HOW TO UPGRADE YOUR TBI PEANUT PORT 454
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- เผยแพร่เมื่อ 2 ก.ย. 2020
- LETS TALK TORQUE! FULL RESULTS-GEN 5 454 UPGRADE-STOCK PEANUT PORT HEADS. CAN YOU REALLY MAKE DECENT POWER WITH A SET OF PEANUT PORT BBC HEADS? CHECK OUT THIS VIDEO WHERE I UPGRADED A 1992, GEN V 454 WITH PEANUT PORT HEADS AND GAINED 100+ HP AND NEARLY 100 LB-FT OF TORQUE! PEANUT PORTS CAN MAKE POWER, BUT THEY CERTAINLY MAKE TORQUE! BONUS-ALTERNATIVE LOW BUCK BUILD METHOD!
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Love the old 80s and 90s power plants. Us people on a budget have those platforms to build off of.
I'd have to agree!
And you'd have something cool, instead of the same old cookie cutter LS build you see now. I like LS engines but I love a Rat in the right application.
My BBC is a 1970 in my Ford pickup.
Same for Gen 6/7 BBC and Gen 3/4 SBC.
@@greasemonkey258 Gen 6/7 BBC are LS like.
You could say Atlas is a change from a barra or 2JZ or K24...
I have done the Gen 6 L29 head swap onto the gen 4 and 5 low compression engines, did them for high torque towing application engines. Used a Melling mild flat tappet with 208/208 @.050 and .480/.480 lift. These engines were not dynoed but they were incredibly better than before, and better on fuel. Another swap I have done with success for the gen 4 engines is to use 366 bus/truck heads. They are larger oval port, with semi closed chamber similar to late 60’s heads, around 102-104cc. They come with smaller valves, so I like to cut them for the standard 454 2.07/1.72. Those heads are usually free and again make a great budget street or high torque combo.
I have a 90 454 SS truck i also have a set of 396 325 hp heads will they work with tbi ?
My '91 3500 454 is jealous of these mods
Crazy, I just built this exact motor (cam and all) for my 4wd, no wonder I can light up them 40in. tires, i didn't realize it had that much power.. .awesome
I sold a bunch of left overs to a co worker, and he built the same thing too (with a performer intake though)...and it went in a truck with 36" tires and same result, lights them up at will.
Torque
what pistons did you use? looking at doing the same build, and he didnt supply the part number for the pistons
@@thedustyredneck The part number is what was stamped on top of the piston. Probe 13976 030
Did you do efi or carb?
Finally Rich ran across a peanut port 454... Very interesting 💪🏾💪🏻💪🏾💪🏻
Now please put 781 heads on it and don’t change anything else so we can see the difference between the small oval and the large oval! Love the work keep it up!
Where is the turbo peanut port motor?
Can you do a 350 tbi and 454 tbi. Keep the tbi fuel system and see what kinda of power you can squeeze out of it.
Your show is great.
I would have loved to have seen this combo with tbi. Tbi works great in trucks, pulling, offroad and such.
Thanks
Love the hybrid idea. Thanks for the testing Richard.
I just rebuilt my L19 454 this way, new pistons 9.2 : 1 comp ratio and upgraded to a Comp Magnum 215/215 110 270 hyd roller cam with 911 springs on the peanuts- it is rowdy now! Easily 500 ft lbs everywhere. Weiand intake, Holley sniper EFI instead of TBI.
What pistons did you use
Richard you’re reading my mind!!! Fixin to build this combo for my truck. Thanks again for all these great videos.
Richard thank you brother for all you do. You have proven many points with these videos. I look forward to your latest videos. Thanks again my friend 👍
I saw this on my notifications, after watching this I found my answers. Thank you Richard I just so happen to have a running Gen6 & a 1992 Gen5 running with a bad transmission. My son wants the king cab dually the 92. Well I'll fix the transmission get it running & build up the Gen6 but my son wants cubic inches so a 496 build is what he wants. I may have to convince him to go with 750 carb until he gets funding for a multiport setup. Cam will be similar to you use on the test. Great Vid!!!
I’ve read the original article about this build online several times, super impressive engine for what it is. 👍🏻
I really loved this video I own a 454ss pickup and I'm from Puerto rico. I built the motor very similarly with the exception of running a 280 isky mega cam, single plane manifold and sniper efi. It runs great and made a little over Richard holdener did. And I shipped the truck to Florida after building it and drove it all the way to Vegas where I live now.
