That's clean.
Martin
Martin
CK5
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'72 K5 - AJ's Gray Matter Build
- Thread starter AJs72K5
- Start date
I concur
beags86
Eastbound and Down
Transmission listed in classifieds...what's the new plan? NV4500?? Or T400?
Leaning towards 4L80E. Have a lot of homework to do on it though
beags86
Eastbound and Down
Not much homework to do.
Get output shaft to match 241.
Get lokar cable shift.
Get tci 4l80E control box.
Do
Get output shaft to match 241.
Get lokar cable shift.
Get tci 4l80E control box.
Do
Not much homework to do.
Get output shaft to match 241.
Get lokar cable shift.
Get tci 4l80E control box.
Do
I knew I'd need to change the input shaft on the 241. That should be straight forward. Any idea if the 400/208 tall adapter will work for 4l80/241 or is the bolt pattern different on the trans side?
Moving the crossmember is no big deal, if needed. But also have to consider driveshaft length.
I was looking at the FAST/TCI controller last night. It'll integrate with the EZ EFI 2.0 ECM for TPS, etc.
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beags86
Eastbound and Down
But I think
That controller makes the most sense since you already have the EZ-EFI 2.0. Having two TPS wouldn't make any sense.
And the 4L80E is not much different in length than the 700R4 total length, but I am not sure about the difference without the tailhousing. If I get time I could measure mine, I have a 80 in the regal and a 60 in the trailblazer. But I think it will depend on teh adaptor anyway, and I don't have one of those for an 80.
As for the adaptor, I think it is different in the 700, because it has the 4 bolt pattern like the TH350 I think. But I think some of the newer ones like the 4L65E may have the same 6 bolt pattern as the 80, but I am not 100% sure on that one.
And the 4L80E is not much different in length than the 700R4 total length, but I am not sure about the difference without the tailhousing. If I get time I could measure mine, I have a 80 in the regal and a 60 in the trailblazer. But I think it will depend on teh adaptor anyway, and I don't have one of those for an 80.
As for the adaptor, I think it is different in the 700, because it has the 4 bolt pattern like the TH350 I think. But I think some of the newer ones like the 4L65E may have the same 6 bolt pattern as the 80, but I am not 100% sure on that one.
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Need to do a little more research on the TCI controller's features, but yeah, it makes a lot of sense with the hardware I already have.
Pretty certain I'll go with the short adapter and make up the difference with a fabbed spacer of some sort.
Not much of an update, but here's what I have so far....
Picked up some new hardware for the engine build. Balanced, full forged, rotating assembly from Scat. The UPS guy no longer likes me. He didn't even make it to the front door. Left the box in front of my garage.
Picked up the block today from it's first pass (bore and hone) at the machine shop.
Next steps will be to mock up the bottom end to determine correct deck height and then it'll go back to the machine shop.
Picked up some new hardware for the engine build. Balanced, full forged, rotating assembly from Scat. The UPS guy no longer likes me. He didn't even make it to the front door. Left the box in front of my garage.
Picked up the block today from it's first pass (bore and hone) at the machine shop.
Next steps will be to mock up the bottom end to determine correct deck height and then it'll go back to the machine shop.
Nice! You going to clearance for the stroker crank too when you mockup the bottom end?
Seems like the right time to suggest that trademarked phrase that we all love so well!!!
-G
"Just do it"??Seems like the right time to suggest that trademarked phrase that we all love so well!!!
-G
Builder friend is gonna show me how to clearance the first rod, then I'll do the rest.
Update 4/24/16 - Are you mocking me? Got a free weekend and met my engine builder at the shop. Mind you, he's just keeping me honest. I'm doing all the work here...
Yesterday was all about getting the bottom end mocked up to check for rod clearance of the stroker. Got the journals cleaned up, put in the bearings and lubed it up.
Unpacked the Scat forged crank and cleaned off the shipping grease
Dropped in the crank and hand tightened the main caps.
Assembled a couple of rods and pistons to check for clearance. Turns out the block may have had a little work done previously as there were zero clearance issues. Flipped the block over to check for deck height and measurement came right about 0.005". So, no decking needed either. Will doublecheck at final assembly.
Tore it all back down and packed it up. Next up will be to file cut the rings and get everything super clean for assembly.
Pretty good day overall. Sold the old engine for asking price and went home with a stack of cash.
Yesterday was all about getting the bottom end mocked up to check for rod clearance of the stroker. Got the journals cleaned up, put in the bearings and lubed it up.
Unpacked the Scat forged crank and cleaned off the shipping grease
Dropped in the crank and hand tightened the main caps.
Assembled a couple of rods and pistons to check for clearance. Turns out the block may have had a little work done previously as there were zero clearance issues. Flipped the block over to check for deck height and measurement came right about 0.005". So, no decking needed either. Will doublecheck at final assembly.
Tore it all back down and packed it up. Next up will be to file cut the rings and get everything super clean for assembly.
Pretty good day overall. Sold the old engine for asking price and went home with a stack of cash.
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Right on!
Took the day off on Tuesday and spent the afternoon file fitting rings. Thumb and index finger on my left hand were sore for a couple of days.
Didn't have time to start on anything else, so I headed home and placed the big order with Summit. Almost everything else to finish off the engine. Oil pan, intake, and rocker arms are being reused from the previous build.
The big box showed up today. I'd forgotten how fun it is to unpack this much stuff....
The Brodix heads are backordered a couple of weeks. @Greg72 knows what I'm talking about on these.
Full specs for the 496.... Heath was a ton of help here:
Mark IV 454 4 bolt main block bored to 4.310"
Rotating assembly:
Comp solid roller cam 11-771-8:
Static compression 10.25:1
Dynamic compression 8.17:1
Should be pretty healthy according to DynoSim5...
Next step is to clean the block and start assembly.
Didn't have time to start on anything else, so I headed home and placed the big order with Summit. Almost everything else to finish off the engine. Oil pan, intake, and rocker arms are being reused from the previous build.
The big box showed up today. I'd forgotten how fun it is to unpack this much stuff....
The Brodix heads are backordered a couple of weeks. @Greg72 knows what I'm talking about on these.
Full specs for the 496.... Heath was a ton of help here:
Mark IV 454 4 bolt main block bored to 4.310"
Rotating assembly:
Scat forged crank (4.25" stroke)
Scat forged H-beam rods (6.385")
Mahle forged pistons (18cc dome, 2cc valve relief)
Brodix Race Rite BB-O (115cc combustion chamber, set up for solid roller cam)Scat forged H-beam rods (6.385")
Mahle forged pistons (18cc dome, 2cc valve relief)
Comp solid roller cam 11-771-8:
Duration - Intake 280* Exhaust 286*
Lift - Intake 0.646" Exhaust 0.653"
Lobe separation 110* (it'll be lopey)
Edelbrock dual plane intakeLift - Intake 0.646" Exhaust 0.653"
Lobe separation 110* (it'll be lopey)
Static compression 10.25:1
Dynamic compression 8.17:1
Should be pretty healthy according to DynoSim5...
Next step is to clean the block and start assembly.
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I have the biggest craving for cookies and I'm not sure why....
Donald Trump just got a look at your TQ/HP numbers.......
"Its HUUUUUGE....!!!!!"
-G
"Its HUUUUUGE....!!!!!"
-G
