another 496bbc



another 496bbc

Postby grumpyvette » July 12th, 2011, 2:20 pm

496 Gen V BBC
AFR 265cc Ovals CNC chambers
Eddy RPM AirGap w/ 1" spacer
850 AED HO carb (80 primaries / 88 secondaries)
10.7:1 compression
Morel hyd rollers
your cam...250/258@0.50...660/.612...108 LSA in at 103

http://www.dragzine.com/tech-stories/en ... ine-block/

It put up 655hp @6300 and 639tq @4600

32 total on timing

3400 549.0 355.4
3500 562.5 374.8
3600 589.6 404.2
3700 595.4 419.5
3800 597.6 432.3
3900 600.8 446.2
4000 605.3 461.0
4100 611.1 477.0
4200 619.4 495.3
4300 628.5 514.6
4400 633.6 530.8
4500 636.2 545.1
4600 639.3 559.9
4700 636.5 569.6
4800 634.0 579.5
4900 631.3 589.0
5000 624.2 594.3
5100 622.6 604.6
5200 613.3 607.2
5300 614.0 619.6
5400 608.2 625.3
5500 599.6 627.9
5600 596.5 636.0
5700 593.5 644.1
5800 583.7 644.6
5900 574.7 645.6
6000 571.8 653.3
6100 559.4 649.7
6200 549.4 648.6
6300 546.3 655.3
6400 537.4 654.9
6500 526.1 651.1
6600 512.2 643.6
IF YOU CAN,T SMOKE THE TIRES AT WILL,FROM A 60 MPH ROLLING START YOUR ENGINE NEEDS MORE WORK!!"!
IF YOU CAN , YOU NEED BETTER TIRES AND YOUR SUSPENSION NEEDS MORE WORK!!
grumpyvette

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Re: another 496bbc

Postby grumpyvette » August 11th, 2011, 1:25 pm

here is a direct quote off a different site from a guy that just had an engine built by Mark Jones @ http://www.vortecproperformance.com/

http://www.superchevy.com/how-to/projec ... ock-build/

http://www.superchevy.com/how-to/engine ... big-block/

http://airflowresearch.com/articles/art ... /A-P1.html

http://airflowresearch.com/articles/art ... /A-P1.html

http://www.superchevy.com/how-to/engine ... ine-build/

http://www.airflowresearch.com/articles ... /A-P2.html

http://www.superchevy.com/how-to/engine ... ock-build/

http://rehermorrison.com/tech-talk-34-c ... old-block/

http://www.dragzine.com/tech-stories/en ... nder-2000/

http://www.carcraft.com/techarticles/cc ... der_heads/

"Hey guys, here are the details of the 496 BBC I just had build.

496 4 Bolt Main,
10.2 comp,
Mahle custom modified dome pistons,
.238 @ .050 hyd roller,
AFR 265 heads,
RPM air gap intake."


Image

viewtopic.php?f=53&t=7995


JUST SOME INFO TO THINK THRU IF YOUR BUILDING A 496 BBC

I frequently get questions on the subject of selecting the correct heads and cam for an application, well its not as difficult as some make the process out to be and theres guide lines and calculators you can use to narrow the selection, so lets go thru selecting a set of heads fora 496 big block engine so you can see how things get narrowed down.
theres obviously good and bad choices and some choices will obviously be better matched but NONE will be perfect theres always compromises to be made, simply because you don,t run an engine at a constant rpm under a constant load at a constant enviroment or temperature.
the usual goal is to maximize the torque curve over the most used rpm band, with a reasonable race track potential
obviously youll need to know the engine displacement compression ratio and its intended use and keep in mind that your NEVER going to find the PERFECT HEAD for all factors but you usually can come amazingly close if you just give up on trying to make the heads you can get the best price on try to fit the application and concentrate on selecting what you need and then finding the cylinder head thats a good compromise


IF it was my camaro ID use an edelbrock 7561 air gap intake and a holley 850 cfm carb, it would sacrifice a bit of peak horsepower but more than compensate in extra mid rpm torque
Image
http://www.summitracing.com/parts/EDL-7561/?rtype=10

......................Piston Alloy Comparison
4032...................................................... 2618
High silicon............................................No silicon
Low expansion........................................expansion
Tighter piston-to-wall clearance................More Piston-to-wall clearance needed
Quiet Operation......................................Noise when cold
Less ductile............................................More ductile
More stable & consistent.........................Higher resistance to detonation
Longer life cycles....................................Shorter life cycles
Harder...................................................Softer