I went full effort with a 305 TBI way back in the day. It didn't make alot of power but it did feel super healthy under my foot, really nice torque. A 5 spd and 3.73's made it so fun to drive. It would scare the passenger every time. Finally hurt a wrist pin but only after two summers hittin' it with a 100 shot about 50 times. Good days.
Did a 454SS for a friend back in the late 90s. Original ran well, had very high oil consumption. Used KB hypereutectic domed pistons, Crane "RV" cam, Edelbrock dual plane intake with Holley 750. Stock mk5 heads with 3 angle valve job and new Crane springs.
Made great power to 5000 RPM. Never dyno'd it, butt dyno felt 500 ft/lbs.
I built a motor similar to this out of a 1974 454 truck motor but used a 427 crank. I don’t know if the heads were peanut ports but they were pretty small. I used a Holley dual plane oval port intake, gasket matched the intake to the heads, left the ports alone for velocity and pocket ported them at the valve. I used a Comp cams XE268 solid lift cam and a 750 Holley vacuum secondary. It had between 9.5 and 10 to 1 compression. It was never on a dyno but I built it using a desktop dyno computer program and the numbers it gave for what I built were very close to what you ended up with on your 454. I was glad you ran this test because it was so similar to what I built it gave me a little bit of validation about what I had. I had it in a 69 Camaro with a 400 trans and a 9inch Ford rearend with 3.50 gears . That motor was pure torque from idle to at least 6 grand and was almost more fun to drive than I could stand. Thanks for doing that test.
Richard - another awesome video!! hit the spot. I have a GEN VI with flat tops, old skool '69 396 small chamber heads with race-flo valves, and the Comp X4 278H cam (.544/.564) and it is very close to this combo. EXTREMELY SNAPPY throttle response and throws down the power. Great 4x4 truck motor - Great combo.
I have a set of 345 Rec Merlin iron heads (still cheap, but yes...iron) and the original GEN VI heads. Would like to see either/both/similar to these with slightly more cam since I have an extra short block...
Awesome video Bud I've been looking for a build up like this. Thanks Richard.
I am using these heads with a tunnel ram and twin turbos , i just port matched the heads to the oval port intake tapering the ports to the bowls , ( ALLOT of CUTTING ) In a k3500 dually, and its a burnout monster, not to often to see a test like this. THANK YOU! as close to a baseline test as i can get.
Fantastic. I'm cleaning up a 454 Gen V Suburban right now, and was looking for tips. I've got it back to running perfectly stock, all sensors and distributor changed. This thing is no slouch with just a major tune. Tonawanda bow ties rule.
We Dyno tested a big block built for towing with fitech at work a while back. peanut ports, cam and intake took it to 400 horse and 500 torque
What intake did you use, and fitech model? This is the level I want to achieve for my off-road rig. Got a 1990 one ton to build from. I want efi for steep inclines. Nothing worse than stalling in the middle of a climb!
Did you use high compression pistons
Love this. I built a gen 5 489. All forged components. -18 cc pistons. I Used peanut port heads. Heads shaved to 117 cc. With marine cam. 234/244 at .050, . . . .564, .566 lift. 112 lobe separation. In my jet boat as we speak. Always wondered how much power it had. I have some brodix BB2 XTRA heads for next year.
I have a 1985 k30 with factory 454 and 4 speed. I love that you can pull the engine down to 800 rpm in 4th gear and then accelerate without even downshifting. No point to ever rev the engine above 3500 RPM it's not ALWAYS about peak horsepower. And yes I also have a 700 hp n/a big block in a different vehicle. These peanut port head do have good use in certain vehicles
i built this about 15 years ago when i was 19 out of a mercuiser motor i put it in my squarebody for towing by father guided me through it we he just said it "should be good" it shredded 36in mickey thompsons. i ruined the combination with a roller cam from a 502 crate motor still have it with a small roller in it. I love this combination. and am so excited you did this and i mean same cam and only difference was i ran the stock merc pistons and i gasket matched the heads
I have you're suggested combination in a 1990 one ton 4+4. Just judging by the list of trucks and cars that I've dusted, it definitely makes over 500 ft pounds. It also pulls my 30ft boat weighing 7500 pounds without effort. Great video.
