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Counter vs. standard rotation 1990 454

Mark IV: The engine that most people think of as the "big block Chevy". Released partway into the 1965 model year as a 396, superseding the older 409. It is a development of the Mark II and using similar but not identical canted valve (semi-hemi/porcupine) cylinder heads. It was later expanded to 402 (often still labeled as a 396, or even a 400,) a 427, a 454, and a few "special" engines were produced in the late '60's for offshore boat racing as a 482. There was a 366 and a 427 version that each had a .400 taller deck height to accommodate .400 taller pistons using four rings instead of the more usual three rings. These tall-deck engines were used only in medium-duty trucks (NOT in pickup trucks--think in terms of big farm trucks, garbage trucks, dump trucks, school busses, etc.) The tall-deck blocks all had 4-bolt main caps, forged crankshafts, and the strongest of the 3/8 bolt connecting rods. All-out performance engines used 7/16 bolt connecting rods, along with other changes. This engine family was discontinued in 1990, with the Gen 5 appearing in 1991.

Gen 5: General Motors made substantial revisions to the Mark IV engine, and the result was christened "Gen 5" when it was released for the 1991 model year as a 454. There were 502 cu. in. versions, but never installed in a production vehicle, the 502s were over-the-parts-counter only. Changes to the Gen 5 as compared to the Mk IV included, but are not limited to: rear main seal (and therefore the crankshaft and block) were changed to accept a one-piece seal, oiling passages were moved, the mechanical fuel pump provisions were removed from the block casting, the machined boss for a clutch bracket was eliminated, the cylinder heads lost the ability to adjust the valve lash, and the coolant passages at the top of the cylinder block were revised. The changes to the coolant passage openings meant that installing Mk IV cylinder heads on a Gen 5 block could result in coolant seepage into the lifter valley. Frankly, the changes (except for the one-piece rear main seal) were all easily recognized as cost-cutting measures which also removed some quality and/or utility. All told, the Gen 5 engine was not well regarded by the Chevy enthusiasts because of the changes to the coolant passages and the lack of an adjustable valvetrain. As always, the aftermarket has provided reasonable fixes for the problems. The Gen 5 lasted only until 1995.

Gen 6: GM recognized that it did not make any friends when it designed the Gen 5, and so they chose to revise the coolant passages again when designing the Gen 6, allowing the older heads to be used without coolant seepage problems. The boss for the clutch bracket returned, but was generally not drilled and tapped. The non-adjustable valvetrain remained, as did the one-piece rear main seal. Some but not all Gen 6 454 (and not 502) blocks regained a mechanical fuel pump provision. Production engines installed in pickup trucks got a high-efficiency cylinder head, still canted-valve, but with a modern heart-shaped combustion chamber of about 100cc. The intake port has a "ski jump" cast into it to promote swirling of the intake air flow. All production vehicles with a Gen 6 used a 454 version, but over-the-counter 502s are available. The Gen 6 is sometimes referred to as the "Gen Fix" because it fixed a number of issues that disappointed enthusiasts when the Gen 5 was released. As an added bonus, most if not all Gen 6 engines use hydraulic roller lifters.

Gen 7: A very major revision of the previous engines resulted in the 8.1 liter/ 8100/ 496 cubic inch Gen 7 in 2001. The block gained .400 in deck height so it is the same height as the previous "Tall Deck" truck blocks, wider oil pan rails, and the cylinder heads have symmetrical port layouts instead of the previous 4 long/4 short port layout. Very little interchanges between the 8.1 liter engine and the previous Mark IV/Gen 5/Gen 6 engines. The head bolt pattern and even the firing order of the cylinders has been changed. There are some things that remained true to the previous Mk IV/Gen 5/Gen 6--the bellhousing bolt pattern, the side motor mount bolt pattern, the flywheel bolt pattern, and the exhaust manifold bolt pattern are the same. Note that the bolt holes are threaded for metric fasteners. The 8.1 is internally balanced, so you could install a flywheel/flexplate from a 396/427 Mk IV provided you use the correct bolts to suit the 8.1 crankshaft.

from: http://reviews.ebay.com/Big-Block-Chevy-quot-Generations-quot-A-primer_W0QQugidZ10000000001563647
 
Just be aware that those engines you are looking at have more of that "old technology" you don't want to piecemeal. The TBI units and their internals are "NLA" from the dealer; best you can do is get one of the car guys to rebuild what you send them. Biggest issue that I see with them - they were only used a couple years so there were never "a lot" of pieces made. MPI pretty much made themm obsolete.

May want to investigate the other 'key' elements before you take the plunge. Personally, I'd go MPI before TBI when the time comes to give up my q-jets...but that's just me.
 
I think I remember that FI systems need a fuel return line (which could be pressurized). Just thought I would mention this in case my memory is working...
 
I want them!!!! If nothing else, just the ease of starting. Fuel mileage, well anything is better than nothing. We just took a pair of 350s out of a Cruisers and it took about 3 hours for both. I left the gear boxes attatched.
 
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