http://www.probeindustries.com/

https://www.flatlanderracing.com/trwpistonschoose.html

http://aftermarket.federalmogul.com/en- ... 7ibJ7FwU4M

http://www.jepistons.com/

http://www.venolia.com/

http://www.wiseco.com/

http://www.trickflow.com/search.asp?Ntt ... wordSearch

http://www.flatlanderracing.com/manleypis-chevy03.html

http://www.rosspistons.com/information/

http://www.ariaspistons.com/

https://www.uempistons.com/
Image

Image

Image

calculators
http://users.erols.com/srweiss/calccsa.htm

http://users.erols.com/srweiss/calcplv.htm

http://users.erols.com/srweiss/calcfps.htm

http://users.erols.com/srweiss/tablehdp.htm

http://www.wallaceracing.com/ca-calc.php

http://www.superchevy.com/technical/eng ... ock_build/

http://www.chevyhiperformance.com/tech/ ... _build_up/

http://www.chevyhiperformance.com/tech/ ... ock_build/

http://www.wallaceracing.com/max-rpm2.php

http://www.wallaceracing.com/machcalc.php

http://www.rbracing-rsr.com/runnertorquecalc.html

http://www.wallaceracing.com/chokepoint-rpm.php

http://www.wallaceracing.com/runnertorquecalc.php

http://www.wallaceracing.com/calc-cam.php

http://www.wallaceracing.com/piston-speed-velocity.php

viewtopic.php?f=53&t=9986&p=38689#p38689

http://www.csgnetwork.com/pistonspeedcalc.html

http://www.wallaceracing.com/Calculators.htm

OK FIRST example lets build a 496 big block designed to be a camaro /muscle car engine with a manual trans and a 3.73:1 rear gear thats a week end toy,and daily driver that runs on pump gas but still makes decent power.
KEEP IN MIND THE GOAL IS NOT PEAK POWER but a good compromise where good mid range torque instant responsiveness and impressive power levels in a semi-streetable combo make for impressive street performance


looking at the charts and doing some basic calculations we find that max piston speed should most likely be kept to about 4250 fps to provide durability and thats about 6000rpm with the 4.25" stroke on a 496, we will try to keep the quench at about .040-.044 and the dynamic compression near 8:1 ,averaging the calculator results we find that port cross section can be a minimum of 3.2 sq inches and a max near 4 sq inches,if we don,t want to have port stall or low port velocities, so lets pick about 3.6 sq inches as a compromise, middle ground. if we use a 2.3" intake valve on that 496 we have 62 cubic inches per cylinder and find the calculators say we need a tight 107-108 lsa, (we might want a slightly wider LSA to get the idle a bit smoother, and big block rollers with tighter than 106 LSA are hard to find) and a .680-.690 valve lift to maximize port fill efficiency, with a .50 mach port speed
looking at the charts we see the duration of the cam will most likely fall in the 245-260 duration @ .050 lift range, for a street cars engine to maintain max mid rpm torque.
so at that point we know we need a cam and head port and combustion chamber and compression combo that matches that range, we can find a wide range of piston dome or dish sizes so lets look at head flow also, youll want about a 20cc-25cc dome piston to get the 10.5:1 compression and correct static and dynamic compression, obviously things like head gasket and combustion chamber and dome must be tweaked during calculation to find the ideal combo as components selected effect results

http://www.summitracing.com/parts/UEM-IC789-060/
Image
Image
AIR FLOW RESEARCH 290cc
http://www.airflowresearch.com/index.php?cPath=68_121

TRICKFLOW 280cc
http://static.trickflow.com/global/imag ... %20280.pdf
http://www.trickflow.com/partdetail.asp ... toview=sku

PROFILER 290cc
Image

HERE, above youll see A couple GOOD CHOICEs IN THIS CASE, as they flow 340cfm with mild clean-up at that .680 valve lift

Image
heres the roller cam Id select for that application


Image
heres DD2000 wild guess at potential results of that combo

related threads and links with a huge amount of related info you need to know

http://performancetrends.com/pfa.htm

http://users.erols.com/srweiss/tablehdc.htm

http://performancetrends.com/Engine-Analyzer-Pro.htm

viewtopic.php?f=44&t=101

viewtopic.php?f=52&t=333

http://maliburacing.com/patrick_budd_article.htm

viewtopic.php?f=53&t=343&p=16772&hilit=redline#p16772

viewtopic.php?f=52&t=322

viewtopic.php?f=44&t=101

viewtopic.php?f=87&t=3404&p=8992#p8992

if your thinking of building a big block chevy, keep in mind theres two common block deck heights the standard pass car 9.8" and the taller truck block with its 10.2" deck height.pictures would help, but if its a tall deck block theres adapter plates
Image
are used on a standard intake because of the greater distance between the gasket surfaces on the tall 10.2" tall deck block vs the standard 9.8" deck height, if the adapter plates look like these its a TALL TRUCK BLOCK, 427 based engine

why would anybody want to use adapter plates, if there are so many correct intakes available?

look here for tall deck intakes that should work
http://www.summitracing.com/search/?key ... take&dds=1

http://www.jegs.com/i/Edelbrock/350/2916/10002/-1


well its because the adapter plates allow you to use a standard intake on a tall deck block and the adapter plates are significantly less expensive than a tall deck intake which can ONLY be used on the tall deck block applications while the standard intake and adapter plate combo allows the intake to be used on either application

Image

You tell the bare blocks apart by looking at the distance above the top water pump bolts to the block deck surface!
ImageImage
look very closely at the distance between the upper water-pump bolt holes, the standard block on the left is noticeably closer that the tall deck on the right
Shown on the diagram: 10.75" vs. 11.03" = .28" taller block china wall on the lifter gallery
thats true for the block china wall but not the intake

