470-vs-482 Differences/Similarities

Zero deck with the tiny quench rings around the dished pistons is fairly meaningless compared to having the right quench distance with the flat pistons.
I'm assuming the zero deck comments are referring to the flat tops...but for clarity's sake.

 

Actually, the 470 came about because I was looking to eliminate the expensive block milling work, and having to mill the intake side of the heads, to fit the intake back on. It was less expensive than building a quality rod/piston 464 back then, and I got tired of explaining to customers after a while, that "yes, we did just buy new rods and pistons, but we still have to spend $300 milling stuff..

It was all about cost.. and not at all about performance. 470 vs 464... not enough difference there to worry about.

To correctly compare the 464 to the 470/482 cost wise, you must consider the extra machining costs required to get the piston level with the deck. A stock stroke/rod BBB is going to require a piston with a CD of 2" to zero a 10.550 block (-.020 for cleanup cut).

Check out what the CD of the currently available pistons is from other vendors, I have been using my own stuff now for about 8 years, so I am not up on what else is available. Previously available CD's were in the 1.975-1.980 range.

I disagree that it does not make a difference.. dyno and in car experience with Buick 455 engines with excessive deck clearance has taught me that over the years, regardless of piston design. They make more power, and are less detonation prone. All that deck clearance on the factory engines, especially the later ones, is what made them such pigs. The intakes and heads never changed that much over years, until they started running the open chambers in 75.. but I had plenty of 73 and 4 big car motors in GS bodies, that were less than stellar performers.

The largest change when "blueprinting" a 70 455 is deck clearance.. the engineering spec is .010, not the .055 they come out of the factory with.

Certainly the flat top provides the greatest quench, but short of 93cc combustion chambers, your not going to run a flat top with pump gasoline.
The 482 flat tops shown are for drag race or Street E-85 applications.

But that is one of the advantages of the E-85 street motors, and why they make more power, when the build is optimized for the fuel.

Jay is the owner over at Crank Supply, Roger is his number one crank grinder, been at it since 1973, and he grinds every crank in a TSP engine. You will find no more experienced or knowledgeable crank grinder in the industry. I am not one to brag typically, but I will brag on him.. and that shop. Cranks are shipped from all over the country to be done there, by "those in the know". I am lucky to have that resource.

I pay $100 more for the .150 offset grind, vs the .050.. it's more machine time, and that is the only cost difference between the engines, that I have observed so far.

The dished version of the Diamond 470 Piston is 615 G. Those pistons have Diamond's Super-lite milling operation done to them, as part of my piston package, and are the top of the line offerings.

I chose not to do this with the AutoTec pistons, simply to keep the cost down. It is an available extra cost option when you order your pistons.

JW

 

Jim is there any way to get the piston close to a 5cc net......that would get the compression ration up towards 13.5. Not sure if a little mini dome would even be possible and leave enough room to keep the piston to head clearance's correct

 

Back in the early 90's I had Mike from TA Performance contract Arias Racing Pistons to make me a set of partial dome pistons that were matched up with my Crower Billet 7.250 Rods. They were originally made to fit my NOS '70 Stage 1 heads (14.56:1). I ended up using them with my Early TA Stage 2 Raised Port heads (13.23:1). They netted +4.5 cc. I sold them to Briz and I believe they are in his Race Engine at this time.



Larry

 

Man I bet 14.5 to 1 sounded nasty

 

Larry thanks for the pic and info......that gives me hope it will fit

 

Yeah, ...... A 308s with mandrel bent 3-1/2" pipes and Dynomax straight threw muffers pounding straight out custom stainless 3-1/2 N25 Tips, .....
One very late summer Friday evening I drove the car home from the shop. Right before I shut it down I cleared the Dominator's accelerator pumps twice in row. Next day my wife and I went out to diner with another couple that lived roughly 3 city blocks from us. During diner my friend mentioned he had heard a car the night before that sounded exactly like mine. That was before I informed him that I had brought it home for the weekend.

Larry

 

If I did my quick rounding math correctly this late, on a 4.05 stroke 0 deck, .038 gasket, -5cc get about 13.4 0cc would be about 14.25, plus 4cc would be over 15

 

I was glad Mike at TA talked me into buying a Tilton Super Starter. It never failed to start, ...... cold or hot.

Larry

 

Larry just by chance were these for sale a few years ago.......2,3,4,5...I remember finding some very similar to this listed on Craigslist a few years ago I called and talked to someone about that lived up near Milwaukee area.

 

Yep.

Larry

 

Hi Dan, hope you had a blessed Christmas, and heres for a Happy New Year.
I'm just completing a 482 right now, with oliver rods , diamond pistons, oil mods etc etc etc,if this is of interest to you.

gary

 

Question: With the 482, would the block need to be clearances for the increased stroke ? Thanks, Mr.Jay B .Britt,Jr.

 

Oil pan may need massaging, depending on the pan and rod used. But the new Molnar rods JW has developed have a smaller big end (than the previous stroker rod) which will help with this issue.

 

Dang must have missed that for saLe I will be needing a pan just like that

 

That might mean I will have to buy another SRE oil pan...The first pan is a work of art. Thanks all...Mr.Jay B.Britt,Jr.

 

Jim can something like this be done with the 430 engine. I’m currently looking for rods and pistons, I have to bore it out due to itching and scrapes in the cylinder walls.