The amount of research and time you’ve spent on these videos is insane. They are literally a bench mark for anyone who’s seeking to build any v8 engine at this point and you should have over 1,000,000 subscribers.
It's crazy to me he isn't up there too. I've been here since around 5k. So many people talk crap about him, because it's all engine dyno numbers and "doesn't correlate to real world power" smfh. Um ALL manufacturers report HP from engine dyno numbers. He himself admits numbers and curves will be different in the vehicle. BUT they will be extremely similar, and the info you gain from his videos is ALL gold. He literally has done all the work for almost every possible combo we could want to put together, and people still complain 🤯
@@HeyItsCeeJay dynos are the real deal the only ones claiming they aren’t like that “other guy” who makes videos and claims his 318’s make power have NOTHING to show for it up to current. They are only on here to get subscribers and make money, a 200k salary a year wouldn’t cover the amount of hours Richard puts into his work.
Just got a gen 4 496 from my dad that’s been already machined and such. Now to find some heads and get this bad boy going. Thank you for all the good info
The 496 Stroker is the Big Block version of the SB 383 Stroker. Its magic is more power everywhere and in a stock block saving us thousands of dollars. Thumbs UP!
We built a long rod 468 13.1 with Canfield 310s, Sniper Jr intake, 1150 dominator. I forget the cam specs but it was .748 lift on a 112.. in a 3650 lb car ran 8 90 with a 200 shot. 468s can definitely make power if there pieced together right.
Reality check- bigger displacement always has more potential than smaller displacement, specifically with boost. The downfalls of a large displacement is gas mileage and weight when compared to small displacement. It all depends on the application and what you're trying to ultimately achieve.
Just stumbled on this video while looking around to see which direction I’ll be building my 454. You made me decide on a 496 stroker. I’ve got a ‘66 Chevelle SS that has the matching block in it, runs great but I want a hot rod toying around engine that I won’t be worried about if I crack the block for some reason. I wanted to go all out with aftermarket bigger heads and etc but I still wanted to keep my stock hood with bigger heads and high rise intake, I wouldn’t have the clearance. To be able to get 600hp from the stroker 496 and stock ported heads is what made up my mind. I can keep my factory hood but still make north of 575 hp. Thanks for all the info!
Beyond words to describe Richards sick attention to details, mind you that compliment comes from a Virgo which rarely compliment underimpressive preople.Any potential question is already answered.Thank you for giving us the knowledge how to build our own cheap junkyard versions into almost a good crate engine from assembly shops which are 5 figures nowadays for a good 454, given a better set of bearings, maybe rods. 😉
Was spinning the center crank bearings with cast crank 468 twice! Scat 496 crank solved the bearing problem! Broke a oil pump shaft/saw the 0 oil pressure. Shut it off threw the traps. No damage. Got real lucky with the Scat steel. 496 more streatable too!
Used a GM 454 to build a 468 with a solid roller but rovel heads and a dual plane rpm performer with a 150 shot. Pushed the 67 camaro into the 9's once I got full 12" slicks with the 3.73 gears AND road raced it the next day swapping tires n wheels and adjusting the shocks and would finish top 3 in the advanced class as seen on YT years ago.
Richard your Awesome you and Engine Masters are my engine shows. I’ve seen you on there as well. And we all know You can never see to many dyno tests !!! Please keep up the awesome work
@@theone861 he means just the crankshaft. I know that its expensive to do all this stuff. Heres a quote that'll always sum it up for me. "It just kinda happen man, a piece from here and a piece from there." Thats how a close family friend of ours built a 7 second Camaro with a 572 big block and a 650 shot of nitrous. He did it piece by piece and thats how my dad and I are doing it now. It takes a while but the end is so worth it
We really love the fact that you are suggesting porting the factory heads and porting th ed dual plane manifold. When the porting is dont right you can pick up tremendous power gains and also save some money. This was a good video. 👍
Great info Richard but that's a small cam for a 468 Big Block... many of LS engines run cams in the 600+ lifts all day so I can imagine how much power it could of made with more lift for the 468 💪🏻💪🏻💪🏻💪🏾💪🏾💪🏾
Going back through your catalog Richard. It reminds me of when Freiburger did the Blueprint Engines 598 short block with the GMPP 454 HO CAM and iron heads.
Just like holdener said, if youre doing rods and pistons go ahead and stroke it. theres no clearancing needed for the extra .250 stroke and the square bore/stroke config makes very broad torque curve. I had a 6000lb dually with a 5 speed. built a 496 with ls firing order roller wide lsa cam, 345cc cnc head, 9.3:1 CR using Mahle dishtops. Holley efi and mercruiser medium lenth runner intake. That NA 6000 lb dually accelerated harder my 2600lb ss supercharged cobalt at 18psi. God it sounded great too.
Ya I have a 460 I love to put better pistons in it but because of time and money. I'm thinking of doing is thinner head gasket to bump up the compression ratio. And port matching. I read that if you put a bigger intake valve in it and a duel plain intake you bump up the HP. Not sure how much.
@@davidvonanderseck8649 I had a stock 460 that I had in a 76 f150. I put a set of refreshed 429 D0VE cast heads on it and dual plane intake. Dual energy crane cam set at 2 degrees advanced. (I always install every cam 2 defrees advanced, makes it pull harder low-mid) 1.7 rockers. Springs to match the cam. I remember when I took the stock heads off, you could feel a ridge on the tops of the cyls's lol, but I put it together cause that was my budget. That truck was fun after that! It burned tires all over the place and had a nice noticeable lope in the idle and it pinged through the headers. It doesn't take much to wake up a 460, a big hint is use a timing chain set from 69-70 429-460 not the later ones. The later timing sets had 8 degrees retarded cam timing built into where the crank keyway is machined for the smog Era. Just my humble .02
@@davidvonanderseck8649 the front mains get fed oil pressure last, you'll see alot of 460's with f'd main bearings because of this. Take out a gallery plug above the oil filter and make up a small hyd hose and feed direct pump pressure into the front main, this will help it live longer in Holy shit mode. Just my humble .02
Thank You Very Very Much for all the Testing Results Information that You do and share with us!!! I Really do appreciate You Sir!!! May the Good Lord continue to Bless You!!!💯🙏🙏🙏
I ran both of these combinations years ago around 1982 in a NHRA Super Gas car I had. Car was 3,000 pounds with me in it. Same heads , same cam , same every thing except one was a 468 then I used the same block and converted it to a 496 which the only difference was the 1/4” longer stroke. I had no dyno but I can tell you the difference in how my car performed. We only ran 1/4 mile back in those days so times and speeds were in the 1/4 mile. With the 468 I ran a best of 9.45 at 144.00 MPH. The 496 it ran a best of 9.12 at 148+ MPH. So over 3 tenths of a second and gained over 4 MPH which is a healthy gain. The real difference was the torque leaving the starting line. I had a nice set up chassis and the extra power and torque made the chassis work even better. I felt had I back off the rend end gear 4.88 to a 4.56 with the 496 it may of helped on MPH even more. It was maxed on RPM for that long stroke steel rod engine before the finish line. It was pushing 7,800 RPM’s and it didn’t produce any more power after about 7,400. I loved the 496. It was very dependable obviously had more than enough power for the Super Gas 9.90 class. Heads were just stock LS7 open chamber heads and had a weird intake. Two bolt main block. Crane R274 which I don’t remember the specs it’s been 42 years ago but I believe it was .727 intake a little less on the exhaust. Crane still makes that same cam. I believe it’s 110 lobe center. No nitrous in those days. Back then if NHRA caught even a bracket car with nitrous you were banned from any of their sanctioned tracks. My family now builds some of the countries fastest Pro Mod and Street Outlaws No Prep King engines. We’re on 3rd generation of engine builders and drivers.
