454 in a 86 f-body
Registered User
Joined: Mar 1999
Posts: 45
From: Do not read this
Re: 454 in a 86 f-body
You will need stiffer front suspension springs because big block weighs more. Also, you cannot run A/C and you will have to lift the engine a bit to change spark plugs.
Why use a big block? You can make some great power with small block.
Why use a big block? You can make some great power with small block.
Thread Starter
Registered User
Joined: Feb 2006
Posts: 13
Re: 454 in a 86 f-body
well the 305 is dead, and i decided that the posers driving their mustangs that there parents bought them were in need of a good ***-whooping, and besides a 454 would be wicked in a 3rd gen, its different
Registered User
Joined: Mar 1999
Posts: 45
From: Do not read this
Re: 454 in a 86 f-body
Originally Posted by Fromaster
ugg
There are 454ci motors that made some pretty pathetic HP and small blocks that make some great power. If you want to have cubic inch bragging rights to be better than your Mustang nemesis, then go ahead.
Think about it.
Registered User
Joined: Oct 2004
Posts: 1,130
From: las vegas
Re: 454 in a 86 f-body
A few guys over at www.thirdgen.org have done it and have great pics and text
not a bunch of hack jobs
not a bunch of hack jobs
Registered User
Joined: Aug 2003
Posts: 30
From: janesville Wi
Re: 454 in a 86 f-body
A BBC will bolt right in and you can use the stock springs if you use an aluminum intake and water pump (I have done several of these conversions and they are pretty easy) although the trans and rear life will be short lived with any Power increase over around 300HP and I woulden't even consider a stick trans, I currently have a 88 T/A with a BBC / TH-350 9" rear (the car is tubbed but thats just my preference)
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Posts: n/a
Re: 454 in a 86 f-body
I pulled this from the May '88 issue of Hot Rod. So granted, there has been several improvements as to specific parts to use.
Sorry for the bad layout. I couldn't get the part #, etc., to show correctly in this post.
Sorry for the bad layout. I couldn't get the part #, etc., to show correctly in this post.
Transplanting a Big-Block Chevy into your 3rd Gen F-Body
This article is taken from HOT ROD magazine. May 1988 issue:
Dropping a big-block Chevy V8 into a late-model GM F-Body can be a rewarding but frustrating experience. There's no question that big-block power breathes new life into any swap, but F-Body transplants present a variety of problems that can be difficult to overcome. Technically speaking, it is an easy swap, since factory frame mounts and engine brackets can be used and all the accessory hardware is readily available through local GM dealers and specialty equipment manufacturers. Most swaps are mechanically easy to complete, but almost all of them suffer from overheating and fuel delivery problems. These cars are essentially bottom breathers with little or no front grille to admit cooling air. The engine fits rather snugly and even the heavy-duty factory radiator is hard-pressed to keep its cool under normal driving conditions. Increased cooling capacity via the use of special aftermarket radiators (available from Modine or custom built by local sources) is essential not only to maintain proper engine operating temperatures, but also to help prevent high underhood temperatures that cause fuel percolation, vapor lock, and rapid deterioration of underhood components such as belts and hoses.
As shown in the accompying charts, the engine is a bolt-in using stock brackets and frame mounts. A low profile intake manifold and air cleaner are neccessary to maintain adequate hood clearance. Spark plug access and steering gear clearance is tight, and the distributer requires a slight clearance dimple on the firewall to facilitate easy installation and removal. Late-model HEI distributors won't fit without making significant alterations to the firewall. The stock throttle cable is long enough, but you may need longer radiator hoses depending on your selection of radiators. A factory 5-quart Chevelle oil pan (PN 14091488) clears the crossmember nicely, and Hooker Industries makes the appropriate chrome header set. If you plan on keeping the air conditioning intact, the late model shorty compressor will require mount alterations to keep it properly positioned, and you'll need either a two-groove or three-groove big-block pulley to drive the accessories. The serpentine belt system on very late-model F-Bodies won't fit in this application.
Automatic transmission make the easiest swaps, but you can still use a manual trans if you wish. The stock bellhousing isn't compatible with large diameter flywheels so you'll need to use a scattershield from McLeod or Lakewood. They now have mounting provisions for the late-model hydraulic clutch slaves that will ease the pain of fabricating clutch linkage. We can't imagine running a T-5 transmission behind a big-block, but Super T-10's and Doug Nash 5-speeds offer plenty of strength. Manual transmissions will require an '82-'84 Z/28 4-speed rear crossmember and mount with the appropriate torque arm mount for the transmission you are using, but automatics can utilize rear crossmember kits from B&M. Serious big-block power could also wreak havoc with the rearend. An automatic will cushion the rearend somewhat, but you may have to consider installing a Dana 44 or a 12-bolt with an aftermarket mount kit such as those available from Summers Brothers. The added weight of a big-block is just about perfect for lowering the front of your F-Body, but you should have the front end re-aligned once the swap is completed. Hooker makes headers for the swap, but the rest of the exhaust system will have to be fabricated.