I just bought a 1990 K3500 and will hopefully be seeing some upgrades in the future! Anything you suggest checking or looking out for, this motor was said to be replaced once and has a reman TH400 installed last year
I did something similar in 2008, to my 92, 1ton 4x4. Found the gen 5, 366 truck engine has oval ports and small chambers. Stock peanut port heads went in the scrap heap. Machined heads for larger valves and Mk4 adjustible valve train. Bowl blend to match larger seats and port match intake. Cam was very similar to yours. No dyno time, but truck pulled all the way to 5200. No more laying down around 3800. Also increased mileage from 9-10mpg to 12-14.
Thats pretty good, those darn peanut port 454s are everywere but i always looked at them as somethng need a head upgread to use. Nice test
I've been waiting to see this!!! I wanna swap out the 305 in my 82 scottsdale custom deluxe for a 454 to make a torque beast with some good gears and 33's.
I think this test is relevant, in my opinion. I’ve got two sets of these boat anchors in my shop. If I didn’t have a better set of iron oval port heads on hand, I would use a set on a new engine because I’m cheap and I have them to use. Thank you for your work.
Richard i love a big block tks for the gr8 content
Having a Generation 6 454 for the last 22 years in my 1998 K2500 Chevrolet Suburban is nice. Not many years ago I didn’t know that I owned such a beast. I will never sell it now. Although it’s not the greatest engine car combination I have owned, it certainly is worth keeping. Some of my earlier cars that I have owned & have kicked myself for letting go: 1969 Mustang Mach 1 with a 427 Ford factory tunnel port that I bought in 1974 for $1100, a 1967 Mercury Cougar with a 390 & C6, & my favorite, my very first car, a 1960 Chevy Biscayne with a 292 inline 6 & 3 on the column.
I had to rebuild one back around 2002. Since it was going back into a stock truck I just needed it to work so I wanted to retain the TBI. When discussing what to do with engine, I asked the machinist what could be done to increase the power. He did some digging and found a stroker crank for it. Back then high flow heads where very pricey and there really weren't any that worked well with the TBI setup without spending BOOKOO bucks so I was all in on the stroked monster. After the bore and stroke mod it ended up being in the ball park of around 504 ci. I now have that motor sitting on a stand waiting to go into a 72 GMC 1500. It has an upgraded Comp cam and an AIR GAP Edlebrock intake. I was going to get some aftermarket heads for it but now with the kung flu here money kinda dried up so I'm just gonna stick with the stock heads for now and see what happens.
Before I even watch the full video, I'm going to say that peanut Port heads are highly underrated
Especially for us guys towing our race cars with them
The beauty of the TBI454 for towing was the torque production from 1500-2500rpm, which was the sweet spot towing with my 93K2500 suburban, open trailer, and race car. It would pull like mad at lower rpm in OD, which was the sweet spot from 45-65mph. I towed with it for 15 years, and much of that in OD and below 60mph.
From a comment I made awhile back about getting a loaded cattle trailer or a loaded hay trailer out of a field, this 454 is what would get your 3500 moving and out on the gravel road. I know those pistons aren't cheap but once you spent the money I'd think the engine would pay you back in durability. Another great video sir. Thank you sir.
you don't need the pistons
Richard another great video! I'd love to see the video that you suggested but what I'd love to see even more (possibly on Engine Masters?) is a test of the Engine Quest iron heads. They are really cheap and have pretty darn good advertised flow numbers
I love this push the peanuts stuff!
Richard could you comment on the match/mismatch of the intake manifold and ports?
I'd love a test of pocket ported and intake matched peanuts.
good video liked the low end torque build.real world street driving combo.
Love the high torque.
smaller port= higher velocity mix, great for swirl action and economy applications. Thanks Richard for the upload 👍
I don't know John N some how 454 and economy don't seem to fit LOL
@@mrelectron6220 Truth to word on this for sure, but there are approaches to "lessen" the pain, lol
@@mrelectron6220I'd bet you could get some pretty good numbers out of this beast put a 6l80 behind it with 3.00 gears lean out way out on cruise
@@austindoud273 Yep. When you compare a Big Block to a Small Block in a heavy vehicle, the big block actually gets better mpgs than the Small Block.
I had a gen6 454 that I dropped into a K10.
Edelbrock Performer 2.0 intake, Mercruiser 454 take out boat cam from Competition Products (There used to be titled as "B1" take outs from brand new boat motors... costs $35), 454 H.O. valve springs, comp rotor eliminator shims under the valve springs, upgraded timing chain + cover.