My similar 496 build, on pump gas, had the same power curves as yours. However, I used Brodix Xtra O oval port heads w/10.5:1 static compression and made about 15+ more horsepower and 20 more ft-lbs of torque. I used a prototype oval intake(velocity) with an older 2 circuit 1050 dominator and headers with 2.125 INNER diameter tubes. That size difference does show up on the dyno. I used an algorithm I've been refining. I ported the heads and intake myself. NOW, the next stock block vintage build will have a tunnel ram with 2 worked 750cfms HPs I will try the 1050 Doms but the math doesn't really work out. I'm hoping I can make 800+ on street gas. If I take the time to really LAMBDA tune each hole, maybe? I tried a few different heads for this set-up. The Big oval ports on the Brodix heads worked the best. I think 825 with E-85? The next question...Can a stock block 496, with the right pistons and rods be turboed or Procharged to double the HP?? I saw a similar stock block 496 with a Weiand6(8?)71 Supercharger running 8 psi run all year without a problem. I since have switched to Dart and Brodix alum blocks. I'll tell you what, you have to cut your teeth on all the stk block stuff to really learn what works and what doesn't.
Nice test! Really great comparisons...and wow did that 496 produce. 👍🏼 I opted for a 0.030” over 454 and an 88mm turbo in my FFR ‘35 pickup. All my buddies were saying why not build a 496...I says why?.....and then I took a couple of them for a ride!! Funny how having the crap scared out of them changes their tune 😁
I was originally looking at turboing my firebird but with how strict street laws are in Aus about big tyred , caged and braced cars I've decided to go naturally aspirated. The big Pontiac builders in us told me they'd not reccomend a 4.5" stroke with boost as the extra pressure at TDC and rod ratio. They said a forged/billet 400+ over bore would probably be best for reliability or 455 + overbore at most. So may have saved yourself some long term issues!
So I have the mark iv style that I daily drive in my 78 c30. Thank you for posting the info helps with my plan to rebuild and modernize the big block.modern heads and a modern grind cam will go a long way.
Back in the day myself and my business partner were the vanguard of the first year for the new NHRA Super Comp class. We raced an altered with both a 468 BBC and a 496 BBC. However we came by these displacements by unconventional means. We started with a 427 tall-deck truck block and forged crank. Then we bored the cylinders .125" over. aluminum rods .600" long. Filled the block with epoxy. The 496 was the same block except it had the LS-6 forged crank. We spun the 468 to 8500 rpm and the 496 to 8200 rpm. Single Holley Dominator. 1700 lb. car without driver, would run 7.50's at 1000 ft. alt. with no restrictions, 180+ mph
@@aaronvinegar8963 Hi Aaron: Jeez, apparently the left hand doesn't know what the right hand is typing. I meant to say a forged 454 crank. Back then there wasn't even an LS engines.
@@aaronvinegar8963 that was a good catch. Be interesting to see how close an LS crank would be uh? Of all the BB engines we built to race Super Comp the one that I like the best was the tall deck truck block punched out to 4.376" with .600" long rods and a 427 crank. Totally wicked.
@@lencac7952 1970 LS6 Forged crank is a 4" stroke crank, I recently built a 489 with a Scat forged 4.25 stroke crank, Manley forged H beam 6.385 rods, forged Racetec 22.7 dome pistons for 10.8 comp. and a small @ .050 .231/.239 hyd roller cam, 590 hp/600 tq
Rich, check out the Performance engine rebuilding BBC build series, he gets 625 hp from a 468 with STOCK oval port heads but yes VERY well ported. He even uses stock rods, crank and modded balancer, naturally its all balanced and also he does lots of crank lightening w 'tricks', he used the cast heads just to show it can be done but good castings are getting hard to find due to 'average' at best castings with bad port castings. He ran 10.5 in a late 60's Chevelle with 456 gears and a turbo 350
@@trailerparkcryptoking5213 REGARDLESS THEY ARE STOCK 'EXTERNALLY'/ OE/CAST NOT AFTERMARKET AL, BTW 'FACTORY' HEADS ARENT PORTED EITHER BUT THANKS FOR LETTING ME KNOW PORTED IS DIFFERENT FROM STOCK
The only bummer about old big blocks is that one's limited in to what they'll fit it -- cars from the '60s and '70s and full-size trucks. When I was a kid, some were stuffing these into the smaller Caprices and Malibus but exhaust header fitment and heat was a beast melting suspension bushings and other stuff. Plus, a cowl hood was a must. It's why the LS is what it is. But those big rocker covers on a BBC are just so manly.
I’ve Got 2 gen V BB One out of an very low mileage 89 3/4 ton suburban & Other one is a crate motor someone put in a 94 1 ton right before the trans quit so it ended up in the wrecking yard as well! thank you very much! I also have heads from a blown Gen 6 motor My goal is to build the most bang for the least buck on one of the BB 1st. & put that in my jeep, then save my money and build myself a nasty 496 BB
Hey Rich Here are two ideas for tests that would be cool to see in the N/A BBC section. Four pattern cam vs two pattern cam, running both dual plane and single plane. Would also be cool with a test showing the effect of only increasing lift. Run the 540 or 565 with the following two cams 292/298 Adv. 242/248. 540/560 lift. 114 LSA 292/298 Adv. 242/248. 650/670 lift. 114 LSA Both with hydraulic roller lobe profiles, but use solid lifters to eliminate variables, and run a head like the current AFR 315 CNC or 300 Oval heads with both a dual and single plane. I suspect that it would be a pretty killer combo. But it would be fun to see a video that specifically details the effect off increasing lift.
I did a very similar build with 461ci and 049. With the trick flow cam kit. I duplicated the same numbers as the GM crate motor of similar components for half the price. Then i did my first 6.0 l.s. . It woukd be interesting to see you over lay the stock headed 468 to a 6.0. I think people would be supprised who gets more power!!!!
My 470 with Brodix heads, 850 carb, a similar solid flat tappet cam (not a Roller), and 10.7 CR (pump gas) makes 660 HP. It peaks at 7000. Almost the same numbers he gets. Pretty cool. Follow his directions and have fun.
@@ekitching I don't have the invoice, but, they are the rectangular port that will bolt to stock intake, and exhaust manifolds. I believe they have 2.24 Int and 2.00 ex valves. It's 10.7 CR with flat JE pistons. D shaped exhaust ports.
When are you going to do a similar test with big block Mopars? I'd like to see a 451 (.030 over 400 block, .050 over 440 block, 3.75 stroke), vs. 496 (.030 440 block, 4.15 stroke), both with Trick Flow heads (240 or 270cc versions) and intakes and a medium sized hydraulic roller (around 236/244, .600/.600).
The 496 with factory heads is really impressive. I know those heads will flow 330+cfm but unless you're vaulting the valves into the stratosphere they don't usually make huge power. I always wanted to do a procharged 496 with a tunnel ram and 265s. I have come to realise there really isn't a downside to bigger heads and how expensive it gets to book 1000ftlbs to slicks.
@@richardholdener1727 You're not kidding about that! Trying to build a stick turbo BBF Fox body, and the damn transmission is probably the most expensive part! Really need to find a cheap used Jerico(...so that we can break it cuz it was probably beat and have to double the cost to get it completely rebuilt... ...cuz it's expensive being cheap!) lol But, on the upside, race 4-speeds are typically pretty bulletproof, we're working a LOT on clutch management to minimize shock loads, and we don't have to worry about any of that dumb auto stuff like "don't burn me down bro!"...
