454 efficiency - Maximum CR

Propane, Butane, LPG, GPL, C3H8, C4H10
gottago
Posts: 205
Joined: Thu May 24, 2012 7:39 pm
Location: British Columbia Canada

Re: 454 efficiency - Maximum CR

Post by gottago » Fri May 04, 2018 8:53 pm

Interesting builder post over on speed talk in regard the 454. Check the cam. Nice compromise on a 109 lsa..

Re: 454SS 230hp remedy
Quote

Post by cstraub » Fri May 04, 2018 4:52 pm

454ss +.060"
Manifolds
QJet Intake
9 to 1 compression
Hyd Roller
.550/.491
209/221
109 LSA

RPM lb-ft HP
2000 470.5 179.2
2200 475.1 199
2400 480.7 219.7
2600 503.9 249.5
2800 520 277.2
3000 528.3 301.8
3200 530.3 323.1
3300 532.6 334.6 Peak Torque
3400 532.3 344.6
3600 523.6 358.9
3800 521.8 377.5
4000 514.2 391.6
4200 500.1 399.9
4400 485 406.3
4600 464.1 406.5
4800 448.5 409.9
5000 437.1 416.1 Peak HP
5200 414.8 410.5

Same engine but with headers:

RPM lb-ft HP
2400 508.8 232.5
2600 520.2 257.5
2800 543.1 289.5
3000 536 306.2
3200 553.8 337.4 Peak Torque
3400 551.9 357.3
3600 535.9 367.3
3800 530.4 383.8
4000 518.6 395
4200 513 410.2
4400 494.9 414.6
4600 483.1 423.1
4800 463.8 423.9
5000 447.3 425.8
5100 443.2 430.4 Peak HP
5200 432.8 428.5
5400 402.1 413.4

storm
Posts: 637
Joined: Wed Jan 10, 2007 10:10 pm
Location: NSW, Australia

Re: 454 efficiency - Maximum CR

Post by storm » Fri May 04, 2018 10:30 pm

Nice numbers for what appears to essentially be a stocker except for the roller cam.
Every job is a self-portrait of the person who did it. Autograph your work with excellence.

Fuel flow requirements calculations viewtopic.php?f=5&t=1638

burbfixer
Posts: 18
Joined: Mon Nov 06, 2017 10:07 am

Re: 454 efficiency - Maximum CR

Post by burbfixer » Sat Aug 11, 2018 11:21 am

Progress Report :
I've been gathering intel and choosing parts for my project. Will begin assembly of the Gen 6 454 this week.
So far, here's a couple of things I've learned :
Building the Gen 6 inexpensively and with high compression is proving to be a challenge (I'm now realizing I should have used the Gen 5 454 for this first effort). Milling to reduce chamber volume alone would have been several hundred $, plus it creates a few other issues with pushrod length etc, all of which just costs more money. The stock heads are desireable because of the small chambers and supposedly better ports, but the chamber shape means off the shelf dome pistons require some clearancing work (in the end still the cheapest way to go). I bought 10cc dome KB silvolite pistons, so with minimal chamber clearancing they should get me up over 10:1. I wanted more, but this will have to do on this build.
The gen 6 roller cam seemed desireable, but everything roller is more expensive. I learned that one reason truck BBC'c only rev to 4500 (give or take) is because of very heavy valvetrains and weak stock springs. You need much better valve springs to control the already heavy BBC valvetrain, and even heavier roller lifters. There were just not alot of options for inexpensive valve springs that would drop in without machining, and had adequate pressures.
In the future, I will do something similar with the Gen 5 engine I have, but it should be cheaper to do, and likely better for my purposes. The one variable will be the capability of the gen 5 vs the gen 6 heads, but a set of 30cc dome pistons will easily fit the gen 5 chambers while achieving more compression. Then a nice (and cheaper!) flat tappet hydraulic cam with less expensive springs, add intake and headers, and you're there!

