ERL 454 Build for Torque?
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Joined: Dec 2005
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From: IA
ERL 454 Build for Torque? Well I sold my 01 SS so now I have money to put toward motor for my 1972 Chevelle. Car already has a fuel injected 1995 LT1 with a 4L80e and 12-bolt w/ 3.73's in place, it just needs more power. A lot more power. I was wanting a BBC however I can't afford 6 mpg either. Thats where ERL comes in with their 454..... I'm on a budget so I can't afford a ITB intake or Frankenstein heads but am wanting the most bang for my buck. Car will never be a dyno queen with the drivetrain, however high torque is my goal. 700 fwp would be a nice number too if possible. Car is a street car, not a race car, so it needs to live under 7000 rpm. What kind of combination should I be looking for and what are some realistic goals? Thoughts/recommendations? Thanks!
I'm in Iowa so if I need to go to E85, its a viable option. That stuff is available everywhere in my area.
I'm in Iowa so if I need to go to E85, its a viable option. That stuff is available everywhere in my area.
Well I sold my 01 SS so now I have money to put toward motor for my 1972 Chevelle. Car already has a fuel injected 1995 LT1 with a 4L80e and 12-bolt w/ 3.73's in place, it just needs more power. A lot more power. I was wanting a BBC however I can't afford 6 mpg either. Thats where ERL comes in with their 454..... I'm on a budget so I can't afford a ITB intake or Frankenstein heads but am wanting the most bang for my buck. Car will never be a dyno queen with the drivetrain, however high torque is my goal. 700 fwp would be a nice number too if possible. Car is a street car, not a race car, so it needs to live under 7000 rpm. What kind of combination should I be looking for and what are some realistic goals? Thoughts/recommendations? Thanks!
I'm in Iowa so if I need to go to E85, its a viable option. That stuff is available everywhere in my area.
I'm in Iowa so if I need to go to E85, its a viable option. That stuff is available everywhere in my area.
I've done this build before and prepare your budget for $17-20k by the time it's said and done... And no that's not with ITB's, that's with a factory intake. So, this said look over the parts you want and ask yourself what you would like for drivability before biting off on power numbers. From there I'd pick a cam to match your drivability needs. Not sure what head combo's you've looked at yet, but you'll find if you buy any aftermarket casting your looking at 4k plus if you go w/ LS7's. You'd spend exactly that much w/ FRH ported used factory castings... So the point is mute on heads IMO.
Personally I like your logic and it can be done well especially with the room you have under the good w/ a Chevelle! If it were me I'd go w/ as you said an ERL 454 bottom end w/ Mast 285 LS7's w/ Ti intakes and Inconel exhaust at a minimum. I'd use the Holley high rise intake mani and either go w/ a low lash solid roller cam or a mid range 240's/250's hydraulic cam. Once you've chosen a cam w/ either Martin @Tick or Kip Fabre directly based off of you decision above, pick your valve train components accordingly.
You'll have a serious motor that'll live a long life if maintained well. ERL builds quality stuff, and Martin and/or Kip also know how to get you good life out of your top end parts as well. This combo of people and parts w/ lead you to a great setup!
Thread Starter
TECH Regular
Joined: Dec 2005
Posts: 439
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From: IA
I've done this build before and prepare your budget for $17-20k by the time it's said and done... And no that's not with ITB's, that's with a factory intake. So, this said look over the parts you want and ask yourself what you would like for drivability before biting off on power numbers. From there I'd pick a cam to match your drivability needs. Not sure what head combo's you've looked at yet, but you'll find if you buy any aftermarket casting your looking at 4k plus if you go w/ LS7's. You'd spend exactly that much w/ FRH ported used factory castings... So the point is mute on heads IMO.
Personally I like your logic and it can be done well especially with the room you have under the good w/ a Chevelle! If it were me I'd go w/ as you said an ERL 454 bottom end w/ Mast 285 LS7's w/ Ti intakes and Inconel exhaust at a minimum. I'd use the Holley high rise intake mani and either go w/ a low lash solid roller cam or a mid range 240's/250's hydraulic cam. Once you've chosen a cam w/ either Martin @Tick or Kip Fabre directly based off of you decision above, pick your valve train components accordingly.
You'll have a serious motor that'll live a long life if maintained well. ERL builds quality stuff, and Martin and/or Kip also know how to get you good life out of your top end parts as well. This combo of people and parts w/ lead you to a great setup!