I did just that a 496 with 265cc AFRs and a F1A-94 procharger with an oval port street tunnel ram converted to sequential MPI home brew and we made a top with a 102mm tb at the back....hybrid hyd roller cam/pressure fed solid rollers...drove like a dream with the 4l80e and lock up Richard is right it was absolutely brutal even on 11psi with a slow 4.75 pulley.... Dropped back to a 468 on purpose to let the power train and me live....
Hey Eric a few months back I messaged you and told you the combo I had on my 427 big block it's 60 over with afr 265 oval ports a Howard's hydraulic roller that is 235x241 with 618 lift with a 108 lsa I told you I hoped it would make 550 hp you told me I was shy on cam shaft you didn't think it would make that well I'm a happy man today was dyno day and it made 643 hp and 591 to. With 32 degrees of timing it made more then the 468 my friend said he has never had a 427 on his dyno make that much power. And he been in business over 40 years. I love it my street car is going to be so sweet.
@@richardholdener1727 yes it did al pitre race engines In Louisiana I'm going to be there tomorrow I'm going to film it I would have been happy with 550 hp but 643 is just crazy
502 vs. 496? You don't hear much about the 502, but I bet that big bore motor would really be a monster. Be an interesting comparison. I worry about accelerated bore wear with the low rod/stroke ratio in the 496.
the power curves will be similar in peak output, but the 502 peak will happen later and the 502 torque curve will not be as wide as the 496. if you have more bore than stroke the combo prefers higher rpm, if its square the combo has very broad torque curve. doesnt matter if its a lawn mower or a v12.
My 8.8:1 compression home built 496 (built for adders) on motor rolls RIGHT with my buddy’s 9.5:1 compression crate 502, both in full size trucks! I’ll stick with 496 unless I decide to jump to the next stroker, 565 😎
I really wonder how much more power the correct size AFR heads for the 496 would have made vs the edelbrock heads. From what I’ve seen edelbrock heads don’t make the same kind of power as afr, dart, trickflow etc
I have stroked everything. 496bb, 6.0 to 418, ls3 to 427cid and destroked a 74 vette using a 400sb and a 350 crank for high rpm. All these engines with stock rockers good for 7200 rpm except the ls3 427 is going to 7600 rpm's with shaft rockers and a 0 lash setup.
Would be cool to see a back to back comparison to a bbc and a bbf or a sbc and a sbf with similar compression test stock then swap to aftermarket comparable heads and intakes and see which one gains more.
Wish you would have shown the 468 with the nice heads vs the 496 with the stock heads. Is the cost even comparable? Maybe time for me to run some #s.($)
Ever done anything with a Vortec 8100? I've got one in a Burban and I used to see them in boats all the time. They are weird, like a love child between a gen 3 cathedral port LS and a gen 6 big block. I'd be curious to see if that 496 is worth the time
I got one in my 2002 GMC Sierra 2500hd...thing hauls butt lol I asked if he would he said he would love to maybe in the future, I’m waiting with bated breath🤞🏼😁
@@root6667the 8.1 is the 496 you could get from GM in trucks and medium duty. It doesn't share much with the gen 6 big blocks, which is what is in this video. The 496 in this video is a custom gen 6 big block.
Hello sir. Loving your videos. I'm learning so much, thank you. I currently have a 468 in a 1970 Camaro. I'm really considering the 496 upgrade and aluminum heads also. The block is a gen IV. Will that still be a good combo? Thank you.
Very nice! Playing around with a few ideas using the gen 6 454 and twin turbo I wanna run... still trying to decide if I wanna bore and stroke, just bore or just stroke it to start and go from there...
Just getting into my 496 build up now using a gen 5 454 block. I'm using a full eagle rotating assembly. In your experience, is there any block clearencing that needs to be done for the rods and hardware to clear?
I'm starting to research Big Blocks and I'm just wondering why you changed intake from fuel injected to carbureted... do you happen to have any videos of boosting a 496 with your injection?
Any opinion on speed master cylinder heads? Was thinking about doing a 468-496 build on my gen 5 454 and looking for an aluminum head that won’t break the bank.
I wonder if you've done any testing with open spacers on the for ported air-gap manifolds versus a big Junior that would really be an interesting test it looks like you could probably extend the RPM of the air gap type manifold significantly
Great video! I’d love to build a big block for my truck but the parts are just way more expensive than SBC or LS stuff. In looking at your comparison, the 468 really got short changed on the cam. You’d want a bit less duration for the “smaller” displacement, but that cam was over 0.100” shorter in lift, too. Not a back-to-back comparison, I know, just an observation. I’m thinking those AFR 265s are THE answer for a street big block, awesome! Thanks for putting this one together, Richard!
@@AB-80X I think you could get close to the 468 numbers with a cammed LS3 (at a little higher rpm, probably), but they are not cheap as you observe. For a fun street machine a 6.0 or truck-sourced 6.2 from a salvage yard is going to be way cheaper and needs only a cam. My C10 is getting a Gen IV 6.0, came with rec port 823 heads. BTR says the Stage 2 NA LS3 cam gets 541 in a 6.2 but I’m hoping for 500 at the flywheel-less compression and 12 fewer cubes. I think it’ll be fine for a street truck.
Has a comparison been run of any size BBC with factory 60s exhaust manifolds vs headers? A lot of us who run them for originality purposes on 60s and early 70s Corvettes would really be interested.
Another great video, thanks Richard. I have a customer looking to get more out his Ramjet 502. Have you done an upgrade video for this specific application?
Love the videos, especially anything with the vortec 496. I have a 5th gen camaro ss and want to swap a 496 into it with supporting mods. Literally want to do this as a daily driver.....for shits and giggles. I don't plan on taking it to the track, have fun with it, a few pulls on the highway. It should be fun seeing how the engine will go into a vehicle that's several 100 to almost 1,000lbs lighter than the vehicles it was actually intended for.
I'm running an Airboat with a 2.68 to 1 gear drive and spinning a 86" 3 blade prop, I need to turn it a max 5600 to 5800 rpm i want to be 600 or better horse power.
how about a 496 AFR 305 rectangle ports and the weiand 8018 dual plane? damn intake has HUGE ports for a dual plane id bet well over 650 with a quick fuel 1050 4150 style carb and 10.5:1
@@brgable I've seen them in a real world application on here. On a box chevy caprice. Car was an animal even with the 26s But then he put it on slicks and it would wheelstand in vegas air lol Look up HDcaprice I think his 496 had the 300s five years back or so
I 'm thinking about the 496 for my crew cab dually but i want a smooth low speed torque motor idle to 4500 rpm max .. I have the sm 465 and np 205 transfer case 20" tires and 4.56 ? stay with the 256 cam and PP heads ?
The 468 is a great motor. I've run one for yrs. Yes of course the 496 is more power. But if your looking for good lil street motor. And go beat on it at the track its great. Its always been my go to combo for street and weekend play motor. My other car thats not very street friendly. Has a 512 in it but my 468 in my 68 nova I've had since around 2002 is more fun. Lol.
Great! More is actually more! amazing all the way past 6500 rpm. forget the HP. Look at that torque. More torque from 3700 rpm to 6500 rpm! in a big block! all drivability all the time!