Truck only made it across town before it blew the oil cooler line and locked up solid.
No idea what power it made, but it would light up 38x 14 wide tires in the rain super easy.
Been keeping my eyes open for another one on and off for about a year with no luck yet.
Very handy video for my budget square body build.
Gotta free complete Gen V and free Mark IV oval port heads. Hadn't pulled it apart to see how tiny those ports are. Ooft! Definitely gonna change those out to the older gen heads (w/ right gaskets), race valve job, port the heads, dome pistons and a cam... maybe 545-565hp range till I build a bigger, better setup. Will be decent for the price though.
Mine was a flat top 454 except I used a set of old school 70 model closed chamber large ovals with steel shim head gaskets it runs pretty good melts the tires. I plan on installing a 150 shot of NOS‼
Great video I have a boat with two gen 4 Motors that need freshening up I think this is the way I will go
Cool Test. I run a MK IV 454, .030" with bowl ported PP heads (minor intake port porting), bigger valves, ZZ454 roller cam, Morel lifters, Erson roller rockers, balanced to under 1 gram, and Edelbrock Pro Flo 4 fuel injection. In my 80's pickup, its alot of fun, serious torque down low. I'm still learning tuning on the EFI, but its a great combo for a "normal" street engine.
I am considering something similar, which Pro-Flo system did you get? I don’t think they make a peanut port kit, just rectangular and oval
@@carlcochrane2030 I just bought the oval port kit Pro Flo 4. I have the inlet of the head opened up some, but still not a full oval. I think you'd cut the roof out of the port if I remember correctly trying to. For what I do I doubt the mismatch is really hurting anything. I have seen rec and oval port intakes tested on oval heads and surprisingly no loss on the dyno. Crazy to think that wouldn't cause an issue. Maybe another good test for @Richard Holdener to try...is port mis match really something to worry about for the average guy? I personally think not in most cases.
Good Video. I agree that head replacement way to go.
I like this combo, it’s make a great driver in my C20. I’m with you though, I’d probably go with better heads to begin with. I learned my lesson on a 403 Olds build a few years ago to replace the wheezy 307 in my gbody cutlass. Rebuilt stock bottom end (dished pistons) but with early 70’s high compression heads, they were fitted with W31 bigger valves and blended. It ran ok, but not near brutal enough. Ultimately, I wish I had gone with flat tops and BBO heads because they flow so much more than the SBO heads do.
The power and torque numbers are close to the stock L83 test you did. Crazy!
DROP. EVERYTHING. NOW.
watch.
YES
Agreed. Done. Did.
Do all of that stuff, and he’ll keep testing 😎
@@richardholdener1727 So the 1970 Chevelle LS6 was rated at 450hp.. the Mac Daddy of Factory 454 factory power to many. You need 10 to 20 more HP with these Peanuts..Ricardo...To take down the mighty LS6 with Peanut power... That's a magazine cover headline. Wrong Cam? I'm saying yes..wrong cam. Give it more beans in this config .. tweak it.
c0c0asauce : I took your advice. I get a new screen for my cell phone next week. Props to you all.
I actually set my engine up off of this engine combo, you did an article about it a few years ago. Hopefully the 268H will flow enough for the 320cc Brodix Dragonslayer heads. Trailer towing power is what I'm after.
@@Future-Preps35 amen
imo the ports are not too big. the trick is a short duration cam. Ask Comp Cams, and I think a 212/230 duration 113 LSA cam will work better with your heads. The Brodix flow 340 cfm at 0.500" lift! It'll make a ton of torque. It needs a lot of help on the exhaust though.
if you dont have a high static compression, try advancing the cam 4 degrees.
Hey Richard, I did all that stuff for my rv on a gen 5, ported peanut heads with maxed out valves and one more step up on the cam shaft. I just need to improve the intake and exhaust manifolds. I'm looking to put an allison transmission behind it.
I did a gen 4 454 with 820 big oval closed chamber heads, comp 268-10 flat tappet cam and Fitech fuel injection in my 47 Chevy 3100. 9.5:1 compression
Excellent! I have an '80 K5 Blazer that I put a Gen V 454 in. It's all stock and I retained the throttle body. But it's excellent to see that I could upgrade it for some more power. I'm thinking about adapting the throttle body onto a better dual plane so I could upgrade the heads maybe using a 2 to 4bbl adapter. I like the F.I. on my 4X4. I know Edelbrock sells a Performer TBI but it is cast to match the peanut ports and it's really expensive. I also thought about swapping on a set of 100cc Edelbrock aluminum heads to raise my compression. Cool to see a Gen V run and the peanut ports actually performed way better than I expected. I wonder what kind of cfm they flow at lower lifts like the cam you used?
