Thread: 454 build - what intake and cam ?

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Does your gas over there have lead in it? if not, besides the roller/flat tappet issues today are ones about exhaust seats on the earlier cyl heads that won't survive unleaded fuels. And with your piston issues---I'd have to suggest that you take a serious look at using new pistons( removing the amount of material you need to do will cause a severe balance issue ) and sell off your hi compression ones, also consider the usage of the Edel heads for the new type seats, plus tremendous weight saving.
also maybe with the new heads (open chamber?) your compression could be low enough not to have to deal with the piston domes ( closed chamber pistons will clear open chamber heads but not vice vs)

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

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.

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

I will most definitely be weighing each piston

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?)

The it seems to have been balanced. See photo.

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

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

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?

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.

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 )

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.

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

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 ?