til dere med v8 big block peil

[Bead-lock]

502 er en helt annen motor enn gamle 454 motorer...

 

Endel deler som ikke passer om hverandre!

[V8power]

Ingen problem å få forgasser oppsett til 502, de fleste ble solgt med det.Hvis deckhøyden er lik til 454 passer det.

http://store.summitracing.com/egnsearch.asp?N=700+4294925232+4294918831+4294908216+115+429483982

[pajeroturbo]

496 motoren det er snakk om. 8.1 liter.

500 motoren står jg over for den er mere spesiell.

 

men etter nr på 496 blokka så spørs det om det fins gasser/innsug oppsett til denne motoren. siden den er ifra 2001modell og opp

chevrolet 8.1 vortec truck motor.

[Bead-lock]

496 motoren det er snakk om. 8.1 liter.

500 motoren står jg over for den er mere spesiell.

 

men etter nr på 496 blokka så spørs det om det fins gasser/innsug oppsett til denne motoren. siden den er ifra 2001modell og opp

chevrolet 8.1 vortec truck motor.

 

 

Hvis ikke det er pris om å gjøre her, så ville vi vel ha råda deg til å velge den 502 motoren....525hk orginalt er godt utgangspunkt, å bitene i den motoren tåler mye, fordi bitene er endel bedre enn i bil 502....

[V8power]

Innsug fra 502 passer ihvertfall på 496,en.Blir overasket hvis ikke 454 innsugene gjør det. 540 og 572 har mye høyere dekkhøyde enn den gamle BB'en men jeg tror 502 er lik.Skal se om jeg finner noe.

[BOWTIE]

Her er en oversikt over de forskjellige generasjonene CBB,

 

Som du ser er 496 bygd på Gen7 blokk og har 10,2” deck height, som en Truck blokk, og da vil

Ikke innsug fra en ”vanlig” CBB med 9,8” deck height passe.

 

 

 

Mark I: The original "Big Block Chevy", also called the "W" engine because of the shape of the valve covers, this engine family was installed in vehicles beginning in 1958, as a 348. In 1961, it went to 409 cubic inches, (as immortalized in the Beach Boys song "She's so fine, my 409") and for one year only (1963) a few well-connected racers could buy a car with a 427 cubic inch version called the Z-11. The 427 version was all about performance, and had special parts which were not directly interchangeable with the 348/409. While production of the 427 was severely limited, both the 348 and 409 were offered in passenger cars and light- and medium-duty trucks. The truck blocks were somewhat different from the passenger car blocks, having slightly different water jackets and of course, lower compression achieved by changes in the piston in addition to more machining of the top of the cylinder. A novel feature of this engine is that the top of the cylinders are not machined at a 90 degree angle to the bore centerline. The top of the cylinder block is machined at a 16 degree angle, and the cylinder head has almost no "combustion chamber" cast into it. The combustion chamber is the top wedge-shaped section of the cylinder. Ford also introduced an engine family like that in '58--the Mercury/Edsel/Lincoln "MEL" 383/410/430/462. The "W" engine ended it's automotive production life part way through the 1965 model year, when the 409 Mk I was superseded by the 396 Mk IV engine.

 

Mark II: This is more of a prototype than a production engine. It is the 1963-only "Mystery Engine" several of which ran the Daytona 500 race, and in fact won the 100-mile qualifier setting a new record. It is largely the result of engineering work by Dick Keinath. Produced mainly as a 427 but with a few 396 and 409 cubic inch versions, all in VERY limited numbers. Even though it was intended as a Nascar-capable engine, it had 2-bolt main caps. This engine was never installed in a production-line vehicle by GM, it only went to racers. And even though it was available in 1963, it has very little resemblance to the 427 Mark I "W" engine of the same year. The Mark II was a "breakthrough" design using intake and exhaust valves that are tilted in two planes--a canted-valve cylinder head, nicknamed the "Semi-Hemi" or "Porcupine" because it is "almost" a hemi head, and the valve stems stick out of the head casting at seemingly random angles. The engine was the subject of an extensive article in the May, 1963 Hot Rod Magazine. Because of Nascar politics, Chevrolet was forced to sell two 427 Mark II engines to Ford after the '63 Daytona race, (to "prove" that it was a production engine, and therefore eligible to race in Nascar events) and so this engine is not only the grandfather of the Mark IV and later big block Chevies, it's also the grandfather of the canted-valve Ford engines: Boss 302, 351 Cleveland and variants, and the 429/460 big block Ford.