Personally I like your logic and it can be done well especially with the room you have under the good w/ a Chevelle! If it were me I'd go w/ as you said an ERL 454 bottom end w/ Mast 285 LS7's w/ Ti intakes and Inconel exhaust at a minimum. I'd use the Holley high rise intake mani and either go w/ a low lash solid roller cam or a mid range 240's/250's hydraulic cam. Once you've chosen a cam w/ either Martin @Tick or Kip Fabre directly based off of you decision above, pick your valve train components accordingly.
You'll have a serious motor that'll live a long life if maintained well. ERL builds quality stuff, and Martin and/or Kip also know how to get you good life out of your top end parts as well. This combo of people and parts w/ lead you to a great setup!
Your mpg won't be much better in a 454lsx. Personally, I'd build a 408 with good aftermarket heads and put a whipple on top. The end price will probably be cheaper than going the 454 route. Mountain of torque & MUCH better mpg provided the tune is spot on of course.
The only things I would caution you on in a 454 configuration is that the head gaskets for a 454 are real thin between the cylinders; and being that large of a bore, if/when you want to rebuild or make changes you'll find that there aren't many options to look at. The 4.185 bore is about as large as any LS block can take, and any piston manufacture goes.
It was in my C5Z last year before it was totaled. I had an ERL 434 with FRH LS7 heads, ARP head studs, .051 cometic gaskets, Lunati link bar lifters, a Martin@ Tick cam, stock Ls7 intake, ZR1 injectors. Put down 570/490 NA and 700/620 on a 150 shot. The only things I would caution you on in a 454 configuration is that the head gaskets for a 454 are real thin between the cylinders; and being that large of a bore, if/when you want to rebuild or make changes you'll find that there aren't many options to look at. The 4.185 bore is about as large as any LS block can take, and any piston manufacture goes.
Thread Starter
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Joined: Dec 2005
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From: IA
I actually considered that route also.....
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Sold it to the insurance company with the car. From the way the car was damaged, me and the shop I use thought it was very possible that the crank may have been damaged. Not to mention I recieved a very fair settlement IMO. Regardless it was a shame that's for sure.
Me and ^^^ this guy used the same shop and had almost identical builds. The one thing I'll say: be fore diving off into FRH heads make sure and look for results. As me and Millenium found out my heads didn't perform as well as his PRC's which is indicated by 2 factors: 1) both my HP and Tq #'s were lower and 2) my cam was bigger!
We both built ERL 434 w/ Ported LS7's, stock intake manifolds, and almost identical valve train parts... at the same shop... using the same dyno... And our builds were finished very closely time wise.
We both built ERL 434 w/ Ported LS7's, stock intake manifolds, and almost identical valve train parts... at the same shop... using the same dyno... And our builds were finished very closely time wise.
Sold it to the insurance company with the car. From the way the car was damaged, me and the shop I use thought it was very possible that the crank may have been damaged. Not to mention I recieved a very fair settlement IMO. Regardless it was a shame that's for sure. Me and ^^^ this guy used the same shop and had almost identical builds. The one thing I'll say: be fore diving off into FRH heads make sure and look for results. As me and Millenium found out my heads didn't perform as well as his PRC's which is indicated by 2 factors: 1) both my HP and Tq #'s were lower and 2) my cam was bigger! We both built ERL 434 w/ Ported LS7's, stock intake manifolds, and almost identical valve train parts... at the same shop... using the same dyno... And our builds were finished very closely time wise.
Thread Starter
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Joined: Dec 2005
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From: IA
http://www.superchevy.com/how-to/pro...stroker-build/
Launching!
Joined: Apr 2005
Posts: 229
Likes: 3
From: Frisco TX
I think your idea of building an ERL 454 is a great idea. I would personally talk to Ed Curtis at Flowtech Induction. I would let him know what your goals are for the car and allow him to spec out everything from the cylinder heads, intake, custom cam, valvetrain components, etc. It's always best to allow one person to help you come up with the entire combination instead of having multiple people spec out certain parts for the build, and then expecting the pieces to fit together and make the kind of power you're looking for.
I think your idea of building an ERL 454 is a great idea. I would personally talk to Ed Curtis at Flowtech Induction. I would let him know what your goals are for the car and allow him to spec out everything from the cylinder heads, intake, custom cam, valvetrain components, etc. It's always best to allow one person to help you come up with the entire combination instead of having multiple people spec out certain parts for the build, and then expecting the pieces to fit together and make the kind of power you're looking for.
Good to see another ERL 454 coming together....I like the call out in the original post haha...I am so ready to get my car together so I can finally see how the engine drives...
My word of advice is to take your time and don't rush the decision making process...make sure you get exactly what you want!
My word of advice is to take your time and don't rush the decision making process...make sure you get exactly what you want!