I have a question and I think this comment section is a good place to ask. I want to build a 496 I have two mark IV 454 blocks the first one is a 14015445 block and the second one is a 361959 block. I have a set of 781 heads I might use or go aluminum just because of the weight savings and better airflow. Would I be better off selling both blocks and buying a gen 6 454 and build that? This is going into my 73 Camaro. Not sure if I would have to modify engine mounts or if I can keep my mechanical fuel pump? Thanks in advance 🙏
Grate work Richard! I’m loving all the BBC stuff. My Mark4 block and 4.250 stroke, How much relief will I have to grind? or does it need to be milled for clearance?? Anyway I’m soaking up all this knowledge your putting out there. ❤️
You never know really until it's installed. When I did i'd fit one and rotate slowly til it's about to hit and have a look. Measure from the stock casting to the outside and write that number down. Clearance til you think it will fit and then re-check. Once it clears , take that measurement and do the other cylinders to match by measuring and eye. Then 1 piston and rod to each hole. ( Remove it and place in the next hole , remove it , next hole etc ) When and where it needs more use a paint pen to show how much more needs grinding. A mill would do it amazingly well but the only time I did it I used a die grinder and then sander rolls to smooth out.
Is it only Gen4 that needs clearancing? You build so many 496 motors I thought you would have it down to science. I have set of 990 Rec port BBC mild port & Polish heads with 2.3” int & 1.88 Ex was wondering are they about same as your test heads you use the 880 stock cast??
Unsure haven't built a BBC. But to put it into perspective all blocks 96+ in Holden v8's were factory clearanced for the 350 cube stroker option in the high end cars. If you don't use the original Holden rods and run an aftermarket scat or other brands you need to clearance the block further even without a crank change. If you do them constantly you'd probably know a safe amount that will definitely clear that won't leave too little meat.
I have a k2500 with the L29, i would like to retain the EFI but want to make more torque since I use this truck to tow my camper and flatbed trailer in winding mountain roads. Any cam or injector suggestions?
How about if you just bought a 8.1 from the junk yard and just changed the pistons heads and cam? Would that be any easier or like would it bite you for trying to buy the 8.1 over the 7.4 an just saying if you got a crashed model we’re the heads ,intake , and belt drive would be damaged we’re they would give you a big discount over the only thing would be good but the short block? Could you save enough to maybe buy the heads with that cash saved!
What if I take a stock 454 and put a 4.24 crank in it with : Stock rods Stock bore Wisco pistons sells the pistons I need with the right compress height. I'm trying to do a build that required no machine shop. My worry is that will the crankshaft be ok because from my understanding is when they were balanced it was with the bob weight of longer rods. The rod ratio will be off a little but for that I don't think it will matter.
What is the voodu that allows the 500c.i NA engine to spin 10,500 RPM's? everything roller bearings? And do you test any 496 BBC beyond 6500 RPM's? love to see those dyno runs!!
I think I missed a video somewhere but I started on the add boost to a 8.1 vid and I feel I'm missing some information I can't find. But why do you think this big CI engine is still making it's power about 2500rpm and or higher? What would move the curve into the lower rpms? Isn't that usually why you go big CI, to take advantage of the torque from the large displacement? Not the same build but I feel a 454BB suffers from poor head flow and piston CC. If you change pistons and with a good set of aluminum heads on those they seem to change how and where they create their power. Would these larger 8.1 respond the same? I think I heard it in one of you videos of these engines again I can't find it but is piston to valve clearance the limiting factor?
The amount of research and time you’ve spent on these videos is insane. They are literally a bench mark for anyone who’s seeking to build any v8 engine at this point and you should have over 1,000,000 subscribers.
It's crazy to me he isn't up there too. I've been here since around 5k. So many people talk crap about him, because it's all engine dyno numbers and "doesn't correlate to real world power" smfh. Um ALL manufacturers report HP from engine dyno numbers. He himself admits numbers and curves will be different in the vehicle. BUT they will be extremely similar, and the info you gain from his videos is ALL gold. He literally has done all the work for almost every possible combo we could want to put together, and people still complain 🤯
@@HeyItsCeeJay this really is crazy an makes me sad. Hope sometime he gets the credit he deserves
@@HeyItsCeeJay dynos are the real deal the only ones claiming they aren’t like that “other guy” who makes videos and claims his 318’s make power have NOTHING to show for it up to current. They are only on here to get subscribers and make money, a 200k salary a year wouldn’t cover the amount of hours Richard puts into his work.
I agree 👍🏾. The brother is amazing
@@HeyItsCeeJay he bro but atleast we appreciate it
Finally big block stuff 😁👍
What makes a big block so deadly is that power curve! Having that kind of torque on tap that long is brutal.
Just got a gen 4 496 from my dad that’s been already machined and such. Now to find some heads and get this bad boy going. Thank you for all the good info
As always,I’m jealous you get to play with this for a living
And inform people like me
Thank you
You can finally answer the question "Which combo will give good torque?"
Answer in the case of BBC: "Yes."
For someone that has almost no idea what all this stuff is it was incredibly easy to understand. Thank you
I have a friend who wants to build a BBC either 427, 454 or a 496. This video clears up a lot of confusion. Well presented. Thank you.
The 496 Stroker is the Big Block version of the SB 383 Stroker. Its magic is more power everywhere and in a stock block saving us thousands of dollars. Thumbs UP!
8.1 496, 7.4 454.
It's like you know what I'm thinking about. I wish my wife understood me like you do.
We built a long rod 468 13.1 with Canfield 310s, Sniper Jr intake, 1150 dominator. I forget the cam specs but it was .748 lift on a 112.. in a 3650 lb car ran 8 90 with a 200 shot. 468s can definitely make power if there pieced together right.
I had same motor 461ci 30 over with 748lift cranecam. 325 heads 11.8 compression 5.89 in 8th mile on motor 3100 pound nova
I have been waiting for this episode! Big blocks rock the world!
There's no replacement for displacement!!!
@@wannabeetiger turbos.
@@thewhiteeazye2728 until the big block gets turbos 👀👀
@@wannabeetiger displacement boosted.
Reality check- bigger displacement always has more potential than smaller displacement, specifically with boost. The downfalls of a large displacement is gas mileage and weight when compared to small displacement. It all depends on the application and what you're trying to ultimately achieve.
If a LS block weight is more than a Chevy Big Block.
It's better to use the Big Block
More displacement and more Horsepower.
Big Block forever 😊
Just stumbled on this video while looking around to see which direction I’ll be building my 454. You made me decide on a 496 stroker. I’ve got a ‘66 Chevelle SS that has the matching block in it, runs great but I want a hot rod toying around engine that I won’t be worried about if I crack the block for some reason. I wanted to go all out with aftermarket bigger heads and etc but I still wanted to keep my stock hood with bigger heads and high rise intake, I wouldn’t have the clearance. To be able to get 600hp from the stroker 496 and stock ported heads is what made up my mind. I can keep my factory hood but still make north of 575 hp. Thanks for all the info!
Wow best comparo ever I have this same bottom end but with 781 ovals makes 600hp 610lb/ft
Put the 2.19/1.88 valves in it for an extra 50 hp. I did.
I have that chief our HP is dynoed different to the way its done in the USA !!!
Beyond words to describe Richards sick attention to details, mind you that compliment comes from a Virgo which rarely compliment underimpressive preople.Any potential question is already answered.Thank you for giving us the knowledge how to build our own cheap junkyard versions into almost a good crate engine from assembly shops which are 5 figures nowadays for a good 454, given a better set of bearings, maybe rods. 😉
I still watch this video from time to time... Thank you! If i had a dyno, I'd probably never go to the track. 😂
Was spinning the center crank bearings with cast crank 468 twice! Scat 496 crank solved the bearing problem! Broke a oil pump shaft/saw the 0 oil pressure. Shut it off threw the traps. No damage. Got real lucky with the Scat steel. 496 more streatable too!
Used a GM 454 to build a 468 with a solid roller but rovel heads and a dual plane rpm performer with a 150 shot.
