Another thing I've been looking at, since I'm not going to waste my time cleaning up the rusty oil pan and timing cover. Will a 6qt pan with the kick outs, baffles, and trap door make any difference in any of the off camber situations we tend to get ourselves into, or atleast try to get into.
CK5
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Big block guys
- Thread starter 85 Jimmy
- Start date
Hoss7979
1/2 ton status
2" are big $$ that's why I'm trying to find fenderwell headers for mine right now.....
And before I order pistons, I'll run this by y'all. I measured piston to wall clearance on all the cylinders with the standard size pistons that came out of it. In each cylinder a .004 feeler gauge would move freely in the cylinder between the piston and wall. The .005 feeler gauge had resistance, but moved freely. And I could get a .006 feeler gauge in between the piston and cylinder, but it felt like it was binding. I know I need to do this again with the new pistons, but are these acceptable numbers to run a standard size bore piston?
Hoss7979
1/2 ton status
Do you have your block completely tore down right now?
Yea, I just put new freeze plugs in it, but that's it right now.
Hoss7979
1/2 ton status
How's the lifter valley look, any casting flash in there that should be taken out? I did it to mine and also made it smoother in a couple spots.....
Hoss7979
1/2 ton status
Good deal, don't forget to drill small holes in the front pipe plugs behind the timing chain as well!
Hoss7979
1/2 ton status
That's fine I'm saying drill holes in the ones behind the the timing chain, it'll help oil the timing gear more & help relief pressure & air bubbles during start up
Hoss7979
1/2 ton status
Nice, someone has rebuilt it before then
the later model ones came with those holes drilled in them.. we discovered the value of those holes in the machine shop, without them for some reason they dont rev as well
I'd like to see that on a stock/ish 454, makes sense on a 600 horse motor it's gonna be choked down a bit.
Guess the old mans smogger with 2.25 duals is pretty restricted after watching that episode.
I just enjoy reading about big blocks. Your stuff has been dyno'ed. To the rear wheels. Those are facts.
Martin
Martin
My 10.50 et avg big block got 9-12 mpg turning 3850-4200 on drag week.
My 8.1 gets 11.5
Edelbrocks belong in the trash
You guys with your desktop quoted numbers are funny.
What do you want this engine to do? My garbage peanut port 454 with no compression, a cam intake and headers made 360hp at 3950 and 500 ftlbs at 2200. Trucks don't need power at 6500 they need grunt. Cams that need big converters are going the wrong way in a truck.
On a side note if you want better mpg out of these trucks slow down. It is easy to see by looking at the "road load" equation you will see all that the higher rolling resistance of big tires and the increased drag coefficient caused by a lift will both increase the the hp required to push a truck though the air at speed.
If it was me I would work to get compression, which will require a dome because of the 118-120 cc most of the big block heads have (not the 76cc listed previously). Then I would have the best set of heads I could afford rebuild. Those 781s will be fine and the big valves won't hurt mpg. Heads that flow air while remaining high velocity will need less cam to make the power you want. Then I would buy a Weiand Street warrior and buy zimmers qjet. The cam will depend on the desired usage and the header primary diameter is going to make a noticeable difference as long as you don't have a 2.25 or something else too huge. I would do a min 2.5" exhaust and consider 3".
My 8.1 gets 11.5
Edelbrocks belong in the trash
You guys with your desktop quoted numbers are funny.
What do you want this engine to do? My garbage peanut port 454 with no compression, a cam intake and headers made 360hp at 3950 and 500 ftlbs at 2200. Trucks don't need power at 6500 they need grunt. Cams that need big converters are going the wrong way in a truck.
On a side note if you want better mpg out of these trucks slow down. It is easy to see by looking at the "road load" equation you will see all that the higher rolling resistance of big tires and the increased drag coefficient caused by a lift will both increase the the hp required to push a truck though the air at speed.
If it was me I would work to get compression, which will require a dome because of the 118-120 cc most of the big block heads have (not the 76cc listed previously). Then I would have the best set of heads I could afford rebuild. Those 781s will be fine and the big valves won't hurt mpg. Heads that flow air while remaining high velocity will need less cam to make the power you want. Then I would buy a Weiand Street warrior and buy zimmers qjet. The cam will depend on the desired usage and the header primary diameter is going to make a noticeable difference as long as you don't have a 2.25 or something else too huge. I would do a min 2.5" exhaust and consider 3".
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I tend to be conservative on cams, especially in trucks. I would want a cam that has great torque at crusing which with your tires and gears is 1750-2000. I would look at a cam in the 204-210 intake duration and 214-224 exhaust duration.