Image
your forgetting the wider distance between the heads requires spacer plates and four intake gaskets, and end spacer plates each about 0.125" thick that raised the intake

trust me the intakes carb mount surface with the same intake used on a tall deck block sits about 5/8" higher on a tall deck application
read these links

viewtopic.php?f=54&t=4576

viewtopic.php?f=54&t=2187

viewtopic.php?f=69&t=3153&p=8416#p8416

viewtopic.php?f=54&t=64

viewtopic.php?f=53&t=204

Tall deck blocks bolts are 3/4" from the bolt holes to the block decks while the more common pass blocks or standard deck blocks are about 3/8" from the upper water pump bolt holes from the block decks.

standard intake on tall deck block showing why spacers are required

Image
Image


Image
mark iv blocks
Image
mark v blocks
Image
(keep in mind that ALL '91 and later Gen.V and Gen.VI big blocks come with 4-bolt main caps. The two-bolt big blocks are no longer in production
MANY BUT NOT ALL aftermarket head designs have been modified to work on both the early MARK IV 1965-90 and later MARK V & VI blocks 1991-later.)

BTW, , on BIG BLOCKS the oil pumps and oil filter adapters are different due to the block oil filter recess and rear seals being different
GEN 4 or MARK IV
Image

GEN V and VI
Image

Image
standard block is clearanced for 8.5"
Image
truck block for slightly wider 8 5/8"

Image
Image
Image
stroker cranks will frequently require the lower cylinder edges and outer block rails be clearanced ground to clear rod bolts and rods, but be very careful as the lower block casting is thin in some places


Image
Image

Image
IF YOU CAN,T SMOKE THE TIRES AT WILL,FROM A 60 MPH ROLLING START YOUR ENGINE NEEDS MORE WORK!!"!
IF YOU CAN , YOU NEED BETTER TIRES AND YOUR SUSPENSION NEEDS MORE WORK!!
grumpyvette

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Re: another 496bbc

Postby Indycars » August 11th, 2011, 2:01 pm

grumpyvette wrote:Hey guys, here are the details of the 496 BBC I just had build.

496 4 Bolt Main,
10.2 comp,
Mahle custom modified dome pistons,
.238 @ .050 hyd roller,
AFR 265 heads,
RPM air gap intake.

Surely I can't be reading this right....Grumpy you HAD and engine built ???

Very nice numbers, the HP just keeps climbing until the table stops at 6300 RPM ! What's involved in buying custom pistons ??
Rick
Too much is just enough!!!

- Check Out My Dart SHP Engine Project: viewtopic.php?f=69&t=3814
- Need a Dynamic Compression Ratio Calculator: viewtopic.php?f=99&t=4458
Indycars

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Re: another 496bbc

Postby grumpyvette » August 11th, 2011, 2:21 pm

Indycars wrote:
grumpyvette wrote:Hey guys, here are the details of the 496 BBC I just had build bye Mark Jones @ http://www.vortecproperformance.com/.

496 4 Bolt Main,
10.2 comp,
Mahle custom modified dome pistons,
.238 @ .050 hyd roller,
AFR 265 heads,
RPM air gap intake.

Surely I can't be reading this right....Grumpy you HAD and engine built ???

Very nice numbers, the HP just keeps climbing until the table stops at 6300 RPM ! What's involved in buying custom pistons ??

FINDING A DECENT BBC CAM ON A TIGHT LSA CAN BE A PROBLEM AT TIMES< HERES A FEW
http://www.claysmithcams.com/big-block-chevy-11/

SORRY I should have made that post source clearer, no thats a direct quote off a different site from a guy that just had an engine built, I copy and pasted it to show you gentlemen the results of a valid combo and how it doesn,t take a huge cam and extreme compression to make decent hp, it takes matched components and a great cam, heads and decent compression

yes I,m only too well aware most of those reading the thread will never bother to read the links and sub-links but its your lost opportunity, to learn a great deal if you do ignore the linked info
http://www.bgsoflex.com/crchange.html

http://www.hotrod.com/techarticles/hrdp ... ewall.html

http://www.race-cars.net/calculators/co ... lator.html

viewtopic.php?f=55&t=2718&p=35577&hilit=calculators#p35577

viewtopic.php?f=55&t=8485&p=29767&hilit=calculators#p29767

viewtopic.php?f=27&t=1937&p=6234&hilit=calculators#p6234

viewtopic.php?f=99&t=7108&p=23803&hilit=calculators#p23803

viewtopic.php?f=52&t=1070&p=20586&hilit=calculators#p20586

viewtopic.php?f=52&t=1882&p=19402&hilit=calculators#p19402

viewtopic.php?f=99&t=5665&p=17217&hilit=calculators#p17217

viewtopic.php?f=52&t=4906&p=13546&hilit=calculators#p13546

viewtopic.php?f=87&t=4788&p=13003&hilit=calculators#p13003



http://www.epi-eng.com/piston_engine_te ... torque.htm

POWER (the rate of doing WORK) is dependent on TORQUE and RPM.
TORQUE and RPM are the MEASURED quantities of engine output.
POWER is CALCULATED from torque and RPM, by the following equation:

