Is this possible with out a big cam??
Big oval port heads, ported polished
and bigger valves. good intake, good carb.

I would make a list FYI if you ask

Iknow, Iknow. GO BIG.. I don't want to. I am
still working on a real sleeper effect Quiet ride
with all the power I can get from A 454

I was already told to use a reverse flow muffler
to keep it quiet. This will be used with a 6/speed trans

I'm really trying to keep from getting a LS1 for this power.

Maybe use flattop pistons and use a hydraulic roller cam if this helps.

 

I would think so. Edelbrock dyno charts with their performer cam, (getting close to lumpy ), manifold and their alum heads on a 454 show a tick over 500hp. I think with bigger valves in the cast ovals you would have enough flow and with a decent CR, you would easily get 400.

 

Performer, or performer RPM ???

I want to use original heads (large oval ports) ported and polished.
They will have bigger valves installed with roller tip rockers and behive
springs. I was thinking of using the edelbrock performer cam not RPM.
Then again I could do even better If I use A hydraulic roller cam with more lift. I'm just looking for a good formula

 

Performer RPM. I used basically the same thing as what you want to do. Reworked cast heads (3931063) with bigger valves and roller tips. I wiped the performer cam so I went to a Comp. With headers, Desk top dyno shows right at 477 Hp and 513 ftlb of torque. I think I'm doing just a little better then that.....

 

WOW I thought the RPM cam had a serious lump to it.
I called edelbrock and he said the RPM cam had a serious lump
to it and was not really a street friendly cam I also
want to use 9.5.1 compression if possible

 

The Edlebrock you could hear (so you don't want that), but it pulled good right off idle. This Comp (XE 274) is not quite so street friendly as the EB - and I'm thinking I made the wrong choice using this cam because it doesn't idle as well or smooth out til around 2000. After that is it pulls hard and is dead smooth. My CR is almost 10.5 to 1.

Working the heads is worth about 20 HP with the bowls cut and 2.19 / 1.88 valves installed. You can get a little more flow by using the cut valve stems.

All that head work ends up costing some dollars, but is still about 1/4 of the cost of alum heads.

Again - I think you can get real close to the magic 500 number.

 

Look up the specs on a zz454 from GM. I don't have the info in front of me, but they claim 440hp/500torque. It does have alum heads and intake...but they run strong and are pretty tame street motors.

 

We have a few of these out now. The only difference is they're using the 291 Square-Port heads. It can be done with the "Ovals" if you keep the same CFM numbers. All 3 have the 3963569 intake and all 3 also are running through stock exhaust manifolds. The numbers above in the
"title" are the way the units are in the cars. These were tested using ALL factory G.M. components in the dyno room.

The (stock) intake manifold is a very restrictive piece, with an extremely
low-profile. An intake here alone should be worth some 30 HP. These are "class-legal" cars that appear 100% original including the tires!

C.R. 10:1, 238/248 x .560/.580 x 112 L/S (solid), 275/228 CFM @ .550", 850 Holley, and ALL 36* timing in on initial, no advance from distributor. Units run with approximately 13"/14" vacuum and all have the factory installed OEM convertors. ALL have perfectly functioning power-brakes. No starting problems in the "dead-of-summer" at the dragstrip.

Keep the reciprocating pieces light, use a 6.385 "long" rod (bushed) and a 540 gram +030 (box) piston. These units still pull at 6500+ and will push a 3900 Chevelle to 112 MPH and 12.7's on street tires. We have the timeslips here on most.

We just finished a set of 3999241 "ovals" (stock '72 LS-5) that flow identical numbers at the identical lift. These had some minor bowl work with 2.125" x .343" SB intakes (in place of the 2.065's) and 1.720's x .375" on the exhaust's. We chose not to go the 2.190's due to the block not being "flow-notched"! This is a common head build for us! Occasionally we will use 1.810's x .343" on the exhausts.
Thanks, Gary in N.Y.

P.S. The above units deliver 480+ HP and 500+ Ft.Lbs (average) with only the addition of 1.750" open headers. They all run fine on the 93 octane
and can actually use an additional 5 to 8 degrees on the cam.

 

WOW thanks
Are you an engine builder??

 

That's a yes to that question. Between the "resto" guys and the
"FAST" class racing and a couple of hundred street-rodders and
"throw" in our drag-race guys, we (there's 4 of us) do over 300 units a year. Units range from "Flat-heads" to "Nailheads" to some "Caddy's" and on up to the "Standards". Truth is we're backed up solid right now. Thanks, Gary in N.Y.

P.S. Those numbers you're looking to reach are what we would consider an easy task by today's standards. The nicest thing about these type of builds is it totally eliminates trying to solve "timing" issues, it's all in up front, and lets you concentrate solely on getting the "mixture" (jetting) correct and that's fairly straight-forward. We have a couple SB's running around the streets over here on 93 and making 650/750 HP. Straight 93, no mix!