Need 454 Engine Setup For Drag Racing

[BCOWANWHEELS]

Anybody race 454 bbc engines ? i need a engine combination that is a proven setup. heres what i,ve got now.

set of new aluminum GM c-port heads
set of GM hi-po connecting rods
new dominator 1050 cfm carb
std bore block ( earl heavy casting )
double roller cam chain
harland sharp roller rockers
hi-volume oil pump new
7 qt oil pan
all arp fasteners
built glide trans.

what i need is compression ratio for pistons for 112 racing gas, what cam to use, intake manifold etc. i want to race this not slave and throw $$$$ at it.
any help from someone who has alot of sperience with bbc engines will be appreciated.
bob

[Down south truckin]

Bob
I've done a little bit of drag racing.if your talking about a all out race engine you should run 12-13 to 1 compression. they're are several intake manifolds that will run just as good as the others buy the one that you can get the best deal on the edelbrock victor/dart/weiand team G are my favorites as far as camshaft that really depends on several conditions like how heavy your ride is whether or not you plan on using NOS again all the good cam companies offer good grinds for this combo I've always liked the crane grinds I would definetly use a roller somwhere around 700-725 lift and 260-270duration @ .050 and you will have a beast with about 700-725 horsepower if those heads will flow you may have to port them to get that much HP. one of the most misunderstood areas of racing is the torque converter esp with a heavy car/truck don't skimp on the stall converter i hope this helps DST

[BCOWANWHEELS]

i,am gonna sell the heads and buy a set of aftermarket heads i think. mine are too nice to start cutting on and a set of darts will flow more than mine stock for alot less $$$$$$. i was leanning towards 13 to 1 compression. i,am gonna put it in a 1939 fiat topolino altered . probably around 2000lbs. got the bug again lol

[DieselEater]

Go here:

http://www.chevelles.com/forums/forumdisplay.php?f=13

[mnunn454]

I've heard that 2-bolt main 454 blocks are good up to about 600-650 horses and around 6500 RPMs. Much more than that in either arena and you'll want a 4-bolt main block with forged components for sure. NO2 adds a lot of "shock" to the equation, and while it'll work in an already high compression engine, it tends to "hammer" the parts that may already be straining. Still, if the short block is built sturdy enough it is a great alternative to turbo/supercharging.

I agree with the head swap/upgrade thought. Right after displacement, airflow through the cylinders is the next biggest thing to optimize (IMO).

Finally, I know this thread is about engines, but the engine is only one of the ten or so major components to winning a race. While engine output is the key component, I'd suggest defining your goals specifically and then looking at the vehicle as a total "system" to be sure your engine output is within the variable range limits of the other components. In other words to be competitive if you need to run a narrow powerband 750 HP engine on one end and 15" wide slicks on the other, that may be too much bite for a 12-bolt rear end's torque limits and your powerglide's relatively steep first gear.

Just opinion here. Food for thought.

[BCOWANWHEELS]

yes i agree with a " combination " this engine is going in a competition car not for street use. 9" mark williams rear end , tube chassis, full f/car cage. etc.

[Bowtie001]

Just a thought, but a crank will make this thing a 496, which will help a lot. I don't know if I would go as high as 700 lift on the cam or you'll be hating valvesprings forever.

I don't have any BBC experience, but my pop runs a 427 SS/DA car in NHRA... but that's stock heads and high nines... I do know his humungo cam eats springs three times (at least) a season.