Vortecpro

My plan is to build a production parts based 454 over the next few weeks. My build will consist of a .060 2 bolt 454 block, worked over GM 4.00 crank. Compression will be set at 10.3, heads will be a 781 GM oval port heads, Performer RPM air gap intake, 1000 AED carb. I will be running a .560 net lift 264 @ .050 on a 108 solid lifter flat tappet. Oil pan will be a modified Moroso 20401. RPM range will be 5500-7000, target HP will be 650 stp on pump gas. Our starting point below.

v2racing

Sounds like an intersting build and a doable target. I always liked using production parts and after massaging everything, making more power than some make using all aftermarket parts. Proving it on the track was even more fun.

Are you putting 2.19 and 1.88 valves in it? What rockers are you going to run?

I look forward to seeing your results.

Mike

calwldlife

yup, stock parts can make power.
but the cam is no where near a stock part lol
my first thought was why?

68post

http://www.chevelles.com/forums/13-p...7-build-7.html
Link to dyno sheets. Very impressive I must say !!

ajrothm

How else are you gonna get a 650hp engine for under $7k carb to pan?

69ttop502

Subscribed!

derekderek

my only issue is the amount of time you spend with a die grinder in your hand working on those iron oval heads. why not rectangular ports?

Vortecpro

The valves are 2.190/1.880 rockers are Scorpion 1.7.

Neil B

This seems like a walk in the park since you just made 610 hp with 9.8 compression, 228@.050, and an 850 carb on a recent build. 1.4 hp per ci on a pump gas motor is very impressive. Not many people are out there doing that with ANY heads, much less OEM iron heads. With the highest level of respect, I would really like to see another back to back test of one of your motors on an independent dyno at sea level.

Vortecpro

The cam I will use has very mild lobes, it lives and makes power. The rectangle port heads just starts working at the peak lift of my cam.

Neil B

Out of sheer curiosity, how was this dyno test certified by Harold Bettes at your facility? What standard was used to certify the torque calibration? I like that you are taking these steps because anyone who gets superior results will always be questioned on their process, especially with such high levels of altitude correction in the test procedure.

Vortecpro

I did have a independent consulting firm look over the build and the specifications of the engine and then finally verify the dyno calibration, and the dyno test itself, the report will be coming. Theres nothing wrong with questioning dyno numbers, just be prepared for the facts. Keep in mind my engines have been back to back tested 3 different times from my dyno to other dyno's near sea level. I will list the 3 tests

1. Owens Houston TX SF 902 657HP My dyno SF 901 661HP
2. Reher Morrison TX SF 901 711 HP My dyno SF 901 699HP
3. Westec Ca SF 901 670 HP My dyno SF 901 669 HP

SF calibrated the dyno at Westec before my engine went on, SF calibrated my dyno before my engine went and over saw the tests in both locations. I would also say if I was at Owens we would have seen over 660 HP as well.

I would ask you this: when my 9.3 comp 228.050 hyd cammed peanut port 467 runs 126.1 MPH @ 3720 pounds, how much crankshaft HP does that take?

Vortecpro

Known weights are hung on the absorber in different increments, the Torque meter is read.

Neil B

Awesome. Thanks for the response. Independent tests only add to the credibility of your builds.

Vortecpro

Thanks, hold on.....how much HP does it take?

Vortecpro

So we always start with the heads first. 781 castings, bronze guides installed and honed, cut for seals, chambers unshrouded and then the valve job 1.880/2.190 stainless valves. From there the heads are ported and then surfaced, CCs will be seat at 119.

Neil B

Per the Wallace Racing calculator...

Your Horsepower computed from your vehicle weight of 3720 pounds and MPH of 126.1 is 574.76.

Again, another great result.

79 C3

If you have ever been to Marks shop you will know it's first class. There is no BS in his work. Mark built and dyno my motor comparing his carb numbers against the Fitech I was putting on it.

Vortecpro

Thanks for your reply. My calculator says 582, but I believe your right on the money, and its important to know these numbers. So lets talk about the dyno and where the numbers come from. My SF 901 uses the STP correction, which is the observed in the room HP number is corrected to these conditions "29.92 60 degrees, dry air 0 humidity" which I will assume would be a 0 DA conditions, sea level. Lets take my peanut port Chevelle for example, running weight of 3720, this car has run the best of 10.34 @ 126.1 in the following conditions: 1100 feet elevation, 2500 + DA with a 28.95 baro. Now this shows between 576-582 crank shaft HP in a 28.95 baro. So below is the peanut port dyno test, corrected to 29.92 baro 60 degrees dry air. The track tells the true story when it comes to dyno HP, in my opinion understanding these numbers will tell you what kind of numbers the dyno spits out, its simple math, and it doesn't lie.

427Hotrod

Facts are friendly!

JIM