Bob was telling me the same thing and it’s been done to the heads and the intake for sure. It’s all as smooth as a baby’s ass. All the intake valves are shimmed (with a different combination of shims so they were doing some measuring). Super nice valves, Brass guides with cut seats for nylon seals …. And all this was back in 1970.

You know now that I think of it, all the things we talked about (like a kid that just learned how to read “see spot run” trying to read an encyclopedia) I don’t think he did tell me the hp. Maybe he can chime in and tell us when he gets a chance. Also Bob if you have it, the torque specs on the rods if you have them.
I would say it will be in the neighborhood 450/500 (with his fingers crossed). No dyno. I’m not into numbers (well I am but this motor is going in this boat no matter what). It’s either going to be fast or …. it’s going to be fast. I have a full roller (floating pins and the whole 9 yards) Mark IV 454 stroked to a 496 now in another boat. It’s a bigger and heavier boat but I know the motor and what it’s capable of doing. Often though about building a duplicate for the Biese being I stumbled onto combination of parts that works well. Now I have this 427 stroked to a 482 and going 60 over makes it a 495ci that is made in a totally different way that I would never thought of. Kind of stoked to find out the comparison. The best of the best that GM, Kiekhaefer and Crane could come up with in 1970 compared to what I built by doing hours of research and shopping on the internet and putting it together in my garage 5 years ago. Not that I doubt my 496 but I bet I get taught a thing or two before this is all over.
I’m keeping a running build sheet of every part and gasket that made the motor so if anyone wants to build a bad ass they will have the build sheet.

I've got a vintage book here dated around 1971, its about hot rodding the big block chevys. and I think they talk about that engine. I'll check it out tomorrow

Mark,

A very rare piece, one of only 25 built at GM in collaboration with Kiekhaefer. If you get me all the numbers off the heads I may be able to get you the original build sheet for them. Later today i will post all the specs on the engines along with the architecture. That is interesting in how they arrived at the configuration without the benefit of easily moving dimensional placement of pin location etc.

Bob

Yes, the book I have here does mention they built about 25 of these engines. But, they also were talking about the Turbo Version of it. They made mention of getting the parts for it, with no luck. Book is dated 1971.

The only numbers I could find I post in this picture. 416X and C (or G) 2357



Casting # 3964291

Thanks again for your help.

And Bob this is the boat it's going in.



I think it's worthy.

http://www.supernova19.com/resurrect...oint_hydro.htm

Attached is a photo of your connecting rod. (Credit unknown).The parting line on the forging is hand ground smooth the full length of the rod. Areas around the bolt seats are given a generous radius to reduce the potential for stress risers. GM had a design sheet for race preparation of the dimple rod. The Kiekhaefer rods are prepped in identical fashion.

You inquired about the rod bolt torque spec for the engine. I would recommend, given the unknown history and relative certainty of a very high cycle value on the rods (due to age and application) that you magnaflux and recondition the rod with high quality, current spec rod bolts.

There were 25 of these engines assembled at GM in cooperation with Kiekhaefer. At that time all production Chevy big block packages were designated “Turbo Jet” engines. These development engines were designated 482 Chevrolet “Turbo-Marine” engines even though none were ever turbocharged.

The architecture of packaging a 4.25” stroke into a Std. deck block was much more challenging in the late 60’s, early 70’s than today. There were no aftermarket 4.250” cranks or shelf stock piston pin heights raised .125” or 6.385” connecting rods available at that time. That left two choices for an engine builder. Sourcing a costly custom crank from Moldex or Hank the Crank, or welding and offset grinding a OEM crankshaft, using a Std, piston pin height, a long rod, and a raised deck block. Kiekhaefer , had semi finished rod forgings made that would accommodate the necessary 6.405” c to c length of the rod to package the assembly. The packaging of the assembly is why a tall deck block had to be utilized, in spite of its inherent design disadvantage.
What is a routine 482/489/496 build today, utilizing parts sourced from the aftermarket, was considerably more difficult in 1969.

Block deck dimension Std Deck (454)____ 9.800”
½ stroke/stroke radius_______2.00”
Rod C to C________________6.135”
Piston Compression Ht._____1.645”
Piston to Deck_____________.020”
Total_____________________9.800”


Block deck dimension Tall Deck (482)____ 10.200”
½ stroke/stroke radius_______2.125”
Rod C to C________________6.405”
Piston Compression Ht.______1.645”
Piston to Deck_____________.025”
Total_____________________10.200”


[ATTACH=CONFIG]515555[/ATTACH]

Any updates

Took forever for the crank guy to flux the crank and then it was found to be cracked around the 1st journal. Had to source a forged crank and then get it here. Didn’t work out to bad but still sucked. About $450.00 for a reground Eagle forged crank. Then there was the block and such. Had to get pistons 60 over. Got a good deal on them also but when you throw in the holidays everything moved at a snail’s pace. Finally got them here and to the shop for the final hone and finally they turned the block and pistons loose on Friday the 3rd. Loaded everything from their shop into the truck that already had the other pieces in it ready to go to the “House of Balance” so when we crank it over for the first time it don’t shake itself apart. And there it’s been. At least I have the block back and prepped.
Also, figured how much the oil pan holds and marked the dipstick. Locked out the vacuum advance and rebuilt the distributer. I don’t think they used it anyway and it’s better locked down if not used. Rebuilt the heads. What a fine piece of work they are. Rebuilt and plumbed up the carb also and anything else I could come up with. What’s here is just sitting until the rest of it comes back. Then hopefully I can get this pile of parts built into something.