My combination is a stock cast crank cast pistons 2 bolt main gen IV. Up grades include ARP studs on the mains, ARP rod bolts, Oval port closed chamber heads ported with 2.19 intakes 1.7 exhaust, installed with steel shim gaskets, comp. ratio about 9:1 Cam is 224-234 @.050 on 114 LSA cam lift .311-.325 with 1.8 roller rockers. Weiand stealth duel plane intake, 750 holley HP, long tube headers 2" primaries, 3" exhaust. Transmission is NP440 MY6 3 speed with OD. Rear end is 10 bolt posi with 3.08 gears. 1st gear is 3.09, combined with the 3.08 rear gives 9.5 final first gear ratio. Don't know the torque and hp but in 2nd gear it pulls like crazy to 5500rpm, It's a smooth running engine and lots of fun. Thanks all the best.
I did a set of peanut port heads with 2.25'' intakes and 1.88'' exhaust valves for a jet boat. 10:1 454'' with a hydraulic roller. It got up on the hull real fast and was quite quick. It was a jet so it didn't mph. Torquie for a small motor.
Which pistons did you use? Run on pump gas?
Nice work. I want this for my boat.
For decades we used the 268H in pick-up engines. We thought it was a good cam because we didn't understand how bad the stock cams were. At 5200' of altitude, the 110 lobe centers seemed to help with anemic cylinder pressures.
I did something similar for my truck motor. I used a gen 5 motor and just added a stroker assembly. It cost me about $800 more tonl go with a stroker kit vs just using the original parts and buying new pistons and rings. I think that is compared to forged pistons ans hypereutectics also. This was considerably cheaper than buying the afr 265 heads i want, which i can always do later.
My peak tq and hp was 555 and 442 respectively. Our test was performed with a mechanical pump and an engine temp of 190. Also i used just a regular edelbrock performer with the smaller runners runners. My cam was a hydraulic roller with 212/218 at .050(should have went bigger), but i think advertised duration was about the same.I suppose with these things we lost around 20 torque and horsepower. My tq numbers below 3500 rpm were about 25 more than yours.
96.9k holy poop dude that's awesome so close to that 100k mark 🐿
Richard you are king among men
I'm putting Trick Flow topend set up for these engines on the 454 in my 88 Chevy Dually when the time comes in the far distant future.
Just watched the L98 test right before this and the TPI made 494 ft.-lbs. with a 350 and the stock? cam and probably burned less fuel doing it. Now if somebody made a TPI for a big block and peanut ports that would be a killer app. Super truck engine.
I love budget builds!
Love your Teat Richard! I would love to see a test on ring gap and how wide the gap has to be before you lose power
Love it! I'm addicted!
That motor still makes good power. I wouldn't down a guy for this set up.
Go out and have fun at the end of the day.
I have a 90 duelly and the timing gear blew up (plastic gear). So I put a set of edelbrock heads and their can in it, it made a noticable power difference but not alot. So bought a hyper chip and installed it, very small change in performance. So in my opinion I think the throttle body isn't giving it enough air. So I think going more compression was a smart choice, now I'm anticipating going to a carburetor or aftermarket fuel injection.
I've done something similar except I put 69 large ovals with 2.19 & 1.88 valves. Mildly ported on Gen V freshened up stock shortblock. With Comp. Cams 292 Magnum. Ran very well on Premium pump gas.
I like it, the peanut port combo you made was similar to the HT454 Chevy sold except for the cam. My 68 impala would love that combo, I can smell the rubber smoke now. David Vizard write a lot about the peanut port torque potential, and you proved it out. I also like the GEN6 head idea, cant wait to see a test on that too. I want to build both, just because. I also want to buy everything I see in the junkyard. Also try this with 402bb.
I would love to see this done with a HO 502 or better yet a zz502 and see if there is easy room for more with a cam upgrade. Then look at heads or other options to only increase HP and torque without giving up the great low end power.
