Adding A Chevy 454 To A '85 Monte Carlo

Hey, welcome to the shop. Well, after building new age power under this classic old foundation, our 454 is going home today in

this 85 Chevy, we call the Mighty Carla

flashed back a year or so when the Monte Carlo was our project car of the moment

in the shop, we gave it a nine inch rear end

along with serious upgrades to the suspensions,

some new brakes

and a high flow exhaust system.

Chevy never made a five speed for this car. So we went nuts and made our own with a conversion job.

The end of the 502 gm crate engine under the hood made tons more power than stock. We have about 420 horsepower

and 515 ft pounds of torque at the rear wheels.

We got marching orders to give up that 502 for some other power block projects.

And that's where this 454 comes in.

It was the focus of two engine builds one on a complete budget of 2500 bucks.

Another using off the shelf high performance parts in a hunt for all out horsepower

in the end it made 623 16, more than a Ford 460. We built much the same way.

We wanna keep a hand free for coffee and the GPS while cruising and still be able to consistently kick butt at the track. So to transfer the power from that big block Chevy to the rear wheels, we're gonna use this in between. It's a gear star 204 hour automatic transmission

that's specifically designed for high performance engines like ours. We'll tell you more about it when we get it in the car

before anything else. We've got a valve train conversion to make.

We used a solid roller cam in our latest build up to keep everything the same as the 4460.

Save it for the street. This was not a hydraulic roller

will give a smoother idle and plenty of power in the lower RPM band.

Well, not to mention freedom from all those valve adjustments every once in a while we get asked the question. Do you have to remove the cylinder head to change the valve spring? Well, the answer is no, all you need is a way to compress the cylinder with air to hold the valve up. And a valve spring compressor

the air hose we're using has spark plug threads and an O ring on one end.

The constant air pressure keeps the valves closed while we use this moroso compressor to remove the stiffer springs used with the solid roller cam

in their place. We're installing the softer springs that originally came with the RHS heads that were set up for the hydraulic roller.

Next, we can install the new comp, hydraulic roller lifters which have a taller body. So we had to order another set of custom push rods.

And if you're in a hurry, like we were LNO

will ship them to you overnight.

Now we'll reinstall the rocker arms. and since we're using the hydraulic roller cam, now

we'll just adjust the valves a half a turn past zero. Lash. And they're set,

there's sort of an ongoing debate about hydraulic versus solid roller cams. Some of the solid roller guys say you give up a whole lot of power just to get the smooth idle and low maintenance of the hydraulic.

So, just because we're curious and because we can,

we're gonna put the 454 back on the title.

Good oil pressure.

Air feels look good at idle.

Make a rhyme. Go.

Don't forget everything. But the cab lifters and springs are the same as the last run. 623 horsepower at 6300 RPM.

No hesitation around five grand.

Well, it still made 557.

Hey, we're sure there's more in it though. So we're gonna up the timing a couple of degrees to 35 before run. Number two.

Well, it's making a lot more torque than with the solid roll.

Yeah,

the airfield graph is telling us we're running a little too rich to get the best peak horsepower. So Mike swapping out two carve jets in front going down from 84 to 81

along with a smaller squirter in the back of the car. Surely this will make a difference. There you go. You ready? Haunch,

man. Ir.

Besides that little bit

where the air fuels are, I like where it's at

and with that torque and power number that's, that may be the sweet spot.

Yeah.

And for a street car, man, this thing is in a rock. Yeah.

Oh yeah.

Here's a situation where the

dyno can give you more information than just peak horsepower and torque. The darker lines screen for torque white for horsepower represent the solid roller set we used.

Now the brighter lines represent the hydraulic set up. We just ran and from the beginning at 2500 RP

all the way up to 5500, we got more torque and horsepower. Now here is where you want to be

at the starting line of the drag strip and

this area represents where you want the most power on the street. Uh Well, unless you're trying to set a land speed record to the grocery store.

Now, what's gonna happen when we drop that 454 beast in the Monte Carlo?

We're not far from finding out.

Hey, in case you just joined us, where have you been?

We turned out 584 horsepower and 607 ft pounds of torque.

