anyone got a link to it? would love to find this build!

 

Just because a few guys can squeeze out low 10's on cast heads (may I add they require way more work then a set of aftermarket heads) doesn't mean it's practical. If you are still looking to build a daily driver, do NOT copy his build. He was running race fuel; not pump fuel and probably had a ridiculous stall converter behind his motor.

From what I could find, he ran on around 11:1 compression with a set of 215's. Can't find any information on his cam but I imagine it wasn't at all street able.

How about a better setup, why not spend the money you'd be spending on the heads, on the block instead and than buy a set of cheap patriots? (I was told to stay away from them but enough people here seem to think they are descent). It's practically going to be the same price to go with a 468 as a 496 with anything above 500 horse (crank is only good for around 500 so you'd need an aftermarket crank anyway).

 

Ed bigley with the red Chevelle? I'm sure you can find him trolling around on Drag race results if you search.

 

i put low compression 468 with stock 781 heads ,hooker swap headers single track right now it will kill right rear

 

I don't think I've seen him for a while but I was also filtering out all his posts on DRR. I just got tired of his hearing all his bs.

 

Its not that hard to get a reasonably light BBC car into the 10s with factory heads. Any of the large oval port heads or rectangle port heads can do it. People have been doing it for years. Large valves (2.19/1.88), high compression ratio, and a cam to match the heads and you'll be there. Even a totally stock, small valve 781 casting will make 500hp with the right ci, compression, and cam.

I have a low compression, 781 head 454ci in my Z28 right now, though I have no real wheel time on it. Feels VERY torquey though. A mid/low 13 shouldn't be hard. And its just an 8:1 motor with a stock cam, stock 781 small valve heads, and some bolt ons (headers, RPM intake, Holley/Qjet carb - still deciding which to use, and MSD ignition). Stock TH350 behind it with a factory converter and a 2.73 posi rear end.

 

Was this before he got famous and turned into an enviormental nut job?

 

i beleive so gumby lol.

 

though posted 10 months ago, hopefully this info will help someone if not Brandon...



The specs of this 468 engine are...
4.310 bore x 4.00 stroke
11:1 compression
internally balanced.
GM 4 bolt main block, windage tray, 215 oval port heads, lifter valley tray and steel chrome valve covers.
Clevite bearings
Crower crank, rods and roller lifters
Wiesco pistons
Speed Pro file-fit rings
RollMaster timing chain/billet gears
Cloyes 2 piece aluminum timing cover
ATI balancer
Moroso 6 quart kick out pan
Melling HV oil pump
Manley Severe Duty 2.25/1.88 valves
Manley Nextek polished dual valve springs
LSM roller cam 254/260 @ .050 with "C" firing order
Manley Titanium retainers
Comp keepers
Comp one piece moly pushrods
Crane 1.7 TR aka "wide body" Gold roller rockers
Fel-Pro gaskets throughout
ARP bolts throughout
Holley Strip Dominator single plane manifold
Makes at least 725HP@ 6300 and 600+ ft./lbs. torque @ 5100 RPM! Some say at least 750HP!!
NO chinese junk here!
Ran a best of 10.07 @ 131 and 1.28 60 foot launched off the footbrake in my nearly 3900 lb., all steel Chevelle







http://www.streetfire.net/video/ed-b...lle_105744.htm


http://www.streetfire.net/video/ed-b...lle_105748.htm



as well it ran quicker and faster than EVERY n/a 454, 496, 502, GM's 720HP 572 and most 540's in a similar weight/small tire Chevelle here in Division 1 brackets up till it's retirement at the conclusion of the 2007 season.






The above version with 10.7:1 compression, a 248/254 @ .050 roller cam and a dual plane manifold ran a best of 10.11 @ 129

Now for the truth and the facts...despite internet speculation, hearsay, rumor and lies fueled by those that have never seen my car in person yet refuse to believe it is what it is and does what it does, it IS a nothing special pump gas combo built built with spot on machining and preminum parts whose heads had been prepped typical of any race head...good valve job, bowl blend, gasket match and milled. There's NO magic in building 1.75HP per cubic inch no mind the 1.55HP per cubic inch this 468 is!

That said, this engine as well this car were never respresented on line as anything other that what it is... a serious effort street/strip bracket car that drove the majority of it's miles 1/4 at time over the last decade while maintaining a stock appearance complete with a full factory interior along with all the creature comforts of a 1960's daily driver muscle car including power steering, power brakes, tilt wheel and rear window defogger.

BTW, it doesn't have "a ridiculous stall converter" not unless you feel a converter that you can only hold to 2600 RPM ridiculous.

This engine combo can be duplicated for less than $10,000. Even less if you have the knowledge, skills and tools to assemble it yourself. Less yet if substitute these premium components for cheaper and offshore parts.

However, this car's/engine's performance is not a matter of just ordering parts from summit and jegs, bolting them in and running low 10 second ET's out of the gate.

It's performance is the result of 17 years and over 4000 passes of continuous R&D and tuning of BOTH the engine and the car, ultimately evolving into what you see here.

After owning this Chevelle for 27 years it was sold turnkey with this 468 engine at the conclusion of the 2008 season and continues to be raced today though now in Europe...



I hope this helps those whose goals and wants are similar to what mine were when I set out to build this car back in 1991.

BTW, I now race a 4th Generation F body...








with another n/a oval port headed BBC combo...





built on the same approach as oval port headed 468 except this one makes about 200 more HP and this car runs in the 8's.

 

Great to know which head casting was used, and of course, that there were no high-$$$ parts employed anywhere.