454 efficiency - Maximum CR

Propane, Butane, LPG, GPL, C3H8, C4H10
gottago
Posts: 200
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: 566
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: 17
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!

Post Reply