Pushed the 67 camaro into the 9's once I got full 12" slicks with the 3.73 gears AND road raced it the next day swapping tires n wheels and adjusting the shocks and would finish top 3 in the advanced class as seen on YT years ago.
Richard your Awesome you and Engine Masters are my engine shows. I’ve seen you on there as well. And we all know You can never see to many dyno tests !!! Please keep up the awesome work
I'd like to see power vs. Money comparison. There's alot of us that don't have the $ for a stroker kit, unless it's really worth it.
I don’t know about you, but spending another $400 on the crank to make an extra 100hp seems more than worth it!
@@RealSteelStreet $400 for a stroker kit! I wanna shop where you go!
@@theone861 he means just the crankshaft. I know that its expensive to do all this stuff. Heres a quote that'll always sum it up for me. "It just kinda happen man, a piece from here and a piece from there." Thats how a close family friend of ours built a 7 second Camaro with a 572 big block and a 650 shot of nitrous. He did it piece by piece and thats how my dad and I are doing it now. It takes a while but the end is so worth it
We really love the fact that you are suggesting porting the factory heads and porting th ed dual plane manifold. When the porting is dont right you can pick up tremendous power gains and also save some money. This was a good video. 👍
Great info Richard but that's a small cam for a 468 Big Block... many of LS engines run cams in the 600+ lifts all day so I can imagine how much power it could of made with more lift for the 468 💪🏻💪🏻💪🏻💪🏾💪🏾💪🏾
BOTH CAMS WERE SMALL
Going back through your catalog Richard. It reminds me of when Freiburger did the Blueprint Engines 598 short block with the GMPP 454 HO CAM and iron heads.
Just like holdener said, if youre doing rods and pistons go ahead and stroke it. theres no clearancing needed for the extra .250 stroke and the square bore/stroke config makes very broad torque curve.
I had a 6000lb dually with a 5 speed. built a 496 with ls firing order roller wide lsa cam, 345cc cnc head, 9.3:1 CR using Mahle dishtops. Holley efi and mercruiser medium lenth runner intake. That NA 6000 lb dually accelerated harder my 2600lb ss supercharged cobalt at 18psi.
God it sounded great too.
Would love to see some 429/460 BBF content. Awesome video man. Keep it up!
He has a 429 engine in line for testing, probably get some data later this year. There's a handful of BBF vids he already has too(just not enough!).
Ya I have a 460 I love to put better pistons in it but because of time and money. I'm thinking of doing is thinner head gasket to bump up the compression ratio. And port matching. I read that if you put a bigger intake valve in it and a duel plain intake you bump up the HP. Not sure how much.
@@davidvonanderseck8649 save up for a cleveland
@@davidvonanderseck8649 I had a stock 460 that I had in a 76 f150. I put a set of refreshed 429 D0VE cast heads on it and dual plane intake. Dual energy crane cam set at 2 degrees advanced. (I always install every cam 2 defrees advanced, makes it pull harder low-mid) 1.7 rockers. Springs to match the cam. I remember when I took the stock heads off, you could feel a ridge on the tops of the cyls's lol, but I put it together cause that was my budget. That truck was fun after that! It burned tires all over the place and had a nice noticeable lope in the idle and it pinged through the headers. It doesn't take much to wake up a 460, a big hint is use a timing chain set from 69-70 429-460 not the later ones. The later timing sets had 8 degrees retarded cam timing built into where the crank keyway is machined for the smog Era. Just my humble .02
@@davidvonanderseck8649 the front mains get fed oil pressure last, you'll see alot of 460's with f'd main bearings because of this. Take out a gallery plug above the oil filter and make up a small hyd hose and feed direct pump pressure into the front main, this will help it live longer in Holy shit mode. Just my humble .02
Thank You Very Very Much for all the Testing Results Information that You do and share with us!!! I Really do appreciate You Sir!!! May the Good Lord continue to Bless You!!!💯🙏🙏🙏
I ran both of these combinations years ago around 1982 in a NHRA Super Gas car I had. Car was 3,000 pounds with me in it. Same heads , same cam , same every thing except one was a 468 then I used the same block and converted it to a 496 which the only difference was the 1/4” longer stroke. I had no dyno but I can tell you the difference in how my car performed. We only ran 1/4 mile back in those days so times and speeds were in the 1/4 mile. With the 468 I ran a best of 9.45 at 144.00 MPH. The 496 it ran a best of 9.12 at 148+ MPH. So over 3 tenths of a second and gained over 4 MPH which is a healthy gain. The real difference was the torque leaving the starting line. I had a nice set up chassis and the extra power and torque made the chassis work even better. I felt had I back off the rend end gear 4.88 to a 4.56 with the 496 it may of helped on MPH even more. It was maxed on RPM for that long stroke steel rod engine before the finish line. It was pushing 7,800 RPM’s and it didn’t produce any more power after about 7,400. I loved the 496. It was very dependable obviously had more than enough power for the Super Gas 9.90 class. Heads were just stock LS7 open chamber heads and had a weird intake. Two bolt main block. Crane R274 which I don’t remember the specs it’s been 42 years ago but I believe it was .727 intake a little less on the exhaust. Crane still makes that same cam. I believe it’s 110 lobe center. No nitrous in those days. Back then if NHRA caught even a bracket car with nitrous you were banned from any of their sanctioned tracks. My family now builds some of the countries fastest Pro Mod and Street Outlaws No Prep King engines. We’re on 3rd generation of engine builders and drivers.
great stuff
My similar 496 build, on pump gas, had the same power curves as yours. However, I used Brodix Xtra O oval port heads w/10.5:1 static compression and made about 15+ more horsepower and 20 more ft-lbs of torque. I used a prototype oval intake(velocity) with an older 2 circuit 1050 dominator and headers with 2.125 INNER diameter tubes. That size difference does show up on the dyno. I used an algorithm I've been refining. I ported the heads and intake myself. NOW, the next stock block vintage build will have a tunnel ram with 2 worked 750cfms HPs I will try the 1050 Doms but the math doesn't really work out. I'm hoping I can make 800+ on street gas. If I take the time to really LAMBDA tune each hole, maybe? I tried a few different heads for this set-up. The Big oval ports on the Brodix heads worked the best. I think 825 with E-85?
The next question...Can a stock block 496, with the right pistons and rods be turboed or Procharged to double the HP??
I saw a similar stock block 496 with a Weiand6(8?)71 Supercharger running 8 psi run all year without a problem.
I since have switched to Dart and Brodix alum blocks. I'll tell you what, you have to cut your teeth on all the stk block stuff to really learn what works and what doesn't.
Nice test! Really great comparisons...and wow did that 496 produce. 👍🏼
I opted for a 0.030” over 454 and an 88mm turbo in my FFR ‘35 pickup. All my buddies were saying why not build a 496...I says why?.....and then I took a couple of them for a ride!!
Funny how having the crap scared out of them changes their tune 😁
I was originally looking at turboing my firebird but with how strict street laws are in Aus about big tyred , caged and braced cars I've decided to go naturally aspirated.
The big Pontiac builders in us told me they'd not reccomend a 4.5" stroke with boost as the extra pressure at TDC and rod ratio. They said a forged/billet 400+ over bore would probably be best for reliability or 455 + overbore at most.
So may have saved yourself some long term issues!
Some people people need a demonstration. You can explain it to them, you can't understand it for them.
GREAT VIDEO RICHARD!!!! I NEED TO GO TO THE JUNKYARD AND GET A 454 CHEVY MOTOR!!!! A GREAT STARTING POINT!!!! THANKS FOR SHARING!!!!
