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Thread: 454 build - what intake and cam ?
          
   
   

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  1. #31
    ceejay is offline CHR Member Visit my Photo Gallery
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    Fuel is unleaded.

    The kind of usage these classics get over here, the unleaded issue really doesn't come up.

    Every one in our local club has been running their classics (including my self) for decades now on unleaded without using hardened seats and no one has had any issue.

    Since I will be removing the same weight of material from each piston, will it affect the balancing of the rotating components ?

    I can imagine that if some Pistons were lighter than the other it would affect the balancing

  2. #32
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    NTFDAY is online now CHR Member Visit my Photo Gallery
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    If it were mine I believe I'd weigh each piston to make sure the weight was within 1% of the others as it will affect the balance.
    Ken Thomas
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  3. #33
    ceejay is offline CHR Member Visit my Photo Gallery
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    I will most definitely be weighing each piston

  4. #34
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    Balancing is a very complicated process--------The BOB weights that are made up for use in balancing process are either rotating wt or recipercating wt. The recip wt is the piston, rings,pin and weight of the top end of the rod,
    Rotating wt is big end of rod, rod bearings-------

    Normally, all component parts are balanced to an equal wt-IE, all pistons are exactly the same, rings, pins, plus small end of rod is weighed with big end supported on stabile hanger and added to piston wt,etc. Recip weight is added as a 50 % factor while rotating wt is actual wt of big end plus bearings.

    We do not allow any tolerance in weights between parts such as pistons, however sometimes if needed you can juggle so as the total recip wt per cylinder can be is equal(replacement parts, remove more wt from rod end to make up for heavier pin?)

  5. #35
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    Do you know if your crank was balanced in the build you have? Internal or externally?

  6. #36
    ceejay is offline CHR Member Visit my Photo Gallery
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    The it seems to have been balanced. See photo.
    Attached Images

  7. #37
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    Yes it does-however-internal or external-Got a pic of the flywheel and harmonic damper?

    Sri Lanka---------did you happen to see Malaysa 370 fly over at a low altitude on way to Somola?


    clean paint off block where starter bolts on and it will start better with the better grounding
    Last edited by jerry clayton; 05-01-2016 at 10:46 AM.
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  8. #38
    ceejay is offline CHR Member Visit my Photo Gallery
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    No photos of the damper or flywheel yet.
    The engine was set up for an auto but I have now got a new flywheel and balance weight to convert it to 4 speed.

    It has a huge damper in front.

    I don't think MH370 flew over Sri Lanka... still not found 2 years later

  9. #39
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    No it(370) went a little south of you so it wouldn't be seen then on to Mogadishu,Somalia, or Ethiopa, Kenya, Yemen, Libya?


    Does your dampner have an offset relief for external balance?

    Did the old flexplate have weights on it?
    Last edited by jerry clayton; 05-01-2016 at 11:09 AM.

  10. #40
    ceejay is offline CHR Member Visit my Photo Gallery
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    Let me explain... The engine was running in a car in USA and as far as the owner knew, it had no issues at all and he used to drive it once in a while. I saw videos of it running and the car being driven before I bought it.
    I got it together with the TH400 transmission that it was being used with.

    Later I decided to go 4 speed so I bought a fully rebuilt transmission complete with 2 different bellhousings, flywheel, clutch kit and balance weight.

    The front mounted damper is still the one which was on the engine when I got it.

  11. #41
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    Your not answering the question about whether its internal or external balanced-If the flexplate(do you have it) has a piece of weight about 1 1/2 by 4 inches on it out near the ring gear its external-------The dampner is hugh on the BBC, but the 454 are external-does it have an outter ring that has a major relief area about half way around?

    The picture of the crank looks like its a factory oem forged steel (wide rib on front between main/rod journal) and the main bearings look pretty wiped for a proper prepared build.( maybe not alighn honed )

  12. #42
    ceejay is offline CHR Member Visit my Photo Gallery
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    Will have a look at the damper and flex plate tomorrow and take photos.

    The previous owner told me that he used to keep the car locked up for a year or 2 at a time and then would start it up.

    I guess the lack of oil on the bearings and him not priming the oil pump first with a drill, may have caused the bearings to get rubbed.

  13. #43
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    No that won't cause that---
    Waiting for the pics------
    Whats the time difference over there-we are presently 1:45 PM CDT-


    Was in India once but got food poisoning and sick for a month

    see we are =6 hrs and you -5.30
    Last edited by jerry clayton; 05-01-2016 at 11:50 AM.
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  14. #44
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    Quote Originally Posted by ceejay View Post
    I would use those with my existing 781 heads and later on, once the car is running if I feel I want more performance out of it, I could install their RPM heads which would then make up their top end kit.
    Problem there is that your iron heads are 124cc's. Aftermarket aluminum heads are ~110cc's, so if you use pistons that will accomodate the 110cc chambers later on, your SCR with the iron heads will be in the toilet, you won't be able to run much cam and you'll want to throw rocks at the car. The Edelbrocks will need a complete porting done to them, to flow halfway decent. They never impressed me. If you'll sit still and give me a few days, I'll try to fire up my DynoSim software and run in a set of Airflow Research 3610-1 heads (265 cc intake runners), hydraulic roller cam and Edelbrock RPM intake with ~950 carb at ~10.0:1 SCR, which will work with 91 pump gas if you build the squish/quench at 0.035" to 0.040". Matter of fact, if you want to try some different parts, tell me what you want to see and I'll try to run 'em on the DynoSim.

    Take a look at this article and tell me if you have any interest in building this AFR 265 motor or not....
    http://www.airflowresearch.com/engin...-265cc-bbc.php

    Here's another....
    http://www.airflowresearch.com/super...-265cc-bbc.php

    Edelbrock had to use quite a lot of camshaft to achieve the numbers that they publish for their top end kit and I don't think you'd be happy with their cam on the street. Look at the chart on the little 222 cam with a dual-plane intake from the first test posted above. Pretty impressive and would make an excellent daily-driver motor because torque is what moves the car. Compare these flow numbers using tiny little 265cc intake ports to the Edelbrock flow numbers with larger 290cc intake ports. The AFR ports will create more velocity to help fill the cylinders better on the stock to once-overbored, stock stroke 454.
    Air Flow Research
    Aluminum Cylinder Heads - Chevrolet - Big-Block - Oval Port - Performer RPM - Edelbrock, LLC.

    .
    Last edited by techinspector1; 05-01-2016 at 01:45 PM.
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  15. #45
    ceejay is offline CHR Member Visit my Photo Gallery
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    The numbers on that build look good. specially with the small 222 cam where the torque is prominent at the low and mid revs.

    My big heavy 67 Impala, fully kitted out as a stock car with AC and all, will need the torque low down to move it hurriedly through city traffic.

    That AFR head has 113cc chambers and my current 781s have 115cc chambers.

    Could I possibly build my engine now, with that cam (they used the same intake as what I am planing on using) and use my heads with the pistons to 9.5:1 then later on if I feel more performance is needed, go to those AFR heads. The compression ratio will still be in the correct range.

    What do you think techinspector1 ?

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