I love this test! I have Gen 4 454, very similar combination! .030 overbore... Summit k1301 cam. 218 / 238 at .050. With 20cc Speed Pro Dome Pistons. Only I used 781 big oval Port cast-iron heads. Aluminum dual-plane Intake. With mid-length stainless exhaust headers. Everything else being stock. I was curious what the horsepower rating was from my setup. Other than cylinder heads yours is very close to mine! My goal was to build a good Cruiser. Gas mileage being very important while still yet trying to achieve a realistic 5400 RPM Power Band limit. I really like this test because it is real world Cruiser engine while still trying to squeeze maximum power. Sadly most test like this are overlook for roller cams and big cubic inches. Unrealistic in my world. Thank YOU for building something relatable to me. My only question is, where would you recommend starting at the Jets size for my 750 vacuum secondary holley????
I've used a gen 5 with gen 6 heads in my c10 with a very mild cam and it was very fun with a set of drag radials
Wat head gasket and vave spring mods i have gen 5 block and gen 6 heads plan on running a comp hyd non roller
I want to run gen v heads on a gen 6 block for my calif smog legal suburban rebuild.
@@leekazan556 the gen 6 is a better head and should be more efficient
What head gasket do I use to put the gen 6 head on a gen 5
I have watched this video 6 times and wrote down everything to put a Gen 5 together I do have the gen-6 heads to run with the flat tops and just ordered the xe268 cam kit with springs . To go in my 82 long bed chevy on 38.5 in bogger an 4.10 gears
all that power came from that nice paint job
Street driven big blocks really benefit from higher velocity air-fuel mixtures. Peanut ports will dominate below 4500 rpm but, run up against the wall above that point. It's possible to raise the power band with some work and a good combo.
For my small Blocks I love the Ford Cleveland's power but for my Big Blocks the 454 and 460 are badass
I'd like to see this same cam/motor combo with 781 heads or the 049 heads that alot of guys look for to get cheap performance upgrade. Lots of stuff out there on the internet on how 781 heads add performance.
Keep the forged pistons keep the cam keep the peanut ports and put on a little 174 weiand roots blower on it. Torque thru the roof @ 1500 . Also 500 horse. Remember for the street those peanut ports have amazing throttle response.
I like the peanut port concept. It's the results that are in question. Have you ever tried epoxy filled ports to improve velocity? I know it's vogue now, but for a decade the best friend of the 5v Yamaha racer was a bucket of devcon.
I built a gen V with 10.22:1 .030 over domes ported the heads with the same cam and spring etc you used the intake is an Edelbrock performer 2.0 with a Holley 750 vacuum secondary carb I haven’t fired it up yet.
"torque wins races, horsepower sells cars" - Carroll Shelby
Horsepower wins races. Horsepower is a function of torque and work that is being accomplished.
TwoLotus2 : Watt watt watt? Horsepower doesnt exist. Its a dependent entity which is a function of measured twisting force with a speed factor. Like the so called existince of centripedal force, which simarly is a.slang term for Newtons laws.But its awfully hard to communicate with the public and preachers and physicists if you say you dont believe in things they have defined. Ai doesnt exist either. Its a name for something invented by others....probably me...
As long as you have the right gears, horsepower wins.
Anybody that says torque wins races is slow.......
TunerDad TunerDad : Correct idefintley. The slowest speed that wins a race, still wins. It took me 23 minutes to respond. You could have lapped Nurimburgring in that time with a Holdener Moddified Trabant. CS was a master of winning, slowly. Thanks for your statement. True, but for a different reason.
Turbocharger/Supercharger + aluminium oval heads IS ALWAYS THE ANSWER for the BBC. 👌😎
I honestly thought you were going to suggest turbocharging this beast. 😁
I'd like to see a test where you take a long runner intake (do you have one of your fabbed ones for the BBC?) and move the injectors near the top to see if you can get as much power with PFI as you can with a carb. That would give your PFI motor the best chance at charge cooling.
Great video!
I had the best luck swapping on very small closed chamber oval port heads that we milled, installed hardened valve seats, and 2.125"/1.725" stainless valves in. You can get the chambers down to 92cc. With a good aluminum intake, 750 Q-Jet, a 218/218/110 cam in at 106, and a decent set of Camaro headers, you have a killer engine for a tow vehicle.
Never liked the open chamber peanut port heads, no compression on a flat top 454. We found them to need compression more than anything.