The swap is essentially a bolt-in, but you'll need to address the cooling and fuel delivery problems to derive maximum enjoyment from it. A larger capacity radiator, accessory electric fans, and some means of evacuating hot underhood air are all critical elements. Ram air cooling ducts directed into the engine compartment may be of some help in keeping temperatures under control, and if you're into hoodscoops or ducts, you can use them to bring in more cool air. The stock fuel system will probably work well if you keep the lines insulated and prevent localized hot spots in the engine compartment, but a powerful engine running at high speed will require more fuel capacity. An auxillary rear-mounted electric booster pump near the fuel tank will help, but some applications might also requires an increase in fuel line size.
As with any engine swap, there are plenty of details that require special attention, but the smooth torque of the big-block really makes the effort worthwhile. Big-block Camaros forever, right?
BIG-BLOCK F-BODY PARTS LIST
PN
14039437
334970
14039436
14089455
14089456
14023147
14023148
3985999
3930827
2226
20295
30299
20296
20297
-----
PART
Mount, frame, two required
Bracket, engine mount, left hand
Bracket, engine mount, right hand
Spacer Plate, left hand (to raise engine for clearance)
Spacer Plate, right hand (to raise engine for clearance)
Two-groove big-block front pulley
Three-groove big-block front pulley
Big-block Chevelle oil pan
Turbo 400 front-drive yoke
Chrome header set
TH200/TH700 to TH400 changeover kit
TH200/TH700 to TH350 changeover kit*
Special HD Driveshaft for TH400 kit
TH400 kickdown switch
TH350 F-Body torque arm mounting bracket kit
SOURCE
GM
GM
GM
GM
GM
GM
GM
GM
GM
Hooker Industries
B&M
B&M
B&M
B&M
Banks
*TH200 uses a stock driveshaft, TH700 uses a stock '82 TH200 driveshaft
F-BODY BIG-BLOCK FLYWHEEL/STARTER COMPATIBILITY
396/427 Engine
FLYWHEEL STARTER
Stock HD Stock HD
Manual Trans.---366860 14085720 1109534 1108789
Auto. Trans.----471591 361950 1109534 1108400
454 ENGINE
FLYWHEEL STARTER
Stock HD Stock HD
Manual Trans.---NA 3963537** 1109534 1108789
Auto. Trans.----NA 336717 NA 1108400
*also compatible with stock starter 1109534
Sources:
Gale Banks Engineering McLeod Industries, Inc.
546 Duggan Ave. 1125 N. Armando St.
Azusa, CA 91702 Anaheim, CA 92806
(818) 969-9605 (714) 630-2764
B&M Automotive Products Lakewood Industries
9152 Independence Ave. 8700 Brookpark Rd.
Chatsworth, CA 91311 Cleveland, OH 44129
(818) 882-6422 (216) 398-8300
Hooker Industries, Inc. Summers Brothers, Inc.
1024 W. Brooks St. 530 S. Mountain Ave.
Ontario, CA 91762 Ontario, CA 91762
(714) 983-5871
This article is taken from HOT ROD magazine. May 1988 issue:
Dropping a big-block Chevy V8 into a late-model GM F-Body can be a rewarding but frustrating experience. There's no question that big-block power breathes new life into any swap, but F-Body transplants present a variety of problems that can be difficult to overcome. Technically speaking, it is an easy swap, since factory frame mounts and engine brackets can be used and all the accessory hardware is readily available through local GM dealers and specialty equipment manufacturers. Most swaps are mechanically easy to complete, but almost all of them suffer from overheating and fuel delivery problems. These cars are essentially bottom breathers with little or no front grille to admit cooling air. The engine fits rather snugly and even the heavy-duty factory radiator is hard-pressed to keep its cool under normal driving conditions. Increased cooling capacity via the use of special aftermarket radiators (available from Modine or custom built by local sources) is essential not only to maintain proper engine operating temperatures, but also to help prevent high underhood temperatures that cause fuel percolation, vapor lock, and rapid deterioration of underhood components such as belts and hoses.
As shown in the accompying charts, the engine is a bolt-in using stock brackets and frame mounts. A low profile intake manifold and air cleaner are neccessary to maintain adequate hood clearance. Spark plug access and steering gear clearance is tight, and the distributer requires a slight clearance dimple on the firewall to facilitate easy installation and removal. Late-model HEI distributors won't fit without making significant alterations to the firewall. The stock throttle cable is long enough, but you may need longer radiator hoses depending on your selection of radiators. A factory 5-quart Chevelle oil pan (PN 14091488) clears the crossmember nicely, and Hooker Industries makes the appropriate chrome header set. If you plan on keeping the air conditioning intact, the late model shorty compressor will require mount alterations to keep it properly positioned, and you'll need either a two-groove or three-groove big-block pulley to drive the accessories. The serpentine belt system on very late-model F-Bodies won't fit in this application.