So I have the mark iv style that I daily drive in my 78 c30. Thank you for posting the info helps with my plan to rebuild and modernize the big block.modern heads and a modern grind cam will go a long way.
So glad I watch the rest of this video ! Great info Richard, you're the best !
Great advice and in the way you explain it should be pretty easy to see a few more upgrades gets you a lot more hp on the build well done
I love all big blocks, and I love these videos Richard. You have the best content bro!!
Hey Richard, love the videos! Would like to see some content of you building the engines.
Back in the day myself and my business partner were the vanguard of the first year for the new NHRA Super Comp class. We raced an altered with both a 468 BBC and a 496 BBC. However we came by these displacements by unconventional means. We started with a 427 tall-deck truck block and forged crank. Then we bored the cylinders .125" over. aluminum rods .600" long. Filled the block with epoxy. The 496 was the same block except it had the LS-6 forged crank. We spun the 468 to 8500 rpm and the 496 to 8200 rpm. Single Holley Dominator. 1700 lb. car without driver, would run 7.50's at 1000 ft. alt. with no restrictions, 180+ mph
LS6 crank fits into a 496 BBC?
@@aaronvinegar8963 Hi Aaron: Jeez, apparently the left hand doesn't know what the right hand is typing. I meant to say a forged 454 crank. Back then there wasn't even an LS engines.
@@lencac7952 lol that's why I was confused. I was just curious for a future build. I want to see how much power a 496 or junkyard Big block could make
@@aaronvinegar8963 that was a good catch. Be interesting to see how close an LS crank would be uh? Of all the BB engines we built to race Super Comp the one that I like the best was the tall deck truck block punched out to 4.376" with .600" long rods and a 427 crank. Totally wicked.
@@lencac7952 1970 LS6 Forged crank is a 4" stroke crank, I recently built a 489 with a Scat forged 4.25 stroke crank, Manley forged H beam 6.385 rods, forged Racetec 22.7 dome pistons for 10.8 comp. and a small @ .050 .231/.239 hyd roller cam, 590 hp/600 tq
Rich, check out the Performance engine rebuilding BBC build series, he gets 625 hp from a 468 with STOCK oval port heads but yes VERY well ported. He even uses stock rods, crank and modded balancer, naturally its all balanced and also he does lots of crank lightening w 'tricks', he used the cast heads just to show it can be done but good castings are getting hard to find due to 'average' at best castings with bad port castings. He ran 10.5 in a late 60's Chevelle with 456 gears and a turbo 350
You use the word “STOCK” where you mean “FACTORY”! Ported is not stock!
@@trailerparkcryptoking5213 REGARDLESS THEY ARE STOCK 'EXTERNALLY'/ OE/CAST NOT AFTERMARKET AL, BTW 'FACTORY' HEADS ARENT PORTED EITHER BUT THANKS FOR LETTING ME KNOW PORTED IS DIFFERENT FROM STOCK
@@zxtenn as you stated, “THEY ARE STOCK EXTERNALLY”, but not internally, therefore not stock. They come from the OE therefore “factory”.
68 chevelle . You sure it wasn't a 496.
@@raymondjohnson1840 Yes it was a 496, i just took a quick look again, regardless its impressive
The only bummer about old big blocks is that one's limited in to what they'll fit it -- cars from the '60s and '70s and full-size trucks. When I was a kid, some were stuffing these into the smaller Caprices and Malibus but exhaust header fitment and heat was a beast melting suspension bushings and other stuff. Plus, a cowl hood was a must. It's why the LS is what it is. But those big rocker covers on a BBC are just so manly.
My friend Mike always said if two people can sit in it a big block of fit in it
Go for the most cubes that you can afford!💯 I'm using 088 heads on my 496
Love these combos Richard! Please keep these coming, would love to see both on boost both types! Will have to search to see if you did do that! ✌ 🇺🇸
not sure I ran these exact motors under boost-but have run many 468s and 496s
I’ve Got 2 gen V BB One out of an very low mileage 89 3/4 ton suburban & Other one is a crate motor someone put in a 94 1 ton right before the trans quit so it ended up in the wrecking yard as well! thank you very much!
I also have heads from a blown Gen 6 motor
My goal is to build the most bang for the least buck on one of the BB 1st. & put that in my jeep, then save my money and build myself a nasty 496 BB
Hey Rich
Here are two ideas for tests that would be cool to see in the N/A BBC section.
Four pattern cam vs two pattern cam, running both dual plane and single plane.
Would also be cool with a test showing the effect of only increasing lift.
Run the 540 or 565 with the following two cams
292/298 Adv. 242/248. 540/560 lift. 114 LSA
292/298 Adv. 242/248. 650/670 lift. 114 LSA
Both with hydraulic roller lobe profiles, but use solid lifters to eliminate variables, and run a head like the current AFR 315 CNC or 300 Oval heads with both a dual and single plane.
I suspect that it would be a pretty killer combo.
But it would be fun to see a video that specifically details the effect off increasing lift.
sounds like a very expensive test
I did a very similar build with 461ci and 049. With the trick flow cam kit. I duplicated the same numbers as the GM crate motor of similar components for half the price. Then i did my first 6.0 l.s. . It woukd be interesting to see you over lay the stock headed 468 to a 6.0. I think people would be supprised who gets more power!!!!
The big block would make more power.
My 470 with Brodix heads, 850 carb, a similar solid flat tappet cam (not a Roller), and 10.7 CR (pump gas) makes 660 HP. It peaks at 7000. Almost the same numbers he gets. Pretty cool. Follow his directions and have fun.
What brodix heads? I have the RR 312's, wondering if they would work on a street 454
@@ekitching I don't have the invoice, but, they are the rectangular port that will bolt to stock intake, and exhaust manifolds. I believe they have 2.24 Int and 2.00 ex valves. It's 10.7 CR with flat JE pistons. D shaped exhaust ports.
When are you going to do a similar test with big block Mopars? I'd like to see a 451 (.030 over 400 block, .050 over 440 block, 3.75 stroke), vs. 496 (.030 440 block, 4.15 stroke), both with Trick Flow heads (240 or 270cc versions) and intakes and a medium sized hydraulic roller (around 236/244, .600/.600).
Even a 434sbc vs 496
The 496 with factory heads is really impressive. I know those heads will flow 330+cfm but unless you're vaulting the valves into the stratosphere they don't usually make huge power. I always wanted to do a procharged 496 with a tunnel ram and 265s. I have come to realise there really isn't a downside to bigger heads and how expensive it gets to book 1000ftlbs to slicks.
A 1000 LB-FT DRIVE TRAIN IS REAL $
@@richardholdener1727 You're not kidding about that! Trying to build a stick turbo BBF Fox body, and the damn transmission is probably the most expensive part! Really need to find a cheap used Jerico(...so that we can break it cuz it was probably beat and have to double the cost to get it completely rebuilt... ...cuz it's expensive being cheap!) lol
But, on the upside, race 4-speeds are typically pretty bulletproof, we're working a LOT on clutch management to minimize shock loads, and we don't have to worry about any of that dumb auto stuff like "don't burn me down bro!"...
I did just that a 496 with 265cc AFRs and a F1A-94 procharger with an oval port street tunnel ram converted to sequential MPI home brew and we made a top with a 102mm tb at the back....hybrid hyd roller cam/pressure fed solid rollers...drove like a dream with the 4l80e and lock up
Richard is right it was absolutely brutal even on 11psi with a slow 4.75 pulley....
Dropped back to a 468 on purpose to let the power train and me live....