HP = Torque x RPM ÷ 5252
Image
Figure 3

Note that, with a torque peak of 587 lb-ft at 3000 RPM, the pink power line peaks at about 375 HP between 3500 and 3750 RPM. With the same torque curve moved to the right by 1500 RPM (black, 587 lb-ft torque peak at 4500 RPM), the peak power jumps to about 535 HP at 5000 RPM. Again, moving the same torque curve to the right another 1500 RPM (blue, 587 lb-ft torque peak at 6000 RPM) causes the power to peak at about 696 HP at 6500 RPM

Using the black curves as an example, note that the engine produces 500 HP at both 4500 and 5400 RPM, which means the engine can do the same amount of work per unit time (power) at 4500 as it can at 5400. HOWEVER, it will burn less fuel to produce 450 HP at 4500 RPM than at 5400 RPM, because the parasitic power losses (power consumed to turn the crankshaft, reciprocating components, valvetrain) increases as the square of the crankshaft speed.

The RPM band within which the engine produces its peak torque is limited. You can tailor an engine to have a high peak torque with a very narrow band, or a lower peak torque value over a wider band. Those characteristics are usually dictated by the parameters of the application for which the engine is intended.

An example of that is shown in Figure 4 below. It is the same as the graph in Figure 3 (above), EXCEPT, the blue torque curve has been altered (as shown by the green line) so that it doesn't drop off as quickly. Note how that causes the green power line to increase well beyond the torque peak. That sort of a change to the torque curve can be achieved by altering various key components, including (but not limited to) cam lobe profiles, cam lobe separation, intake and/or exhaust runner length, intake and/or exhaust runner cross section. Alterations intended to broaden the torque peak will inevitable reduce the peak torque value, but the desirability of a given change is determined by the application.
if you don,t think use of the correct valve springs and rockers matters heres the dyno results on a 496 BBC chevy engine with a new set of valve springs and roller rockers, obviously if correctly selected,they can make a difference
Image
Image

are you guys aware that AIR FLOW RESEARCH maintains a list of articles to engine builds ?
even if you don,t do more than read thru and take a few notes there's a good deal of interesting info posted


http://www.airflowresearch.com/articles_bbc.php
EXAMPLE

http://www.airflowresearch.com/articles ... /A-P1.html

http://www.airflowresearch.com/articles ... /A-P1.html

http://www.airflowresearch.com/articles ... /A-P1.html
IF YOU CAN,T SMOKE THE TIRES AT WILL,FROM A 60 MPH ROLLING START YOUR ENGINE NEEDS MORE WORK!!"!
IF YOU CAN , YOU NEED BETTER TIRES AND YOUR SUSPENSION NEEDS MORE WORK!!
grumpyvette

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Re: another 496bbc

Postby grumpyvette » September 22nd, 2011, 8:48 am

HERES A DIFFERENT 496 BBC

Dr J's pump gas 496 BBC
496 pump gas BBC 765hp!!
4.310 bore X 4.25 stroke
probe 18cc dome shelf pistons 11.10 to 1 compression
Scatt 4340 crank and H beam rods
Custom Isky solid roller .750 lift intake .720 lift exhaust 270/274 @ .050 108 lca
Jesel Sportsman rockers

AirWolf 305 CNC ported oval port heads(edelbrock castings)
2.300 intake and 1.900 exhaust valves
109cc chambers

Ported Dart 4150 intake with 4500 adapter
Dr J's 1150 4500 carb
VIDEO
http://www.youtube.com/watch?v=CZw14Q3C ... r_embedded


The AIRWOLF 305 Oval Port is finally done. the great thing about this program is we can put this port in any oval port Performer RPM head. there are 3 different chambers 105cc, 110 and 115cc. The Edelbrock head has a stock exhaust port location, it sure makes the header fitment alot easier for the muscle car guys

Based on a Edelbrock 6046 oval port RPM casting.

Flow numbers
Tested on a 4.310 bore @ 28"
2.300 intake 1.88 exhaust


Intake
Intake CFM
0.100 74 cfm
0.200 145 cfm
0.300 225 cfm
0.400 286 cfm
0.500 329 cfm
0.600 355 cfm
0.700 374 cfm
0.800 381 cfm
0.900 387 cfm
1.000 396 cfm

Tested with a 2"x3" stright wall pipe
Exahust CFM
0.100 62 cfm
0.200 123 cfm
0.300 165 cfm
0.400 190 cfm
0.500 215 cfn
0.600 235 cfm
0.700 254 cfm
0.800 271 cfm
0.900 287 cfm
1.000 299 cfm


Image
Image
Image
Image
Image
Image
Image
READ THIS LINK
viewtopic.php?f=53&t=5563&p=16836#p16836
IF YOU CAN,T SMOKE THE TIRES AT WILL,FROM A 60 MPH ROLLING START YOUR ENGINE NEEDS MORE WORK!!"!
IF YOU CAN , YOU NEED BETTER TIRES AND YOUR SUSPENSION NEEDS MORE WORK!!
grumpyvette