gottago
Posts: 205
Joined: Thu May 24, 2012 7:39 pm
Location: British Columbia Canada

Re: 454 efficiency - Maximum CR

Post by gottago » Sun Apr 28, 2019 2:53 pm

Always wondered how you made out Burb.. Did you get this up and running?

burbfixer
Posts: 18
Joined: Mon Nov 06, 2017 10:07 am

Re: 454 efficiency - Maximum CR

Post by burbfixer » Sun Jun 02, 2019 1:08 am

Hey!
Went to visit my brother in eastern BC in in early May, and he got on my case a bit about not posting my results (he hates it when guys do that - he as a point...), so here goes...

First, I appreciate all the input from you guys, it helped alot!
I was determined to get the gen 6 assembled and installed before winter, which I did.
Budget limitations kept me from reaching the compression target I wanted, but I was able to end up with over 10 :1 which is still acceptable. I couldn't use the cam I wanted either, because I just didn't have the money for the valvesprings and associated hardware that cam needed.
For the sake of getting it up & running, I also just used a single 425 for now while I work on my twin mixer setup.
So the combo I ended up with is :
Stock gen 6 454 freshened with new rings, bearings, etc.
Stock vortec heads - pocket ported. (very little really, castings are quite good as is, just did some light blending) Used thin .O22 gm gaskets. No milling done - no money for that.
Hypereutectic 10cc dome pistons. Domes were painstakingly clearanced for the vane in the heart shaped vortec chamber.
All said & done, came out to 10.1 to 1.
Stock cam 206/209 480ish lift. Wide 118° lca.
1 3/4 long tube headers into single 3" exhaust - same exhaust the 350 used.
Air gap intake manifold - for now with a single 425 with a lean 44 air/gas valve.
Amsoil 5w30 Signature Series oil.

I also just bolted it up to the 700r4 that was already in the truck.

Verdict :
Wish I'd done it sooner... I'm very, very happy with it!
This engine pulls the big old Suburban around soooo much easier! Effortless, really compared to the 350.
And when I get in the throttle it is a whole different truck. That extra, what, 150 hp/tq really makes it alot more fun to drive.
I knew it would have more power though, that was a no brainer... the real question for me was the fuel economy.
Happy to report that with this engine I have also recorded the best mileage ever with this vehicle. 18.3mpg (imperial) on my trip over to see my brother. That's thru the BC mountains including several mountain passes. It seems to use slightly more fuel around town compared to the 350.
So I feel like even though there were some compromises made due to lack of funds, this project is still a success!
I have my twin mixer setup about 1/2 built.
Fitting it all under the stock hood with the tall air gap intake is a challenge.. We'll get there.
In the mean time I can enjoy driving my big block!

storm
Posts: 637
Joined: Wed Jan 10, 2007 10:10 pm
Location: NSW, Australia

Re: 454 efficiency - Maximum CR

Post by storm » Sun Jun 02, 2019 1:48 am

Hey Burb, good to hear (read) your project has good results.
Every job is a self-portrait of the person who did it. Autograph your work with excellence.

Fuel flow requirements calculations viewtopic.php?f=5&t=1638

gottago
Posts: 205
Joined: Thu May 24, 2012 7:39 pm
Location: British Columbia Canada

Re: 454 efficiency - Maximum CR

Post by gottago » Wed Jun 05, 2019 5:53 pm

Hey good to hear it worked out as well as it did Burb. You did say that fuel economy was one of your top requirements and that seems to have been accomplished. Nothing to sneeze at with those numbers compared the price of petrol these days. Maybe some of those compromises made by using the gen 6 did favour more economy over power. That 118 lsa cam is an interesting part that combined with the vortec heads may have really liked the increase in compression. You should have a reliable long lasting daily driver with enough added power to serve you well in most any situation. Might even quell the urge to do the gen 5. Makes a good read for other bb users too. Enjoy the ride..

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