Now, our Chevy big blocks ready for street and strip duty inside our Monte Carlo that is now, of course, it's already been modified for a big inch motor with the right motor mounts, fuel line

and radiator. So it ought to fit together like a nerd on a computer. Right. Well, not quite see, our 454 valve covers are a little taller than the ones that were on the 502. So we have a little clearance issue with the AC box. Now. No way. Are we getting rid of the AC? So it's time for a little bit of surgery.

First step is to cut out a square section of the fiberglass AC box

and you got to be careful not to go too deep

or you could damage the cooling fins inside.

Now, before anything else we need to test fit the engine to see if it clears very good.

Next, this strip of 10 goes in to make a bracket for the bent.

Then after scuffing around the hole for adhesion,

I'm gonna brush on a mix of resin and hardener onto this sheet of fiberglass material

while it's still wet. I'm covering the hole with the fiberglass.

Now, you got to keep working with it while it starts to set up,

then brush on some more of the mixture. You've got about an hour to kill while it hardens.

I know. You see me take plenty of risk, but when working with fiberglass, it's just not worth it. The dust can get in your lungs and kill you.

Now, if you want to see what kind of difference we made down here, check this out,

finally sand it down, smooth, apply paint and we're all clear.

Next, we're using our 502 for a parts transplant.

You see everything up front is getting transferred to the 454.

By the way, an accessory drive like this can rob 30 to 35 horsepower from the engine.

Are you sure that Nerd fit on the computer like this

a

next time?

Now, we can raise our gear star trains into place.

Now, it's a 204 R with four forward gears. It's got billet components and a heavy duty cast case.

It should be a solid bridge between our 454 and the car's nine inch rear.

All right, she's in.

Then after bolting the trans up, we can connect the torque converter to the flex plate,

then install our kick down.

Now, we can replace this cross number, but you'll notice we modified it since the automatic is about two inches longer than the manual.

While we're under here, we can also connect the bracket and cable for our automatic shifter.

We got lucky with the drive shaft. We already had this nearly new piece in the Camaro project that fits perfectly.

Not so lucky with the exhaust,

somebody also repurposed the one we installed in here. So time for some fast fabrication to make a new one

down to the engine chores, you know, sensors, hoses, wiring the usual stuff.

One of the most time consuming jobs turns out to be making room for the new B and M Magnum grip pro shifter for the automatic. This involved welding up two by three pieces of sheet metal for a mounting location,

uh complete with an impromptu carpet fire.

Yeah,

I need uh water or something.

No, I don't

w

we

well, fire marshal Mike did remind us that flames can be useful like checking your electric fans before you start the engine.

Finally, we get to back this beast up onto the rollers considering the usual parasitic power factors. We're still betting on at least 400 horsepower here on the

dyno

check

after several ear shattering runs,

we got our answer.

Well, that's right. What we predicted 422 horsepower, 421 ft pounds of torque and

all the runs are pretty consistent too, I think. Yeah, definitely. And I know this thing was strapped down really tight for the way it moved. It felt like it wanted to come off the dyno.

Ok. If you're not blown away, just yet, consider this the factory 305 that came in this Monte Carlo S

US only was rated at 100 80 horsepower. Only made 100 and 35 at the rear wheels.

Now, there's no way this maniac is gonna take the car out on the street yet until we find a way to plant all that power. We'll do that down the road. Hey, stay tuned. We're gonna follow an outlaw racer in search of winning power at the strip. Stay with us.

Hey, welcome back to horsepower. Now, when you come to one of these races as a spectator, what you get to see are these cars making 4 to 5 2nd passes barreling towards that 660 mark. Hopefully for a win.

Now, what you don't see between rounds and races is the hard work time and dedication it takes from the whole crew to get the job done.

The easiest way to explain it, blood sweat and gears.

This is where it all happens for now, Ken Rainwater is one of the top contenders of outlaw 10 5. His racing roots go back to his teen years when he was one of the youngest drivers ever to compete in an I hr a alcohol funny car in 2005. He joined the ranks of

Osco

and now drives an 03 Mustang powered by a 598 cubic inch big block Ford with 91 millimeter twin Turbos.