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Re: another 496bbc

Postby grumpyvette » October 22nd, 2011, 4:37 pm

heres limited but useful info on a similar build
492 BBC
BG 825 mighty demon
RPM AirGap
ProComp oval port heads
10.5:1 CR
Ultradyne solid roller 287/295 adv, 256/264 @ 50, 660/660 lift, 110 lobe sep (same as Lunati 502A4)
2 1/4 dyno headers

669hp @ 6400
631tq @ 3800


HERES A DIFFERENT 496 big block build


4.310 Dart Big M - 0 deck
4.25 / 6.385 forged crank/rods
SRP 18CC pistongs
AFR 315 CC Heads milled to 115 (Thanks CSTRAUB)
Jessel Sportmans 1.7 rockers (Thanks CSTRAUB)
Custom Bullet Cam (Thanks CSTRAUB) 267/274 @ 0.50 712/685 on 108 LSA.
Morel SR lifter (Thanks CSTRAUB0
Victor JR
Pro-Systems HP1000
1 inch spacer

EngSpd STPPwwr STPTrq A/F AF1 LamAF BSFC Air_1 VoIEff
RPM CHp Clb-ft RatiO ratio ratio lb/hph CFM %
4300 501.4 612.4 13.6 13.2 14.2 0.448 665 107.7
4400 507.1 605.3 13.7 13.2 14.1 0.443 670 106.1
4500 521.2 608.3 13.7 13.2 13.9 0.440 684 106.0
4600 538.2 614.5 13.7 13.2 13.9 0.437 702 106.2
4700 557.1 622.5 13.8 13.1 13.9 0.434 724 107.3
4800 575.2 629.3 13.8 13.1 13.9 0.432 748 108.6
4900 590.9 633.4 13.9 13.1 14.0 0.431 770 109.5
5000 605.8 636.4 14.0 13.1 14.0 0.430 793 110.6
5100 619.2 637.7 14.1 13.1 13.9 0.430 819 111.9
5200 632.1 638.5 14.2 13.1 13.9 0.430 841 112.6
5300 645.1 639.2 14.4 13.1 13.9 0.430 867 114.0
5400 655.7 637.8 14.5 13.2 13.9 0.431 890 114.8
5500 666.3 636.3 14.6 13.2 14.0 0.433 911 115.4
5600 675.7 633.7 14.6 13.3 14.0 0.436 934 116.2
5700 684.4 630.6 14.6 13.4 14.0 0.441 957 116.9
5800 693.0 627.6 14.6 13.4 14.0 0.446 979 117.6
5900 700.9 623.9 14.7 13.3 13.9 0.449 1000 118.1
6000 707.9 619.7 14.7 13.3 13.8 0.453 1022 118.7
6100 715.5 616.1 14.8 13.2 13.8 0.454 1035 118.2
6200 721.7 611.3 14.8 13.2 13.9 0.456 1051 118.1
6300 726.9 606.0 14.8 13.2 13.9 0.458 1065 117.8
6400 729.3 598.5 14.8 13.2 13.9 0.464 1080 117.5
6500 732.8 592.1 14.7 13.2 13.9 0.469 1092 117.0
6600 735.3 585.1 14.7 13.3 13.8 0.475 1105 116.6
6700 736.9 577.7 14.6 13.3 13.8 0.481 1117 116.1
6800 737.4 569.6 14.6 13.4 13.7 0.488 1129 115.7
6900 735.5 559.8 14.6 13.4 14.2 0.497 1142 115.3
7000 734.6 551.2 14.7 13.3 13.7 0.497 1152 115.6
Max**
7000 737.4 639.2 14.8 13.4 14.2 0.497 1152 116.7
IF YOU CAN,T SMOKE THE TIRES AT WILL,FROM A 60 MPH ROLLING START YOUR ENGINE NEEDS MORE WORK!!"!
IF YOU CAN , YOU NEED BETTER TIRES AND YOUR SUSPENSION NEEDS MORE WORK!!
grumpyvette

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Re: another 496bbc

Postby grumpyvette » December 4th, 2011, 1:05 pm

http://www.scatcrankshafts.com/Default.asp
crank

block
Image
http://www.summitracing.com/search/?key ... 3454&dds=1
rockers
Image
http://www.compperformancegroupstores.c ... gory_Code=
heads
Image
http://www.summitracing.com/parts/AFR-2101-1/
intake
Image
CRANE 138361 solid roller cam
Image


496 VERSION
Image
Image
540 version


heres several related threads with big block combo results and parts lists etc.
obviously most are race combos not designed for street use but some of the infos valid

after reading thru the thread Id just want to state a few points

(1) software dynos can be useful but don,t even think the actual predicted hp/tq numbers will be exactly accurate

(2) no hydraulic roller cam in my experience is worth a damn over about 6400rpm compared to a decent solid roller cam, but on a street car mid range torque is far more useful

(3) guys commonly make the mistake on big blocks of selecting a 112-114 LSA ,with a good deal of duration, big blocks are UNDER VALVED, and a tighter 106-108 LSA and slightly less total duration almost always works better

(4) try and get your dynamic compression in the 8:1 range and your quench down in the .038-.044 range

(5) on a 468-496 bbc a 290cc oval port heads fine on a 540 Id be inclined to select a 315-335 cc port head,.