 

Mark III: Never released for production. This was rumored to be the result of GM/Chevrolet's proposed buyout of the tooling and rights to the Packard V-8 engine of the mid-to-late '50's. The Packard engine was truly huge, having 5" bore centers. The former president of Packard wound up at Ford after Packard folded, perhaps because of that, Ford was also interested in this engine. Ford wanted to make a V-12 variant from it just as Packard had once envisioned. One way or another, neither GM nor Ford actually went forward with the purchase.

 

Mark IV: The engine that most people think of as the "big block Chevy". Released partway into the 1965 model year as a 396, superseding the older 409. It is a development of the Mark II and using similar but not identical canted valve (semi-hemi/porcupine) cylinder heads. It was later expanded to 402 (often still labeled as a 396, or even a 400,) a 427, a 454, and a few "special" engines were produced in the late '60's for offshore boat racing as a 482. There was a 366 version, and a 427 version that each had a .400 taller deck height to accommodate .400 taller pistons using three compression rings instead of the more usual two compression rings. These tall-deck engines were used only in medium-duty trucks (NOT in pickup trucks--think in terms of big farm trucks, garbage trucks, dump trucks, school busses, etc.) The tall-deck blocks all had 4-bolt main caps, forged crankshafts, and the strongest of the 3/8 bolt connecting rods. All-out performance engines used 7/16 bolt connecting rods, along with other changes. This engine family was discontinued in 1990, with the Gen 5 appearing in 1991.

 

Gen 5: General Motors made substantial revisions to the Mark IV engine, and the result was christened "Gen 5" when it was released for the 1991 model year as a 454. There were 502 cu. in. versions, but never installed in a production vehicle, the 502s were over-the-parts-counter only. Changes to the Gen 5 as compared to the Mk IV included, but are not limited to: rear main seal (and therefore the crankshaft and block) were changed to accept a one-piece seal, oiling passages were moved, the mechanical fuel pump provisions were removed from the block casting, the machined boss for a clutch bracket was eliminated, the cylinder heads lost the ability to adjust the valve lash, and the coolant passages at the top of the cylinder block were revised. The changes to the coolant passage openings meant that installing Mk IV cylinder heads on a Gen 5 block could result in coolant seepage into the lifter valley. Frankly, the changes (except for the one-piece rear main seal) were all easily recognized as cost-cutting measures which also removed some quality and/or utility. All told, the Gen 5 engine was not well regarded by the Chevy enthusiasts because of the changes to the coolant passages and the lack of an adjustable valvetrain. As always, the aftermarket has provided reasonable fixes for the problems. The Gen 5 lasted only until 1995.

 

Gen 6: GM recognized that it did not make any friends when it designed the Gen 5, and so they chose to revise the coolant passages again when designing the Gen 6, allowing the older heads to be used without coolant seepage problems. The boss for the clutch bracket returned. The non-adjustable valvetrain remained, as did the one-piece rear main seal. Some but not all Gen 6 blocks regained a mechanical fuel pump provision. Production engines installed in pickup trucks got a high-efficiency cylinder head, still canted-valve, but with a modern heart-shaped combustion chamber of about 100cc. The intake port has a "ski jump" cast into it to promote swirling of the intake air flow. All production vehicles with a Gen 6 used a 454 version, but over-the-counter 502s are available. The Gen 6 is sometimes referred to as the "Gen Fix" because it fixed a number of issues that disappointed enthusiasts when the Gen 5 was released. As an added bonus, most if not all Gen 6 engines use hydraulic roller lifters.

 

Gen 7: A very major revision of the previous engines resulted in the 8.1 liter/ 496 cubic inch Gen 7 in 2001. The block gained .400 in deck height so it is the same height as the previous "Tall Deck" truck blocks, wider oil pan rails, and the cylinder heads have symmetrical port layouts instead of the previous 4 long/4 short port layout. Very little interchanges between the 8.1 liter engine and the previous Mark IV/Gen 5/Gen 6 engines. The head bolt pattern and even the firing order of the cylinders has been changed.

[V8power]

Se der ja.Flott info Bowtie.Så 502 en har mye mer felles med BBC en 496 en.Godt å vite. MAO er 502'en klart mest intresant å kjøpe.

[pajeroturbo]

mm, sto mye fornuftig der ja. men innsug fra 454 tall deck skal passe på 496 motoren da.

men står jo at 496 motoren egentlig ikke har noe til felles med eldre bb motorer ja. dårlig nyhet. vurdere 502 motoren istednfor da. men det er jo ingen standard 502 blokk det heller. få tak i blokk nr på den så får jeg se hva den står som