Easy Upgrades for a Stock Big Block Chevy - Engine Power S8, E19 

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We need answers!!!!!!

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The show has to be paid for.

it definitely isnt. weak bottom ends and poor flowing heads coupled with poor parts selection.

@@juliennacer8871 you are rite

Dude that would be a super cool engine to build! I don't see them often so it would be a breath of fresh air for sure.

Pocket porting, valve job, cam, headers, tune adds 100hp and looks almost stock.

@@juliennacer8871 pretty funny they managed to build quite literally the exact opposite of what they intended lol

@@bigboreracing356 if you're paying, sure let's swap the truck to a 12 valve and use the 454 for a drag car that we have yet to acquire.

lol 600cfm carb? 454's want at least 750CFM, 600 is for a 350...

Great suggestions! They need to give the cost of the upgrades they did. Why not roll in new bearings since the engine was torn down?

@@stormwolfgames6636 we're talking low end torque here, not 6000 rpms. 600 cfm is more than enough for a heavy towing or motorhome application that only revs to 4500. With peanut port heads and a stock cam you will not get more power with a 750cfm carb.

@@JimBronson I know I have peanut port heads, I have always used and been told to use no lower than 750cfm. I have used both 750 and 800. You will open up your top end a little more at a small sacrifice of bottom end, considering these motors are swapped into half tons all the time it's not such a bad idea. I have seen many forums guys try running under 750 with stock 454 they always run in to problems. My stock qjet that came with the truck is 750 at least and if you do your research all qjets for 454s were 750 or 800cfm. Even 650 is too low for a 454.

my stock 454 has 450 hp and it was free with 6,000 miles on it with a 02xx 400r turbo good to 800 hp so far 4 just this year plus it has the 4 inch stroke instead of the 4 1/4 inch stroke

No $ were given on their "budget" upgrades

Really?? I watched McFarland newest and it had over 5 min just promoting t shirts. These guys gotta pay the bills too. At least they promoted speed parts. Shit dude in blue had a add for male pattern baldness. 😂

Yessir. Maybe cut the heads down for a smidge more compression and tighter l.s.a

By the time u do all that and buy pistons u could just buy aftermarket aluminum heads and be done more power less weight

8.1 are junk

@@Wanous-hv7zo anyone who knows about the 8.1 knows the only things that need replaced are the stock Rods and Pistons. Better design over the Gen 6 454 and the only casting better comes from world products. You can't use a Gen 6 454 to get 572 or 632. But you can from an 8.1 496 tall deck.

The cam was to big for low end torque.

@@bladenrexroth2555 you would you want to use a gen 6 anyways. the gen 2 is the way to go for pretty much anything. stock rebuilds all the way up to 600 cubic inch 1,800hp turbo builds. they're was more common, way cheaper and have a WAY bigger aftermarket compared to the 8.1. i don't even know if id considered a set heads and a few different cams an aftermarket.

i was wondering about those pistons myself lol

You can tell from the gaskets that someone has been inside it. It's still typical of what you can still find in the junkyards and still running trucks. It's a leftover from another project. .40 over isn't much more than a typical rebuild.

I seen that 2 lol

Did you see the power it made? Stock!!! Damned thing can't hardly get out of it's own way!!

And they put in a bigger cam, 234/244🤔. A single plane with that cam is odd. A smaller cam below 220/XXX with an after market dual plane intake would be a low end torque monster.

Yea a proper hash video but at least gives beginners a look inside an engine

Generally, EFI wants that single plenum, whether wet or dry, but the "signal" is going to be different than a carb, since it's not running off vacuum or atmospheric pressure above the venturis but what the computer determines from the ignition timing. single plane also allows for a more direct path for air to travel. consider GM's TPI system from the 1980's. it was a single plenum intake with long runners, made a lot of low RPM torque from 305 cid. of course, this EFI is hoping to fit every setup while GM designed TPI for a specific requirement.

You are right. If they were trying to what they said then they made it worse than it was before they started.

First thing i thought about when they listed cam specs......they are still in HP mode. They need to knock about 10 degrees out of that cam....

@@robtdougherty more like 20 degrees for a towing application. You need torque off idle.