(6)both the intake and header design have a very pronounced effect on your effective head and runner flow rates, a tighter LSA can benefit from the more efficient flow during overlap

(7) a strong ignition and controlling both the advance curve and fuel/air ratio is critical.

viewtopic.php?f=69&t=5123

viewtopic.php?f=69&t=1420

viewtopic.php?f=69&t=3153

viewtopic.php?f=69&t=3437

viewtopic.php?f=69&t=189

viewtopic.php?f=69&t=1059


IF YOUR PLANING ON SUPERCHARGING A BBC< I think that reading these linked articles might help

http://www.superchevy.com/technical/eng ... ewall.html

http://www.chevyhiperformance.com/techa ... ewall.html

http://www.chevyhiperformance.com/tech/ ... let_heads/

http://www.chevyhiperformance.com/tech/ ... ewall.html

http://www.popularhotrodding.com/tech/0 ... ewall.html

http://www.carcraft.com/techarticles/cc ... ewall.html

viewtopic.php?f=69&t=591
IF YOU CAN,T SMOKE THE TIRES AT WILL,FROM A 60 MPH ROLLING START YOUR ENGINE NEEDS MORE WORK!!"!
IF YOU CAN , YOU NEED BETTER TIRES AND YOUR SUSPENSION NEEDS MORE WORK!!
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Re: another 496bbc

Postby grumpyvette » January 12th, 2012, 9:35 am

pretty basic combo,
off the shelf Scat 4340 profiled crank,
Scat 6.385 H beams,
SRP#212157 pistons,
Moroso windage tray,
Milodon Chevelle pan.
1989 .060 454 block,
ARP main studs,
a Jomar rocker stud girdle
mains line honed.
Cometic head gaskets,
ARP head studs
. Oval port Weiand Team G ported to the heads.
Holley ultra HP 1050 Dominator reworked from Racecraft Racing Carburetor's
. Cam is a custom Comp solid roller .726in/.705ex, 252in/258ex @.050.
This thing idles like a Cadillac, but revs like a pro stock..very happy with it!!

http://www.youtube.com/watch?v=m5T0U-mK ... r_embedded

Image
(looking at the A/F ratio chart ID expect power could be increased slightly with a slightly richer set of jets to get the F/A ratio closer to 12.8:1-13.3:1 in the 4500rpm and above range)
Image
IF YOU CAN,T SMOKE THE TIRES AT WILL,FROM A 60 MPH ROLLING START YOUR ENGINE NEEDS MORE WORK!!"!
IF YOU CAN , YOU NEED BETTER TIRES AND YOUR SUSPENSION NEEDS MORE WORK!!
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Re: another 496bbc

Postby grumpyvette » February 13th, 2012, 10:34 am

4.31x4.25 496bbc
Mahle pistons 10.8:1
Scat crank/rods
Milodon 31188 oil pan
Solid roller .731/.715 268/278@50 108lsa
GM 781 ovals 2.25x1.88 (seriously professionally ported)
Victor Jr 454-O
Holley Aluminum Ultra-HP 950 carb
Image
IF YOU CAN,T SMOKE THE TIRES AT WILL,FROM A 60 MPH ROLLING START YOUR ENGINE NEEDS MORE WORK!!"!
IF YOU CAN , YOU NEED BETTER TIRES AND YOUR SUSPENSION NEEDS MORE WORK!!
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Re: another 496bbc

Postby Indycars » February 13th, 2012, 1:16 pm

grumpyvette wrote:pretty basic combo,
off the shelf Scat 4340 profiled crank,
Scat 6.385 H beams,
SRP#212157 pistons,
Moroso windage tray,
Milodon Chevelle pan.
1989 .060 454 block,
ARP main studs,
a Jomar rocker stud girdle
mains line honed.
Cometic head gaskets,
ARP head studs
. Oval port Weiand Team G ported to the heads.
Holley ultra HP 1050 Dominator reworked from Racecraft Racing Carburetor's
. Cam is a custom Comp solid roller .726in/.705ex, 252in/258ex @.050.
This thing idles like a Cadillac, but revs like a pro stock..very happy with it!!

STATS.jpg


(looking at the A/F ratio chart ID expect power could be increased slightly with a slightly richer set of jets to get the F/A ratio closer to 12.8:1-13.3:1 in the 4500rpm and above range)


The BSFC looks unreasonably low, most numbers I've seen range in .45 to .55 area. Are these too low to be valid numbers ???

I didn't know what the BSAC was about, but I found this article that explains it and does a good job of explaining what you need to know about using numbers from a dyno test.

http://www.enginebuildermag.com/Article ... iness.aspx

Engine Builder Magazine wrote:BSAC refers to Brake Specific Air Consumption and is displayed at each data point. The units are normally in pounds of air per horsepower-hour and indicate the use of air and how efficiently the engine made power with what it consumed.