Hey Eric a few months back I messaged you and told you the combo I had on my 427 big block it's 60 over with afr 265 oval ports a Howard's hydraulic roller that is 235x241 with 618 lift with a 108 lsa I told you I hoped it would make 550 hp you told me I was shy on cam shaft you didn't think it would make that well I'm a happy man today was dyno day and it made 643 hp and 591 to. With 32 degrees of timing it made more then the 468 my friend said he has never had a 427 on his dyno make that much power. And he been in business over 40 years. I love it my street car is going to be so sweet.
Sorry I ment richard I was messages eric earlier
a 427 with a 235 cam made 643 hp?
@@richardholdener1727 yes it did al pitre race engines In Louisiana I'm going to be there tomorrow I'm going to film it I would have been happy with 550 hp but 643 is just crazy
Awesome video thanks for the info im a huge fan of afr 265 heads building a gen 6 tow motor with them as we speak
502 vs. 496? You don't hear much about the 502, but I bet that big bore motor would really be a monster. Be an interesting comparison. I worry about accelerated bore wear with the low rod/stroke ratio in the 496.
the power curves will be similar in peak output, but the 502 peak will happen later and the 502 torque curve will not be as wide as the 496.
if you have more bore than stroke the combo prefers higher rpm, if its square the combo has very broad torque curve.
doesnt matter if its a lawn mower or a v12.
I'd take that 496 over the 502
My 8.8:1 compression home built 496 (built for adders) on motor rolls RIGHT with my buddy’s 9.5:1 compression crate 502, both in full size trucks! I’ll stick with 496 unless I decide to jump to the next stroker, 565 😎
Rod wear? That's why often a longer rid is selected for the 496
The 37 thumbs down drive Ford and Dodge vehicles. 🤣🤣
Thanks for the video post and best of luck 🍀👍🏼
Like to power for dollar comparison... top notch info and as always..
I couldn't find those 468 forged pistons anywhere, i like that combo build suits me fine.
I really wonder how much more power the correct size AFR heads for the 496 would have made vs the edelbrock heads. From what I’ve seen edelbrock heads don’t make the same kind of power as afr, dart, trickflow etc
I have a 76 454 studded 2 bolt main. Dart 360 heads tunnel ram and fogger system.Plan on spraying 500 shot.Whats your thoughts.
not sure what you mean by thoughts
How much power will the 2 bolt handle.
Will the stock bbc block handle 1400 hp 2 bolt .
Will the stock bbc block handle 1400 hp 2 bolt .
I have stroked everything. 496bb, 6.0 to 418, ls3 to 427cid and destroked a 74 vette using a 400sb and a 350 crank for high rpm. All these engines with stock rockers good for 7200 rpm except the ls3 427 is going to 7600 rpm's with shaft rockers and a 0 lash setup.
Would you be able to give a complete parts list of the 496 every part you used I want to do the exact same build on my 454 nova
UNFORTUNATELY I DON'T HAVE THAT
Would be cool to see a back to back comparison to a bbc and a bbf or a sbc and a sbf with similar compression test stock then swap to aftermarket comparable heads and intakes and see which one gains more.
Like a 350 vs 351 and a 454 vs 460or something like that
Want to build a 496 tow motor,I don't care about horse power just torque..and what's the biggest Allison transmission I can bolt to it?
no idea on transmissions
Wish you would have shown the 468 with the nice heads vs the 496 with the stock heads. Is the cost even comparable? Maybe time for me to run some #s.($)
Ever done anything with a Vortec 8100? I've got one in a Burban and I used to see them in boats all the time. They are weird, like a love child between a gen 3 cathedral port LS and a gen 6 big block. I'd be curious to see if that 496 is worth the time
Love the vids BTW!
I got one in my 2002 GMC Sierra 2500hd...thing hauls butt lol
I asked if he would he said he would love to maybe in the future, I’m waiting with bated breath🤞🏼😁
i thought the 496 was the 8.1 !?
@@root6667the 8.1 is the 496 you could get from GM in trucks and medium duty. It doesn't share much with the gen 6 big blocks, which is what is in this video. The 496 in this video is a custom gen 6 big block.
@@MrRfaulk93 thanks, Rhett
Hello sir. Loving your videos. I'm learning so much, thank you. I currently have a 468 in a 1970 Camaro. I'm really considering the 496 upgrade and aluminum heads also. The block is a gen IV. Will that still be a good combo? Thank you.
Go for it!
Very interesting video! I didnt know anything about BBCs, but their stock head power potential is insane! Please do the same with some BBM :)
X2 on the bbm comparison.
Same here!
Very nice! Playing around with a few ideas using the gen 6 454 and twin turbo I wanna run... still trying to decide if I wanna bore and stroke, just bore or just stroke it to start and go from there...
Do both and don’t think twice! The numbers are there 🤙🏼
Could u test blueprints 598 crate short block with a small Afr 265 head please...and then a gm lsx 454 with LS3 heads and mabey a lsa supercharger
Just getting into my 496 build up now using a gen 5 454 block. I'm using a full eagle rotating assembly. In your experience, is there any block clearencing that needs to be done for the rods and hardware to clear?
always check
I'm starting to research Big Blocks and I'm just wondering why you changed intake from fuel injected to carbureted... do you happen to have any videos of boosting a 496 with your injection?
Any opinion on speed master cylinder heads? Was thinking about doing a 468-496 build on my gen 5 454 and looking for an aluminum head that won’t break the bank.
AFR Enforcer or Pro Max
Always have in mind these test motor. Thanks richard again!!!!!!!!¡ Keep up the great work!!!!!!!!
I wonder if you've done any testing with open spacers on the for ported air-gap manifolds versus a big Junior that would really be an interesting test it looks like you could probably extend the RPM of the air gap type manifold significantly
yes we have
Grate info really love the BBC stuff. Can I give you a set of GM 990 rec port heads to flow test for data info to round out your comparison.
I HAVE FLOW TESTED STOCK GM REC PORTS
@@richardholdener1727 these have 2.3” int & 1.88” ex
What find of numbers do you have??
Great video! I’d love to build a big block for my truck but the parts are just way more expensive than SBC or LS stuff. In looking at your comparison, the 468 really got short changed on the cam. You’d want a bit less duration for the “smaller” displacement, but that cam was over 0.100” shorter in lift, too. Not a back-to-back comparison, I know, just an observation. I’m thinking those AFR 265s are THE answer for a street big block, awesome! Thanks for putting this one together, Richard!
Not following you. The LS stuff is just as expensive if you want to make the same power.
@@AB-80X I think you could get close to the 468 numbers with a cammed LS3 (at a little higher rpm, probably), but they are not cheap as you observe. For a fun street machine a 6.0 or truck-sourced 6.2 from a salvage yard is going to be way cheaper and needs only a cam. My C10 is getting a Gen IV 6.0, came with rec port 823 heads. BTR says the Stage 2 NA LS3 cam gets 541 in a 6.2 but I’m hoping for 500 at the flywheel-less compression and 12 fewer cubes. I think it’ll be fine for a street truck.
Maybe I missed it buy could we get the 496 parts combo. I'm getting ready to build a 496 and would love to get that 700 hp plus.
Whats the compression raptio on both motors
Has a comparison been run of any size BBC with factory 60s exhaust manifolds vs headers? A lot of us who run them for originality purposes on 60s and early 70s Corvettes would really be interested.
WE HAVE-ITS A BIG LOSS....WIL TEST FOR A VIDEO SOON
This video makes me even more anxious to Fire My Blown 498, BBC For Life🏁🏁🏁
Another great video, thanks Richard.
I have a customer looking to get more out his Ramjet 502. Have you done an upgrade video for this specific application?