I searched the specs on summit and the only 2 cams that come up are extreme marine grinds 11-240-4 and 11-240-20

Keep in mind that the big block isn’t running wide open throttle all day every day! The torque curve you base your comment on is at WOT.

Was thinking the same thing about the heads. I was always told by an old engine builder, those peanut port heads caused major disruption on the intake side and were only worth running if it's all ya had. A brand new set of boat anchors!

Its the chambers that increase compression not the ports. A street motor dont need rec heads ovals will work just fine long as there not peanut ports.

@@BigUnk85 I agree. You can actually lose HP by running too big a head on a motor like this.

@@countryrebel01 exactly

Agreed

@@BigUnk85 I didn’t say the ports increase compression. I said the Gen 6 Rec port heads flowed better and would increase compression. Better airflow and more compression equals more power. The best recipe for any motor is the right combination with the best airflow possible. For a street motor the recipe is sufficient cubic inches, good amount of compression, mild cam and the most air flow possible. The mild cam let’s you make power down low and the airflow allows a broad power band and that gives you good driveability.

Thank you, this has been my complaint about these engine builds for a long time, a street torque motor at 5000 rpm is an oxymoron!

@@towgod7985 I mean when I heard the only new part was a bigger cam I guessed they were gonna lose the low end grunt, I would of liked to see a stroker kit, I know not as cheap but they already had the motor completely torn down. I think bang for buck your not gonna beat the added torque of a longer piston stroke

this entire video was a waste of time, mostly just an advertisement

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I thought the same, FItech too :/

i get the 450 hp 454 4 inch stroke for free so far this year i got 4 of them plus they come with the 02xx 400r turbo good to 800 hp from 6,000 to 58,000 miles on them then all they need is to breath a bigger carb and intake does wonders for them close to 600 hp i priced it at GM at it would cost me close to 15,000 for the set up because they come complete and ready to go the long block is 8,000 for it

Add in they put in an all new ignition system, but didn't do any timing control while going with fuel injection and a terrible fitech as well. Really this was just a long winded ad for people who have no idea what they should be buying.

@@beilno2890 i agree 100%

A cam smaller than a 220/XXX with an aftermarket dual plane intake would have been a better setup for low end torque.

Love my 1970 Buick 455

Pontiac too.

I understand what you mean about not gaining a lot of torque being disappointing, but if you look at the torque lines it is a huge improvement. The stock torque line just falls off after hitting peak. The new cam has a torque line that runs evenly across the graph. That is the big gain there. A very long torque range.

That Generation is notoriously low on CR. That's one of the biggest reasons the 454SS was such a dog. Those heads don't help either. Except for the Fitech, this is a really inexpensive build that won't hurt reliability.

Decking the heads and/or the block would be a fairly cheap way also.

They already blow the tires off just off idle, but falls off in the top end. Soooo

@@brysonshires9742. They said they wanted more low end torque, not mid and top end.

@@bri-manhunter2654 as if they're not already getting both🙄

@@brysonshires9742. I agree, but like I already stated, they said they wanted more low end and not mid range.

@@bri-manhunter2654 nah your argument is pointless. If they're getting a gain across the entire power band its a win win. Period

I think they said an 80s Chevy but I though the HD 454s had black valve covers

That's the fakes patina I've ever seen lol

It's got flattops in it deffo not stock motor

@@Harrybowles1969 those are the stock 80's big block pistons

@@magicmiles6985 fake as can be man. That was a low run time remanufactured engine all day

Right! Then they pushed the torque out another 1500+ RPM. That's not much of a low rpm torquer any more.

@@joetalley192 Below 5000 isn't low RPM?

@@stevenhoitz9260 hahaha not quite

@@joetalley192 That is an interesting theory. What do you consider low RPM?

@@stevenhoitz9260 Low RPM is the bottom third of the throttle. Lots of American V8s redline in the low and mid 6s. A third of let's say 6500 is almost 2200rpm. However, I think lots of people would agree that it's 3000rpm and lower. Anything beyond that is mid or high throttle. Since this was a pickup motor, that's where it's likely to spend 80+% of it's life. Why move the power band out of where it's likely to live?