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Rick
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- Check Out My Dart SHP Engine Project: viewtopic.php?f=69&t=3814
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Re: another 496bbc

Postby grumpyvette » February 13th, 2012, 1:23 pm

Indycars wrote:
grumpyvette wrote:pretty basic combo,
off the shelf Scat 4340 profiled crank,
Scat 6.385 H beams,
SRP#212157 pistons,
Moroso windage tray,
Milodon Chevelle pan.
1989 .060 454 block,
ARP main studs,
a Jomar rocker stud girdle
mains line honed.
Cometic head gaskets,
ARP head studs
. Oval port Weiand Team G ported to the heads.
Holley ultra HP 1050 Dominator reworked from Racecraft Racing Carburetor's
. Cam is a custom Comp solid roller .726in/.705ex, 252in/258ex @.050.
This thing idles like a Cadillac, but revs like a pro stock..very happy with it!!

STATS.jpg


(looking at the A/F ratio chart ID expect power could be increased slightly with a slightly richer set of jets to get the F/A ratio closer to 12.8:1-13.3:1 in the 4500rpm and above range)


The BSFC looks unreasonably low, most numbers I've seen range in .45 to .55 area. Are these too low to be valid numbers ???

I didn't know what the BSAC was about, but I found this article that explains it and does a good job of explaining what you need to know about using numbers from a dyno test.

http://www.enginebuildermag.com/Article ... iness.aspx

Engine Builder Magazine wrote:BSAC refers to Brake Specific Air Consumption and is displayed at each data point. The units are normally in pounds of air per horsepower-hour and indicate the use of air and how efficiently the engine made power with what it consumed.




Image

, GOOD CATCH! and I DON,T KNOW THE ANSWER , WHY IN THIS CASE, I just re-posted what he posted, your correct those numbers do look rather low, and your correct normal is in the .45-.55 range, but looking at the fuel/air ratio, over most of the rpm range tested, he tends to be running a bit leaner than ideal, in the 13:1-14.7:1 range also, most guys want to stay in the 12.4:1-13.5:1 f/a range on max power combos, because it tends to produce better torque numbers and have a lower tendency to get into detonation when your fuel/air ratios closer to 12.4:1-13.5:1 f/a range


AS your link says

"BSFC refers to Brake Specific Fuel Consumption and is typically shown at each data point. The units are normally in pounds per horsepower hour (lbs/Hp-hr). This reference is essentially how efficiently liquid fuel is turned into horsepower. A common target for gasoline fuel is about .5lb/Hp-hr. Don’t get fooled into thinking that the BSFC number is either rich or lean. That is not correct and will lead to errors in analysis.

BSAC refers to Brake Specific Air Consumption and is displayed at each data point. The units are normally in pounds of air per horsepower-hour and indicate the use of air and how efficiently the engine made power with what it consumed. "
IF YOU CAN,T SMOKE THE TIRES AT WILL,FROM A 60 MPH ROLLING START YOUR ENGINE NEEDS MORE WORK!!"!
IF YOU CAN , YOU NEED BETTER TIRES AND YOUR SUSPENSION NEEDS MORE WORK!!
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Re: another 496bbc

Postby grumpyvette » March 30th, 2012, 8:32 pm

http://www.chevyhiperformance.com/tech/ ... index.html

Scat Rod Specifications
Connecting Rod Length Center to Center 6.385 inch
WristPin Style Floating
Connecting Rod Bolt Diameter 7/16 inch
Rod Journal Diameter 2.200 inch
Big End Bore Diameter 2.3250 inch
Pin End Bore Diameter 0.990 inch
Big End Width 0.992 inch

Cam specs
Type Roller Mechanical Roller
Valve Lift 0.714/0.710
Duration at 0.050 270/280
Lobe Separation (degrees) 110
Basic rpm Range 4,800-7,200
Intake Duration at 0.050-inch Lift 270
Exhaust Duration at 0.050-inch Lift 280
Advertised Exhaust Duration 315
Intake Valve Lash 0.024
Exhaust Valve Lash 0.026

Read more: http://www.chevyhiperformance.com/tech/ ... z1qebVoyKi
IF YOU CAN,T SMOKE THE TIRES AT WILL,FROM A 60 MPH ROLLING START YOUR ENGINE NEEDS MORE WORK!!"!
IF YOU CAN , YOU NEED BETTER TIRES AND YOUR SUSPENSION NEEDS MORE WORK!!
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Re: another 496bbc

Postby Indycars » March 31st, 2012, 12:44 pm

What I found interesting were the roller lifters and their adjustable oil flow to the top end. But at a Summit price of $937, it don't come cheap!

EliteRollerInsert.jpg


Quoted from CHP

hese COMP Cams Elite Race solid-roller lifters are trick and come with a myriad of features. Some of these are the exclusive body design that don’t include an oil band, which maximizes rigidity and reduces lifter bushing wear. The body is manufactured from CNC-machined SAE 8620 steel alloy, with steel alloy wheels that have been micro-polished and micro-sized and needles that are made from 52100 bearing steel and micro-sorted with a controlled contour profile. While the construction and body design make them incredibly strong, they are also lightweight, with each lifter weighing less than 100 grams. They also have oversized (0.400-inch) axles that are dual-pinned, have captured link bars and an exclusive modular pushrod design that allows the pushrod insert to be swapped out for centered, left, or right offsets. These lifters also have a patent-pending oil control through the pushrod insert; engine builders can modify the lifters to meter extra oil to the top as desired.