It's the car that took Ken to the finals in several outlaw 10 5 contests and to the winner's circle in the 2007. Beat the heat, even

three speed Linco transmission, all of the electronics and fuel system controllers by my crew chief Alan Dudley, which is high performance controls. Racing is the fun part,

but it takes lots of behind the scenes homework to make it all happen, going over the engine transmission converter, doing different stuff. I mean, from cleaning the rig to loading and unloading,

uh, it's probably a 20 hour a week job if you don't turn anything up,

we broke an axle bearing in the last test session. So we've got that fixed. We just need to put gear oil in it, tires and wheels on it and

load up and head to Montgomery.

I have uh, lots of really good help. They're just friends. They donate all their time and effort. Most importantly is the wife and kids. They're fully involved 24 7 because it's

racing at the racetrack is one thing, way more happens here that happens there.

Big Indians, like I said, just a couple inches under 100 ft long. It's kind of our home on wheels and we leave out, you know, we're gone Friday, Saturday, Sunday and sometimes Monday before we get home and

we're pretty self efficient. We don't, we leave with everything we need and stay on the road three or four days and it really makes traveling nice.

There's a lot more to it than just racing cars. Sometimes being with your family and your friends and cooking out we enjoy the whole thing.

You just can't go to out back.

Let's get this thing unloaded and go do some testing

right now for Ken and his crew. It's a race against time. A nasty thunderstorm is headed this way and chances for a critical test and tune run are iffy at best

and there are a few seconds late reaching the line just as the bottom drops out.

So it looks like the first shakedown pass won't happen until tomorrow's first round of qualifying

in racing. You've got to expect the unexpected,

but this is nothing compared to the unexpected turn of events on Saturday.

Horse power is back tagging along with outlaw racer. Ken, rain water

after a washed out attempt at a Friday test run. It's almost time for Ken's first qualifying pass. Like many racers. He shares a passion for drag racing with his whole family.

I've never been to a race track before. I met him. Not, not even NASCAR around track or anything and it's a lot of fun. It, it's, it's, it's interesting for sure.

Do you ever give him advice on what, how he, how he should race or you just let him do his thing?

I have learned over the years to stay out of that.

I'm just here for support.

Their son, Cruz was practically born at a racetrack

and already seems to have inherited his dad's fascination for fast cars.

All he wants to talk about and play with his cars. So hopefully we'll have a new driver in a few years and I can step out of the way.

Thanks to mandated safety equipment, drag racing is a lot less dangerous than it was in the old days.

Of course, there's always the occasional nitrous pop,

but the driver wears complete protection

and he's enclosed in a roll cage that has to be certified for safety

still for family members. The thought of a life threatening crash is difficult to escape.

It's very scary. I always say a prayer before he gets in the car every time. It's, it's, it's scary for sure.

Rolls his mustang into the burnout box in preparation for his first qualifying round.

Robert Abbott and his Camaro occupy the left.

Both cars leave

Abbot somehow loses control and suddenly he's headed to the wall.

He flips and heads right toward rainwater.

He got upside down on his roof and got in our quarter pound a little bit here. But

we're ok. Everything's gonna be all right. We can go back and get it ready for the next round, but

I hope he's ok. That's my main concern right now. Car parts can be replaced and

get up there and check on him

and I pulled another gear.

It,

it just

charter harder, the

harder the left,

this

is

over

on the roof.

Much worse than it really is.

Well, you're a lot calmer than I think most of us would be

happy. That no one is hurt. Ken goes back to his car

and work your way back about three inches.

I need some duct tape, duct tape.

He manages a couple of so so runs to end a long day of qualifying

but never in complete sync after the wreck.

Another storm delays limitations on Sunday.

Then after a first round traction troubled solo pass,

rainwater lines up for round two

again. He overpowers the track

and Ken is out of the hunt this weekend

had a little electrical gremlin up here. We had a crank trigger bad. That kind of bit us around her too. And

so we kinda knew second round we had to get after it and, uh,

we stepped on it a little bit and obviously a little too much just didn't have enough data from the weekend and the track was really good and

we just kind of missed the call. Of course, everybody wants to win, but this is a hobby and we have fun no matter what and we just go do the best we can

the end.

I've

got.