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  #16 (permalink)  
Old 02-13-2011, 09:45 AM
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H661CP is a cast piston. If it had been a forged piston, it would have been an ideal candidate for a blower.

I have posted a link, several times, to an article involving an under-driven 8-71 which would give you all the HP/TQ that a 62 Chevy 1/2 ton could ever handle.

I've got a 66 GMC (surprised?) that I've been working on for several years ... and is still at the engine-on-frame stage. It hasn't turned a wheel under it's own power yet ... but it sounds good.

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  #17 (permalink)  
Old 02-14-2011, 07:16 AM
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-22cc dome, +0.020", $45/each, will make about 9.9:1 cr with your current setup

http://www.summitracing.com/parts/SLP-H693CP20/





-30cc dome, +0.020", $43/each, will make about 10.6:1 cr with you current setup

http://www.summitracing.com/parts/SLP-H581CP20/
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  #18 (permalink)  
Old 02-14-2011, 09:40 AM
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Sweet thanks 454c10 you have been lots of help i appreciate it! One more question can you run 10.5 to 1 in a 454 and still run 91 octane??? i can tear um apart put it back together and mostly all the basics but im still a young guy and this will be the first motor i build my self. in the past i normaly have just bought motors that were already done and i just had to do minor stuff .. pushrods intakes ect ect.. but anyway thanks man
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Old 02-14-2011, 12:20 PM
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That is good info, and not looking for trouble. My interjection has to do with vehicle wieght. Acceleration is power vs weight.

How did you come upon 3900 for the truck ? Any Full size truck owners who weighed there vehicles, please chime in.
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Old 02-14-2011, 01:53 PM
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my 70 c10 LWB weighed 3900lbs with a 350cid, th350, ac, power steering, and power brakes.

Then climbed to 4300 lbs with the 454, th400, bigger tires, bigger exhaust, and about 40 pounds of of sound proofing.
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Old 02-14-2011, 01:59 PM
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Quote:
Originally Posted by 1fast62
Sweet thanks 454c10 you have been lots of help i appreciate it! One more question can you run 10.5 to 1 in a 454 and still run 91 octane??? i can tear um apart put it back together and mostly all the basics but im still a young guy and this will be the first motor i build my self. in the past i normaly have just bought motors that were already done and i just had to do minor stuff .. pushrods intakes ect ect.. but anyway thanks man

I would use the lower compression (9.9:1 cr) for 91 octane. The aluminum heads will help and may work. But BBC's do not tolerate compression ratio as well as most engines. The power gain going from 9.9 to 10.6 is not worth it. Maybe a 1% increase in power.
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Old 02-14-2011, 02:09 PM
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This web site listed below matches fairly well with what I measured on my truck when it had a 350 in it. But I added ps, pb, ac, duals, more gas (maybe). Old 1/2 ton trucks are light.




1970 Chevrolet Model CE10934

The CE10934 is, as you will see from the photos, a Fleetside longbed model with a 127-inch wheelbase and V-8 engine. My truck's dimensions are 207 3/4 inches long by 79 inches wide by 70 inches tall. Unloaded curb weight is 3,737 pounds. These were available in many colors, and mine is medium gold and white.





Got the weight from this web page about 3/4ís of the way down.

http://www.wkinsler.com/truck/index.htm
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Old 02-14-2011, 09:35 PM
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to spinn and 454c10

okay spinn thats not a exact weight i just guessed.. but i would imagine its really close to that those old 60's models are heavy but i could be wrong...

454c10... okay so if i go with the 9.9 to 1 piston.. whaT did you mean when you said the alum heads will help and may work??
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Old 02-14-2011, 09:41 PM
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While ago the village public works landfill scale was free way to weigh your hotrod. My 305 c10 SB was around 5000. A Honda Accord was about 3800.
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Old 02-15-2011, 07:18 AM
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wow, a 3800 pound honda. The car world has changed a lot since 1975!

the gross weight listed on the door of my truck is 5000 lbs. Minus 1000 lbs pounds (1/2 ton) gets it to around 4000 lbs. Check your door and see what the gross weight is.

Aluminum heads can handle more compression ratio than a similar iron head due to more heat conduction out of the combustion chamber. The rule is 0.5 to 1:1 more compression ratio can be used when using aluminum heads.

I would use 10:1 cr with that cam and a 454 with iron heads but that is with 93 octane. Since you are using aluminum heads, you could run 10.5 to 11:1 with that cam. But the 91 octane could be a problem, so to be safe, I would use the -22cc pistons. Plus I don't know what the deck height is which could easily raise up the compression another 0.25:1 (over the 9.9)

and you could use a thinner head gasket with the -22c pistons and get another 0.25:1.

The -22cc are the safer bet with 91 octane even through the -30cc's may work but would be on the edge of detonation and not worth the extra 1% more power (imo).
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Old 02-15-2011, 09:46 AM
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okay cool.. well thanks for all your help! you have been a huge factor in helping me with this build.. Im ready to buy all the parts here in a day or so.. i will keep you updated with everything..
thanks again
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Old 02-15-2011, 10:02 AM
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Hi,

Sounds like you've got a good project underway.

I can share my build specs below to give you some idea of what components yield what power, etc.

My truck weighs about 4000 lbs.

I think you should consider the build as a "system" of parts: carb, cam, ignition, cooling, etc. before getting caught up in some details. And, if you're planning to make it "streetable" on gas with Ethanol (a hard reality) then 10.5 compression may be a bit much. Also, consider fuel consumption-- more fuel = more power = more at the pump.

While I don't "hotrod" my truck (it was in the family for a while), I can tell you that it will spin the wheels through first, second, and to drive and has more power than the BFG T/A 255/75/15 tires will hold to the road.

I live in CA so I wanted a streetable truck that could consume pump gas.

Good luck!

Matt


Here are the specs:

HP: 415
TORQUE: 497
(Testing on Eng. Dyno.)

Engine Type: 454 Mark IV
Displacement (cu.in): 454
Block: 2 Bolt Early Style
Bore / Stoke: 4.280 X 4.000
Crankshaft: OE 2 Piece Seal
Rods: OE
Pistons: Hypereutectic
Rings: Moly
Camshaft Type: HYD. Flat Tappet
Camshaft Lift: .539 IN X .539 EX
Camshaft Duration @.50: 228 IN X 238 EX
Cylinder Head Type: OE Cast
Chamber Size: 118 cc
Valve Size: 2.079 IN X 1.720 EX
Intake Runner Volume: OE
Compression Ratio: 8.5:1
Rocker Arm Type: Stamped Steel
Rocker Arm Ratio: 1.7:1
Carb: Edelbrock AFB type (850 CFM)
Trans: Turbo 400 with (1100 stall converter)
Intake: Edelbrock Dual Plane Alum.
Dist: MSD HEI (street fire with MSD 6M (waterproof))

Fuel: 91 Octane (Calif. Gas w/10% Ethanol)
Ignition Timing: 38 Degrees Total Advance (static, w/o vac in this reading)

Engine supports P/S, P/B, A/C and vac. accessories with a cam can.

Performance: Good, streetable
Engine Temp: 180 F @ 115 Degrees amb.
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