Automatic transmission make the easiest swaps, but you can still use a manual trans if you wish. The stock bellhousing isn't compatible with large diameter flywheels so you'll need to use a scattershield from McLeod or Lakewood. They now have mounting provisions for the late-model hydraulic clutch slaves that will ease the pain of fabricating clutch linkage. We can't imagine running a T-5 transmission behind a big-block, but Super T-10's and Doug Nash 5-speeds offer plenty of strength. Manual transmissions will require an '82-'84 Z/28 4-speed rear crossmember and mount with the appropriate torque arm mount for the transmission you are using, but automatics can utilize rear crossmember kits from B&M. Serious big-block power could also wreak havoc with the rearend. An automatic will cushion the rearend somewhat, but you may have to consider installing a Dana 44 or a 12-bolt with an aftermarket mount kit such as those available from Summers Brothers. The added weight of a big-block is just about perfect for lowering the front of your F-Body, but you should have the front end re-aligned once the swap is completed. Hooker makes headers for the swap, but the rest of the exhaust system will have to be fabricated.
The swap is essentially a bolt-in, but you'll need to address the cooling and fuel delivery problems to derive maximum enjoyment from it. A larger capacity radiator, accessory electric fans, and some means of evacuating hot underhood air are all critical elements. Ram air cooling ducts directed into the engine compartment may be of some help in keeping temperatures under control, and if you're into hoodscoops or ducts, you can use them to bring in more cool air. The stock fuel system will probably work well if you keep the lines insulated and prevent localized hot spots in the engine compartment, but a powerful engine running at high speed will require more fuel capacity. An auxillary rear-mounted electric booster pump near the fuel tank will help, but some applications might also requires an increase in fuel line size.
As with any engine swap, there are plenty of details that require special attention, but the smooth torque of the big-block really makes the effort worthwhile. Big-block Camaros forever, right?
BIG-BLOCK F-BODY PARTS LIST
PN
14039437
334970
14039436
14089455
14089456
14023147
14023148
3985999
3930827
2226
20295
30299
20296
20297
-----
PART
Mount, frame, two required
Bracket, engine mount, left hand
Bracket, engine mount, right hand
Spacer Plate, left hand (to raise engine for clearance)
Spacer Plate, right hand (to raise engine for clearance)
Two-groove big-block front pulley
Three-groove big-block front pulley
Big-block Chevelle oil pan
Turbo 400 front-drive yoke
Chrome header set
TH200/TH700 to TH400 changeover kit
TH200/TH700 to TH350 changeover kit*
Special HD Driveshaft for TH400 kit
TH400 kickdown switch
TH350 F-Body torque arm mounting bracket kit
SOURCE
GM
GM
GM
GM
GM
GM
GM
GM
GM
Hooker Industries
B&M
B&M
B&M
B&M
Banks
*TH200 uses a stock driveshaft, TH700 uses a stock '82 TH200 driveshaft
F-BODY BIG-BLOCK FLYWHEEL/STARTER COMPATIBILITY
396/427 Engine
FLYWHEEL STARTER
Stock HD Stock HD
Manual Trans.---366860 14085720 1109534 1108789
Auto. Trans.----471591 361950 1109534 1108400
454 ENGINE
FLYWHEEL STARTER
Stock HD Stock HD
Manual Trans.---NA 3963537** 1109534 1108789
Auto. Trans.----NA 336717 NA 1108400
*also compatible with stock starter 1109534
Sources:
Gale Banks Engineering McLeod Industries, Inc.
546 Duggan Ave. 1125 N. Armando St.
Azusa, CA 91702 Anaheim, CA 92806
(818) 969-9605 (714) 630-2764
B&M Automotive Products Lakewood Industries
9152 Independence Ave. 8700 Brookpark Rd.
Chatsworth, CA 91311 Cleveland, OH 44129
(818) 882-6422 (216) 398-8300
Hooker Industries, Inc. Summers Brothers, Inc.
1024 W. Brooks St. 530 S. Mountain Ave.
Ontario, CA 91762 Ontario, CA 91762
(714) 983-5871
Registered User
Joined: May 2001
Posts: 160
Reviving an old post but just wanted to add a pic of the '86 with a 496. It's your choice , if you really want a big block go for it. This one here should be a monster.
Last edited by Big454blockchevy; Nov 8, 2006 at 10:56 AM.