I love this kind of real world testing. By real world I mean stuff the average guy can afford. Aftermarket heads are not always in the budget for most that wanna make power.
Hey Richard! Long time listener, first time caller.
I have(almost)this exact build! I have a 1990 Chevrolet C1500 SS 454. I have a GEN 5 flat tappet engine with factory peanut port heads. My engine is .030 over with dome Hypertectic pistons(H426CP) and Speed-Pro RV cam(CS-1029R) .459 lift by 288/298. 1200-3800 power band. I have the factory TBI and factory ignition system. Long tube headers and not cat. 700R4 trans and factory 373 gears. The truck has plenty of power for a daily driver. I’m very curious to see some of these tests retaining the factory TBI. I have no idea what the torque or HP is on my setup. I do love the reliability and drivability of the TBI, despite it power output shortcomings. I do plan on upgrading the factory intake to an airgap style aftermarket and still retain the TBI. Curious what that is going to do. Great video thanks!
Low RPM torque always great. Why I drive diesel. I'd like to see some Kaase heads on a BBF.
Love the big block stuff man! How about a GM 8.1? I’m building a mercruiser one for my boat and a standard one for my truck, I would love some of your info before I assemble these motors
yes
I'm building my 454 very similar to this, except I'll be running a roller cam instead - I want a 454 that's huge in torque for my van that I use to travel and cruise with, but she weighs around 6500# and the slightly modified 350 isn't really doing what I wanted it to do after I put it together... I do like the idea of running the 'Vortec' Gen 6 heads on the Gen 5 for more compression without the possible valve clearance issues that you'd have with a domed piston...
I'd just stick with the Gen6 if I found both in a wrecking yard. Now if I already had a Gen5, then maybe just throw the cheap Gen6 heads on. I currently have 2 Gen6 BBCs. I bought some 100cc Performer RPM heads with a performer RPM roller cam, stock lifters, holley high-rise intake and 825 Carb and headers. Makes 580hp and hauls the groceries in my 69 Vette!
We need a drinking game for everytime Richard says peanut port heads. Not responsible if someone dies.
Weed em out!
I have a gen v 454 in a 92 c3500 with a set of closed chambered 396 heads, works good in the truck. This will be the 3rd camshaft this block has worn the same lobes on, I think the lifter bores are off. Time to go roller but the one I have is kinda rowdy, guess it will get a little stall while I'm at it. But the bump in compression helped the power above 3,000 so much, I think the vortec heads might be a better choice as they will flow better @ the valves but it will never see 5,600rpm in this truck so it's not to bad. Keep the data coming!
I have done the 1999 454 Gen 6 L29 stock peanut port heads no muss no fuss simply;
pull all the junk injection off, add a single plane rectangle port, a q-jet, the biggest exhaust possible, Mallory Distributor with the soft gold springs, toss in a bunch of timing by hanging out over the hood while pulling a hill and enjoy at least 70 more Horse power. Makes my 11,000 pound 16' cube truck Haul ass!
1999 Gen doesn't have peanut ports and why a single plane-what about a cam?
@@richardholdener1727 This all happened way before you were born so, Dude, don't even worry about it.
I'm using the same setup with a holley avenger 500-400, and it brought up the power big time... I want to do the 6 gen heads with a 280 isky cam... i wonder how much power that would make....🤘
I built an engine similar to this for my brothers '70 Malibu. Gen IV 454 +.060 w/30 cc dome hypereutectic pistons, cast crank, stock rods w/ARP bolts, 122 cc chamber '781' large val port heads, Comp XE268H cam, Edelbrock Performer RPM intake with a Holley 750 carb. His car is a tire frying beast on the street. He doesn't take it to the track, he just plays with it on the streets.
what car and rear gears ? ive got similar but 270h comp mag cam that will go into an 85 Monte ss
@@johnnyboyssite - The engine went in my brothers '70 Malibu. The transmission was the original TH-350 that was rebuilt and had a performance shift kit put in it. The rear end is the stock 10 bolt rear end with what I'm assuming has 3.07 gears. His car originally was a 350 2 bbl car. Because he doesn't race the car, the rear end still lives but he plans to upgrade it in the future. He's owned the car since 1982. The 454 has been in the car since 2018.
MrIgor1955 nice
Now you need a "rising boost curve".
Did you say turbo
@@austindoud273 That would be good but I am thinking with boost controller to increase boost after the torque peak.... Stump pulling on the bottom to high power at 5500.