Love the videos, especially anything with the vortec 496. I have a 5th gen camaro ss and want to swap a 496 into it with supporting mods. Literally want to do this as a daily driver.....for shits and giggles. I don't plan on taking it to the track, have fun with it, a few pulls on the highway. It should be fun seeing how the engine will go into a vehicle that's several 100 to almost 1,000lbs lighter than the vehicles it was actually intended for.
Your 5th Gen camaro weighs more than my 71 Chevelle
@@robmartin5382 71 chevelle curb weight comes in at 3864 while my 5th gen manual comes in at 3860.
What do you consider to be the max Horsepower for a 2 bolt 496 BBC ? Would a cast Scat or Eagle crank handle 600HP or maybe a little more ?
a cast crank will handle a lot more
What about a 2 bolt block 496 ?
I'm running an Airboat with a 2.68 to 1 gear drive and spinning a 86" 3 blade prop, I need to turn it a max 5600 to 5800 rpm i want to be 600 or better horse power.
I'd really like to see what the results are with the 265 heads on the 496 and dual plain setup
how about a 496 AFR 305 rectangle ports and the weiand 8018 dual plane?
damn intake has HUGE ports for a dual plane id bet well over 650 with a quick fuel 1050 4150 style carb and 10.5:1
I’d like to see those AFR 300cc magnum oval port heads on the 496.
@@brgable I've seen them in a real world application on here.
On a box chevy caprice. Car was an animal even with the 26s
But then he put it on slicks and it would wheelstand in vegas air lol
Look up HDcaprice I think his 496 had the 300s five years back or so
I 'm thinking about the 496 for my crew cab dually but i want a smooth low speed torque motor idle to 4500 rpm max .. I have the sm 465 and np 205 transfer case 20" tires and 4.56 ? stay with the 256 cam and PP heads ?
the 496 could use bigger heads or slightly more cam
@@richardholdener1727 Thats kind of what I figured because of the extra cubes Thanks Rich for the reply
The 468 is a great motor. I've run one for yrs. Yes of course the 496 is more power. But if your looking for good lil street motor. And go beat on it at the track its great. Its always been my go to combo for street and weekend play motor. My other car thats not very street friendly. Has a 512 in it but my 468 in my 68 nova I've had since around 2002 is more fun. Lol.
Thank you. I learned a lot from your channel over this year.
I really wish you would do same cam heads carb and intake just different displacement test
look at a stock 4.8l and 5.3L ls
@@richardholdener1727 I have seen a the ls one and the sbc 302 327 and 350 video. I like those kind of videos alot
Great! More is actually more! amazing all the way past 6500 rpm. forget the HP. Look at that torque. More torque from 3700 rpm to 6500 rpm! in a big block! all drivability all the time!
Gotta love that torque plateau. A 468 is a negligible gain. Good heads on the 454 should have it over 650 bhp...although BBC cranks are dirt cheap.
That 496 build is suitable for daily driving and offroad in the weekends??
I would go smaller on cam for a daily
I have a question and I think this comment section is a good place to ask. I want to build a 496 I have two mark IV 454 blocks the first one is a 14015445 block and the second one is a 361959 block. I have a set of 781 heads I might use or go aluminum just because of the weight savings and better airflow. Would I be better off selling both blocks and buying a gen 6 454 and build that? This is going into my 73 Camaro. Not sure if I would have to modify engine mounts or if I can keep my mechanical fuel pump? Thanks in advance 🙏
no mech fuel pump boos on Gen 6-the mark 4 block is fine
I love the bigblock stuff
We were building 468 making big numbers in the late 70s, with oval port heads, I sure I'll catch smash but I know what our combo's made.
ported ovals can flow a lot
Grate work Richard! I’m loving all the BBC stuff. My Mark4 block and 4.250 stroke, How much relief will I have to grind? or does it need to be milled for clearance??
Anyway I’m soaking up all this knowledge your putting out there. ❤️
You never know really until it's installed. When I did i'd fit one and rotate slowly til it's about to hit and have a look. Measure from the stock casting to the outside and write that number down. Clearance til you think it will fit and then re-check.
Once it clears , take that measurement and do the other cylinders to match by measuring and eye. Then 1 piston and rod to each hole. ( Remove it and place in the next hole , remove it , next hole etc )
When and where it needs more use a paint pen to show how much more needs grinding.
A mill would do it amazingly well but the only time I did it I used a die grinder and then sander rolls to smooth out.
Is it only Gen4 that needs clearancing? You build so many 496 motors I thought you would have it down to science.
I have set of 990 Rec port BBC mild port & Polish heads with 2.3” int & 1.88 Ex was wondering are they about same as your test heads you use the 880 stock cast??
Unsure haven't built a BBC. But to put it into perspective all blocks 96+ in Holden v8's were factory clearanced for the 350 cube stroker option in the high end cars. If you don't use the original Holden rods and run an aftermarket scat or other brands you need to clearance the block further even without a crank change.
If you do them constantly you'd probably know a safe amount that will definitely clear that won't leave too little meat.
These questions are for Richard Holdener.
the components you use dictate the necessary clearance-you must mock up and check
I have a k2500 with the L29, i would like to retain the EFI but want to make more torque since I use this truck to tow my camper and flatbed trailer in winding mountain roads. Any cam or injector suggestions?
no need for injector change with stock power output-mild cam for towing-206 intake duration (ish)
@@richardholdener1727 any specific cam you suggest?
Quick question Roger. Will my rec port afr heads fit on a 632. Im thinking about a skip white short block. Rite now im running a gen 6 454
which heads?
How about if you just bought a 8.1 from the junk yard and just changed the pistons heads and cam? Would that be any easier or like would it bite you for trying to buy the 8.1 over the 7.4 an just saying if you got a crashed model we’re the heads ,intake , and belt drive would be damaged we’re they would give you a big discount over the only thing would be good but the short block? Could you save enough to maybe buy the heads with that cash saved!
not sure on cost different-but the 8.1L is not the same as the (Gen 4, 5 or 6 based) 496
What is too much compression to add a blower
What if I take a stock 454 and put a 4.24 crank in it with :
Stock rods
Stock bore
Wisco pistons sells the pistons I need with the right compress height.
I'm trying to do a build that required no machine shop.
My worry is that will the crankshaft be ok because from my understanding is when they were balanced it was with the bob weight of longer rods. The rod ratio will be off a little but for that I don't think it will matter.
BALANCING WILL BE REQUIRED
Thanks. Ya that sucks. Just trying to go low budget and use the good stock rods
My question is how much would it be to build a 496 love these videos but would be nice to know prices
Budget in a couple grand just for parts
Hey Richard, it's nice seeing the big block but all of those were four bolt mains. What about the two bolt mains, what power can they handle?
What is the voodu that allows the 500c.i NA engine to spin 10,500 RPM's? everything roller bearings? And do you test any 496 BBC beyond 6500 RPM's? love to see those dyno runs!!
we've run lots of bbc motors beyond 6500 rpm-i've never had a pro stock motor on the dyno at 10,500
I think I missed a video somewhere but I started on the add boost to a 8.1 vid and I feel I'm missing some information I can't find. But why do you think this big CI engine is still making it's power about 2500rpm and or higher? What would move the curve into the lower rpms? Isn't that usually why you go big CI, to take advantage of the torque from the large displacement?
Not the same build but I feel a 454BB suffers from poor head flow and piston CC. If you change pistons and with a good set of aluminum heads on those they seem to change how and where they create their power. Would these larger 8.1 respond the same?
I think I heard it in one of you videos of these engines again I can't find it but is piston to valve clearance the limiting factor?
watch the 8.1l turbo video