust valves installed, complete bowl blend and clean up of the intake runners and windows with opening up the exhaust ports and completely polishing them to a mirror finish. Valves will be activated by HS 1.65 roller rockers which will put valve lift at .594 and .610 for intake and exhaust respectively.
The motor will hopefully be back together this weekend and I will turn my focus on the 700R4. It will be getting a Transgo Shift Reprogrammer kit, billet 1-2 servo and 3-4 servo, .500 boost valve, and a 2400 rpm performance lockup stall converter. I already have the adapter plate to bolt the trans to the block and am replacing a TH400 so the driveshaft length and cross member will work fine…..just need to switch yokes on the front of the DS.
Once all is in place the exhaust will be replaced with a 3 inch mandrel X-pipe system all the way out the back with Goerhlick Xlerator mufflers. This thing will be NASTY!!! Due to funds the new ceramic Hedman headers will have to wait a few months, but will be switched at some point in the next year.
Pheeew, wore me out reading what all you've done! With that beast, looks like we'll be following you on our HALF cruises ...no matter what Blake says :rolleyes:
Not trying to get out front of the pack. Just want it to be even more healthy.
Bjorn, you KNOW better....
Blake is gonna be in for a rude awakening. Yes, that BBC 496 will be bad in it's own right, but he'll have as much $$$$ in the motor as I do in the whole car. Will be fun to spank him at the track before he learns how to drive it. hehe
That sounds really nice. Have you done any desktop dyno or predictions for this engine? What are you doing to get this power to the ground? Take lots of pictures as you put this together!
Only thing missing on this list are some LED tail lights. That's all folks will see of this car.
Well, before getting the actual flow numbers on the heads dyno2000 is estimating roughly 530hp/550lbft. The cool thing is it has over 500lbft of torque from just below 2000 rpms all the way through 5800 rpms.
I was conservative on the head flow numbers so these numbers could increase a bit.
Seems time and money are going to limit my upgrade to motor and exhaust for the time being. The 700R4 will wait a couple months while I collect parts. In the mean time I cna play with the new combo in front of the full manual TH400.
Power to the ground is being handled by subframe connectors, 3 inch race driveshaft, 3.42 10 bolt posi rear, custom Eaton front biased springs and 295/35/18 Z rated tires. I already know I'm gonna need caltracs or something similar.
SA....WEET! Man, that sounds nice in text... I can't wait to hear what it sounds like for real! (one of these days!) Man, what a kick in the seat of the pants!
He'll only leave me in the dust between gas stations until the 700R4 goes in.
Got my head flow numbers back.....I was shooting for 240cfm on the intake and 210 on the exhaust....I got MORE than I was expecting!!!
Port I/E .200 .300 .400 .500 .600 1 I 147.5 193.2 233.2 248.0 258.5 1 E 121.0 165.4 197.0 220.7 232.4 3 I 147.2 194.2 234.5 247.2 256.2 3 E 119.6 163.8 197.1 222.2 233.6
Given the fact the numbers were still climbing between .500 and .600 I should have had him go to .700, but since it will probably never see that kind of lift I didn't.
Brent/Brett, I'll gladly give either or both of you a ride when you're in town.
Last week was a VERY long week. Seemed aside from the good flow numbers everything else was not wanting to co-operate. The HS 1.65 roller rockers actually measured 1.71 which resulted in more lift than expected.
The stock spring retainers were smashing the new posi seals at full lift and the 9.139 stock length pushrods were too short. I borrowed an adjustible pushrod and determined the correct length pushrod (9.252) and it was REALLY pinching the posi seal while rolling the motor over by hand. Lift was being lost due to incorrect rocker geometry. I ordered new 10 degree retainers, 9.252 pushrods, and locks mid week and they finally showed up Friday.
Ran by the machine shop Friday and did a preliminary check. The difference measured from the bottom of the retainer to the top of the seal changed from .520 to .680 just by changing the retainers and locks. The shop is supposed to be resetting the spring heights today with the new retainers and locks. The springs can handle .700 lift, but the retainer to posi seal will ONLY allow for .680....so I will be safe with the .633 lift I'll be running with a little room to upgrade in the future should the need arise. Looks like assembly will resume tomorrow night....
Well, the rockers were just to compliment the rest of the upgrades....
The head swap was done to facilitate the cam....the rest of the changes were to make it all work together.....like it's s'posed to. The nasty cam and longer valves to facilitate more lift required longer pushrods to get the geometry correct. Pieces of a puzzle....LOL I did my homework and STILL had to buy more parts to make everything work right.
I've been working through several bugs, but I think I almost have it tuned just right.
I drove the car for the first time a little over a month ago....throttle response was insanely different. HP and torque were incredible!
Car left me stranded 2 times in 3 days....once due to a bad ground. Fixed with 2 heavy duty ground straps. Then the seond time due to a fried ignition module. Replaced that....
Then I started playing with the timing curve trying to get a little more....obviously went the wrong way with the recurve kit....should have used medium springs and kept the stock HEI weights.....now that those are back in.... along with a 65000 volt coil.
Holley accelerator pump quite working. Replaced diaphram and figured out it was the accelerator pump valve. Replaced the valve and set timing by setting total mechanical advance to 32 degrees then connecting the vacuum advance to ported. Once that was done it's rained everytime I've thought about taking the car out for a test run. When I do get the chance I'll advance timing 2 degrees at a time until I hear ping under load or feel a decrease in power, then back it down 2 degrees.
</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif"> It is definitely coming along! </font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">It better be........Blake is sneakin up on ya
</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif"> Guess Drew is tired of being 'behind'? LOL
he better order a new half shirt with the bird on the front! </font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">I dunno, it sound like he needs the bird on the back. That back is all you HALF's are gonna see of Drew now, lol!
Congrats on all your hard and dedicated work Drew.
...no matter what Blake says :rolleyes: 
Just want it to be even more healthy.
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