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Re: another 496bbc

Postby grumpyvette » April 21st, 2012, 9:19 am

BE aware you need to verify rocker adjustment lock nut to rocker slot clearance and yes it varies even with the same manufacturers different rocker designs
Image
Image

AL510 POSTED THIS INFO ON HIS 496 BUILD
Hi Guys,

I have finally got my 496 finished and dyno'd.

I built this motor my self, with a lot of research on here as well as with a lot of help from Mike Lewis and Chris Straub, In the way of supplying parts and Giving great advice . I couldn't have done it without their help.
Thanks guys.
The specs of the engine are
Mark4 4bolt block, .060 over with
Mahle forged pistons for 10.9 comp and
Eagle forged h beam rods
and 4.25 forged crank.
The heads are AFR 325 with cnc chambers,
ARP head studs and main bolts
with comp ultra pro magnum roller rockers.
I used a Victor 454R and a Pro systems 1050 Dominator.
We tried a new holley 950 ultra hp but the dominator made more power.


The cam Chris supplied is a custom Bullet grind solid roller with .264 @ .050 and .711 lift and .272@ .050 and .650 lift. I also used Isky needleless roller lifters.

The springs that came with my heads as set up for the solid roller proved not to be up to the job. They measured 290 on the seat and 750 over the nose. We had a valve float issue with power falling off really fast after peak power and a marked dip in power at about 5800rpm. After pulling a few springs there was chatter marks under the retainers and on the spring cups and wear marks on the locks where they had been floating in the retainers.

We had close to .250 too bind clearance so we reduced that by about .140, giving it about 360 on the seat and 850 over the nose as measured.
So now with these spring pressures i think i will eventually get a set of shaft rockers.

Image

Image
IF YOU CAN,T SMOKE THE TIRES AT WILL,FROM A 60 MPH ROLLING START YOUR ENGINE NEEDS MORE WORK!!"!
IF YOU CAN , YOU NEED BETTER TIRES AND YOUR SUSPENSION NEEDS MORE WORK!!
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Re: another 496bbc

Postby grumpyvette » June 20th, 2012, 9:40 am

I know most guys work on very limited budgets and a flat tappet solid lifter cam, and matched springs can easily cost $600-$1200 less than a similar roller cam making that at least for most guys an option, on a tight budget, so heres some info.heres a couple fairly cheap, flat tappet solid lifter cams
Ive found work rather well in most 467-540 big block muscle car engines, as long as you have a decent 3.54:1-4.11:1 rear gear ratio, a manual transmission or a matched stall speed converter and at least 10.5:1 compression and a good intake, headers etc.
obviously youll want to have a long discussion with your engine builder and the cam manufacturer before selecting one and be aware that a solid or hydraulic roller lifter cam may be a better but more expensive option


Image
youll really want 11:1-12:1 compression ratio, a manual trans, a 4.11:1 rear gear and open headers and a single plane intake on a 496-540 displacement to let this cam above breath. a decent cam in a tunnel ram intake and it just keeps pulling even past 6500rpm-7000rpm plus in a serious high compression 496-540 bbc
the cam below is basically a slightly milder version, and works fine in a similarly built 467-496 BBC built to the tips above, but neither cam is ideal in a street car.
Image
Image
THIS CAM ABOVE IS USUALLY A GOOD CHOICE IN A SERIOUS STREET/STRIP PERFORMANCE 496BBC build if you have at least 10.5:1 cpr, a dual plane intake and a manual trans with a 3.73:1-4.11:1 rear gear, its the cam I usually select if I know the guys 90% street driven, in a camaro or nova with a manual trans 467-496 BBC
Image
lots of guys like this in a 10.5:1 compression 496 with a dual plane intake for a street muscle car, its got a lopey idle that many guys want, and still has decent low and mid rpm torque

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viewtopic.php?f=52&t=3802
IF YOU CAN,T SMOKE THE TIRES AT WILL,FROM A 60 MPH ROLLING START YOUR ENGINE NEEDS MORE WORK!!"!
IF YOU CAN , YOU NEED BETTER TIRES AND YOUR SUSPENSION NEEDS MORE WORK!!
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Re: another 496bbc

Postby Michael » October 6th, 2012, 2:05 am

Not sure if this is the ideal context in which to ask, but for years I've been wondering about Vizard's ubiquitous chart on LSA vs. ratio of cylinder displacement to intake valve area. I think that usage of such a chart tends to result in selecting cams with excessive overlap. For a 496 with 2.25" intake valves, this ratio is about 27.5, putting Vizard's recommended LSA at around 101 degrees! Now combine that with a moderate mechanical roller cam - say around 240i/250e duration at 0.050" (fairly conservative for a 496 with around 280cc intake-volume oval port heads and ~ 10:1 static compression) - and we get humongous overlap.

I'm a skeptic of performance-calculators, but they have their uses. Plug such a combo into the typical calculator and see what happens to the torque curve. Then increase LSA bit by bit, and watch that torque curve change. In light of that, do Vizard's recommendations make sense for non-race large-displacement 2-valve engines? Thoughts?
Michael

 
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