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  • 1 Post By techinspector1
  • 2 Post By 35WINDOW
  • 2 Post By 35WINDOW
  • 1 Post By 35WINDOW

Thread: Next project 454 roller blocks who what when where
          
   
   

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  1. #4
    35WINDOW's Avatar
    35WINDOW is offline CHR Member Visit my Photo Gallery
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    Mar 2005
    Location
    Springville
    Car Year, Make, Model: 35 5 window coupe
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    382

    If you want a Roller Block, then look for a Gen V (1991-1995) or a Gen VI (1996-present)-the Gen V has a dubious reputation, partially due to the fact that the coolant passages at the top of the cylinder block were revised-the changes to the coolant passage openings meant that installing Mk IV cylinder heads on a Gen 5 block could result in coolant seepage into the lifter valley-not a problem, though, if you are using aftermarket Heads. That problem was rectified with the Gen VI-also, if you are running a clutch, the boss on the block was deleted in a Gen V, but returned in the Gen VI (although it is not drilled and tapped)-

    Of course, both versions offer a one-piece rear main seal, although the Gen V lost the mechanical fuel pump provision (it returned in most Gen VI's), and the Oil passages were moved-all Gen V/VI's are four bolt mains, although the Crank does not interchange with earlier Blocks-I am running an Eagle 4340 crank (4.250), so they are available-

    I bought a new Gen VI 502 Block, and it does have the mechanical fuel pump provision (there are reports that some earlier blocks may not)-I thought I was going to use a factory Roller (there are limitations on Lift-somewhere around .600, and the Lifter prices can be quite a bit more), but when I took it to be built (by a very reputable BBC Builder), his suggestion was to go with a Retro-Roller (which I/we did-Isky, again, partially due to Lift-I am at .680)-

    Another difference is that the Gen V/VI's Coolant passages were designed for parallel flow (the earlier Blocks were Series flow)-although they both work well, the parallel flow offers a more even coolant temperature throughout the engine-

    Both designs offer priority oiling-this feature has two advantages: first, oil from the oil pump goes directly to the main bearings (after being filtered, of course) then on to the lifters and cam bearings; and second, relocating the oil gallery from the driver’s-side oil pan rail (Mark IV location) means there is no chance of breaking into this passage when grinding the block for additional connecting rod clearance (which is generally not needed when using a 4.250" increased stroke), or when fitting the block with splayed-bolt main bearing caps.

    Also, there is a provision for running a Remote Oil Cooler on both Series of Blocks-

    Still, even without the factory Roller, lots of good reasons to use a Gen VI (wish you were closer, as I have a newly magnafluxed Gen VI 454 sitting in my Shop)-

    Here are some more Casting Numbers:

    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
    10237299...427T......96-up...4-bolt, Gen.VI, 7.0L, truck
    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
    12561357...454.......96-up...4-bolt, Gen.VI
    12561358...502...............4-bolt, Gen. VI
    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

    hope this helps-
    Last edited by 35WINDOW; 02-24-2016 at 06:38 AM.
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