327 Heads get installed | Deeper Look #12
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- Опубліковано 3 жов 2024
- In this episode we go over the progression of chamber technology through the years, change the valve springs on our heads and finally slap them on the 327 with a fresh coat of paint.
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One of the best and simple explanations of the importance of combustion chambers. Thank you.
Your description of the quench area in the chamber is good. David Vizard goes into great detail about super porting the vortec heads to maximize the cylinder heads capabilities.
Love your videos, and I’m not even a Chevy guy. One suggestion, pull the hood string out of your sweat shirt, so it doesn’t get caught up in a grinder and grind your face off. As an added benefit, the strings won’t be dangling in your videos. Keep it up! 😎
lol as a millwright, I was thinking the same thing. So long as he stays away from lathes or spinning machinery he should be alright! Or at least just tuck them into the collar
Well I guess I learn something new every day. Never thought there’d be so much thought put into something so seemingly menial as spark plug placement
I like the drawing of the bike on the shop wall. I ride a 07 CVO Springer Softail with 110 and 6 speed.
Cool like the explanation bout the different heads. Very 😎
Hi guys. Why the short videos? Are we getting more full length shows soon? Gus
The best answer i can give you is that at some point we will. I apologize that our current releases are not satisfying to you. People wanted more videos released more often, now it seems people want it back the way it was with a long video every month or more. Unfortunately we are still small and just don't have the resources to provide both at this time. Thanks for watching.
@@NotRodShop I wasn't implying I didn't like the content. I just prefer the longer form pieces. I appreciate it takes a huge amount of time and effort. Please keep on with whatever you can do. All appreciated.
Great Video man, you have lots of knowledge to share, keep it up!!
Great video
Thanks for the tip on that website I figured out that my 327 is going to be 11:00 to 1:00 in a couple of your viewers also commented which helped me out thanks to everybody! I usually get leaded jet fuel right from the airport it's 104 octane it's green and has real lead in it for your old school valves and heads you can go right out on the landing strip and buy it here in Michigan at lapeer air port landing strip thanks again for your advice!
It's actually avgas, not jet fuel that is 100LL (100 Octane Low Lead)
@@matthewmiller2268 are you sure cuz there's two different fuels there one is clearer and more like E85 and one is Dark Forest Green. what I was told from the desk at the place it was 104 octane with low lead either way it's not a big deal I mix 20% of that into a five-gallon can of 110 v P Race gas seems to be the only thing my big block likes on nitrous that's how I've been keeping the engine together for over 7 years any other way I go at like the Meltdown the motor alot thank you for the tip on the octane I'm going to check into that for sure thank you
@@kmc468 well that could very well be... But last I knew the only one that was offered at most airports for radial engines, Merlin's, and smaller engines for Cessnas and such was 100LL...and they're working on phasing it out...
@@matthewmiller2268 the fuel I use at the airport is called grade jet a not grade 100ll Lapeer Airway Michigan look up on your phone and you'll see the fuel they offer
@@kmc468 just looked it up... They offer both 100 LL, jet A and Jet-A+prist which I knew is used in turbo prop engines
$6.40 for 100LL
$5.75 for Jet A
What's the worst that happens? You blow a gasket and get a timesert for the block?
Decent 👍🏻
why did you not use 15 mil 7733sh1 gasket to get better quench
The dynamic compression would have been way too high with .015 shim. But then I guess you'd ask why not get different pistons? Well I also had doubts that a shim gasket would seal and just didn't want to risk it on this build, it's not the permanent motor for the car but more a stop-gap. So ultimately I decided it could potentially be less headache on this particular, cheap-build to just use a composite gasket with higher comp pistons. Also a consideration are the heli-coiled head bolt holes, if coolant tries leaking through those holes a composite gasket gives another element of protection to keep that coolant from going any further.
What's up with the pan gasket? sticking out on the right side. obvious for a right side dipstick, that doesn't appear to be available on the early block. which had the stick in the pan on some.
The gasket has that on both sides so you can use it on either style.
@@NotRodShop Thank You, It been quite a few years since I had a small block apart. But I still own one in my step-van. I had a 67 & 68 Camaro in the late seventies/early eighties. I also ran a 70 Nova with a big block. I worked at a salvage yard and one year i bought over 250 68-72 Nova's, I would take the best parts I had and put them together. I also purchased a 55 gal drum of flat black paint from an army surplus outlet. I painted them all Flat black. and always had at least 10 or so for sale cheap. It allowed me to build several nice cars with the profits. I am now disabled and cannot do much of anything anymore. I was in several bad wrecks and damaged my spine. I enjoy watching your show because you show how it really is, Things do not always go perfect. But, by being diligent in doing it the correct way or close enough. You can not make the same mistake twice.
Shared on PARLER. Dumped fb and Twitter for PARLER
Propagation - homogenize I suddenly want milk 🥛
She looks good like your GTa license plate in the background vice City! What would your engine be compression wise with original GM TRW dome Pistons from a 1953 stingray 327 that's what my motor is and I have no idea what the compression is going to be with them? It also has fuelie or also called Camelback 64cc chamber heads 202 valves
That's approximately an 11 to 1 combination your speaking of.
Would need to know gasket thickness as well. This is the calculator I use: www.gofastmath.com/Compression-Ratio-Calculators/Static-And-Dynamic-Compression-Ratio-Calculator The important thing is to keep your dynamic compression low enough for the fuel you're using and to figure that out you need to know your connecting rod length and the intake closing degree which you can figure with this calculator if you know the rest of the cam specs: www.gofastmath.com/Compression-Ratio-Calculators/Camshaft-Valve-Timing-Degrees-Calculator You can fudge your dynamic compression ratio a little by retarding or advancing your cam.
However I can tell you that without a super monster size cam (even that's a maybe) it would be dangerous to run that engine on pump gas. Starting with a pretty sweet combo though!
Can't believe you guys are using such a small stick , those heads are almost wasted because you just aren't using them, sumfin 500 lift 236 to 246 fifty would go well with a 3k stally and you'd be doin low 12's at least high 11's with some gear sand traction maybe
Good job on your videos man. As a fellow gear head you tuber I appreciate the the editing involved. What software are you using? I’m currently running Adobe premier with a just a GoPro 7.
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