Just doing a 454 for my 69c10 can't wait for spring time

I totally noticed lol. I actually had to pause the video to examine his new shirt pocket collection.

Because unless your building a race car carburetors are dumb. And this thing isn't going into any race car. Not with 390hp.

@@worldssickestmedia2713 I disagree. If you know how to tune a carb they are awesome. Most people don't.

@@jerrycoon3369 I build custom quad rail carbs for drag bikes, customize holley style 4 barrels for drag cars. And build a lot of 2 strokes for jet skis and restoring all the amazing motocross bikes of my youth. And I think some of us older guys romanticize "back in the day" and we forget how big of a pain in the ass they are. I make a pretty good amount of money because there's not a lot of people today that even know how to tune a carb correctly much mess build one. People forget buying a brand new car in the 70s and early 80s and still having to let it warm up for 15 minutes on a cold day while freezing their azz off before they can go anywhere. Or having to take the carburetor apart to tune it. And most guys forget about that because all the cars in their driveway are fuel injected and have been for over 20 years. As we get older we tend to forget about everything that sucked and we only remember all the good stuff that was fun. We remember what it was like to drive a new L88 corvette. (Just an example) but we forget how much of a pain in the ass it was to adjust the valves every 2-3 weeks. We forget about points ignition getting out of whack and causing the carb to burp fire and blow out the power valve. Or vacuum secondaries sticking and almost killing us despite pulling the gas pedal back. We even forget the little things like being late for work some days because that pos flooded out trying to crank it when the temperature was in the 20s and now you gotta change the oil because there's gas in it. We take for granted now that it can be freezing outside and we can jump in our cars, crank it and throw it into drive and go in less than a minute. And have been able to crank it and drive since 1986. We remember all the fun and none of the inconveniences. And the new technology is the reason that today we have small blocks that make over 1000hp on pump gas and get 20+mpg when back in the day 650hp was the ceiling plus you had to find a gas station that sold Sonoco 110 and get 8mpg. I'd probably forget the same way if I didn't specialize in building them. Today I can tune my cars engine and I don't even have to open the hood. And a lot of the show cars I've built back in the day are paying me today to throw an EFI system on them so they can enjoy them and drive them more.

@@worldssickestmedia2713 I don't disagree with anything you just said. I think you missed the point of my original comment. The point of the video was to make more torque and HP for the least amount of money. The first thing to jump out at anyone should be the "peanut port" heads. Some low end aluminum oval ports and the proper camshaft with a carb would make WAY more power and torque than what they ended up with. For about the same price as the efi setup.

Whats a 3/4 cam?

They did a decent job on this one a while back ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-bSTxCfuhIAk.html

not a good truck motor, lost torque under 3500 compared to where it was before they opened it up.

Gogloden bearing lube, best stuff out there for cams.

@@kkoch666 thanks for the reply

The best three are: 1.) AFR , 2) AFR, and 3) AFR. Pick one of those, and your golden.

Richard Holdener has many bbc head comparisons...

Factory spec is usually a full turn past zero lash, so they've actually loosened things up a bit. It works better when pushing higher rpm.

500 lbs/ft

I got 1971 Buick centurion 455 👑

What cam would you recommend for a bare Bones stock oval port 454

210/213 is stock duration. So you're saying rocker arms would of really been the only advisable upgrade? Who swaps a came with less then 10 points of increased duration?? Lets be real. Whats the point? Youre just being knit picky now.

@@nasty3145A 224/234 would be about 14 degrees larger than stock (not 10 degrees) (still quite a bit for a daily driver tow machine.) and I would've done 1.8 rockers instead of the 1.7s. A modern camshaft with 224/234 and perhaps a 110 degree lobe sep angle wouldn've worked much better. I swapped my stock 6.0 LS cam for a stage 2 truck cam. That cam has about 12 degrees more duration than stock, and it will work great in the Blazer I am building. I also cammed my 455 trans am with a 224/224 roller cam, and I can smoke the tires from 50-100mph in 3rd gear (the turbos help). Read a few of David Vizzard's books and get back to me.

@@chrismunson7899 Can you tell me more about the application?

@@CrankAddict is going into a street truck want to make more power and torque won't be towing or anything like that