Problems Solved - GTO 400 Dyno Blast
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- Опубліковано 31 лип 2022
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Nick is back in the dyno room! This time, he has a Pontiac 400, for a beautiful GTO convertible. But before it can go into the car, Nick has to solve the problems plaguing this 400.
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Dwell was good. But having a loose shaft in the distributor was not good enough. So we went with an HEI set up with the correct plugs. Finally, no misfire.
Dr Mopar at it again 👍, and with a Pontiac to boot 🤣🇨🇦
Nick: when you say correct plugs, were the ones originally in the engine too cold or too hot?
Good show there... good choice to move to a newer dstb with HEI.
@@joeljenkins2876 ...Too hot.
I actually like the points better than the HEI distributor. The HEI puts out more voltage but has to be spinning faster to get a spark. I've had 5 different engines that could start with just a bump of the starter once they had warmed up a little. All 5 had points in the distributor. I've never had an electronic distributor that would fire up the engine with just a bump from the starter. I stopped a guy from bugging me about my old 70 Dodge Coronet by firing it up just with a quick bump. One of his friends told me later that they never heard the starter. They were surprised to hear it fire up so suddenly.
That Pontiac engine brings back some sweet memories of my first certified “muscle car”. The summer between my junior and senior years in high school (August 72) I paid out the sum of $500 for a 66 GTO. The original owner had installed 400 heads on the 389, and for me it was the best car possible for a 17 year old boy. I made one small change though. It had bucket seats, no console, and I swapped the buckets for a bench seat. My girlfriend, now my wife of 48 years, wanted to sit close to me and a pillow between the seats didn’t cut it. 😁
You had a GTO at 17, and the same wife of 48 years, God bless you, you did things right! I too had the GTO, same wife @ 33 years and counting.
I watched a '66 goat go from bone stock blue w/3-deuce to 4-barrel crap yellow with Cragars and air shocks... I heard it was wrecked after that. Sad to see.
I hope you saved the seats.
$500 in 72 equals $3,700 today!!!
I had a '66 GTO in 1974. Engine was replaced with a 400 just like this one. It was a screamer!
non car people don’t know the urgency and stress of a 20 minute cam break in, which feels like an hour 😅
Haha. Especially when Nick didn't build the engine.😉
Yep, if the engine doesn’t start right away or quits during the run you can wipe the cam. Can be very stressful. A lot of time and money can be flushed.
The reason I only install hydraulic or solid roller cams.
Now that I think about it Pontiacs were a huge influence early on. Formula 400 Firebird. SD 455 TA. GTO’s were all in the neighborhood. Of course, we all hung out and worked on each other’s cars. Good memories.
That 455 though. Ridiculous power in those TA's and Firebirds. Having my head and whole body planted in the seats when my buddy romped on it is something I'll never forget. That exhaust tone resonating in my chest.
And that feeling that you were cruising in one of the baddest cars on the roads is like nothing else.
Good memories indeed.
My first new car was a 74 TA sd-455. Kept it until 2000 and wish I never sold it.
In 1978 my first car was a 72 Plymouth Cuda 340 My friend had a 74 Pontiac Firebird Formula 400 he pulled up beside me on the interstate wanting to race, his Formula 400 pulled over a car length ahead of my 340 Cuda and when my car shifted In 3rd at about 95 we both had automatics the Plymouth caught the Pontiac and passed it I remember the white skipped lines on the interstate looked like a continuous white line I had 4 people in my car there was 2 in Brian’s car I wasn’t going to race but the other kids said get him and kept on but at 17 you don’t think to realize those kids lives were in your hands and now at 60 you realize the danger
The intro was awesome, that Cuda....... As always a brilliant production.
Glad you liked it! Rock and roll.
@@NicksGarage We are here because we LOVE IT/and You for giving back our memories
Always loved that color Pontiac painted their motors 👍
Watched a video on UA-cam recently where a young man had an old Ford with cast iron intake and an new Edelbrock carb, who had issues with the heat in California cooking the gas in the aluminum carb because it was sitting on an iron intake. He put a thermal spacer in between the intake and the carb and solved the vapor lock problem.
Good to hear about young people into old iron.
"Come on Nick. Let's get it going." You took the words right out of my mouth. 😂 Love and respect.
It's really a crap shoot when you get an engine that was partially built by someone else and you don't know what's inside. That engine was pissy right out of the gate but Nick knew where his problem was and fixed it. Another free learning experience 😊
Good evening, everybody: a good engine man can iron out issues with just about any engine he deals with. So, any time Nick encounters a problematic engine, he’s shown that he won’t be satisfied until he has figured out what’s going on and taken care of it. Nick, you are da man!!!! Great week to you all!!!!
Thank you!
GREAT VIDEO, Nick and George! I do have to say I felt a little old when Nick referred to the dwell meter as "REALLY old school". I feel like anything more recent is "new fangled". HA!!!!!
The RA IV cam is pretty raunchy, but it was installed with 1.65 rocker arms, so the 1.5's will tame it a little bit.
Was no point in putting big cam in it
The 48 heads are 1969 high compression 72 cc heads, they are 400 ram air heads, they were advertised at 10.75 CR, the 350HO high output engine in 69 used the 48 head also but with a 68 cc chamber, advertised at 10.50 CR, the OEM head gaskets were much thinner than the replacements we use today, and many miles and wear on the valve seats sink the valves to increase the measured CC, in my opinion the compression is too high for pump gas and the ram air 4 cam grind has too much duration and to lazy for a mild street convertible GTO. A rotating crank kit to a 461cid with a dished piston would be a big increase in torque and drivability, of course the customer has to be willing go this route, others will disagree and thats fine, just my 2 cents.
All Good.
I don’t know the different heads, etc. I had a 1970 Gran Prix with the 400 350 hp. Loved that car. My brother wanted it so bad after army service. Sold it to him. Wish I still had it.
That engine certainly threw out the challenges, hey Nick!
Thanks for letting me drop by, once again (three years on!)
First thing Nick did was checking his dyno and everything else before thinking about the ignition.
Giving the previous builder every benefit of the doubt, top class!
Considering Nick replaced the Cam, HE had to know the Dizzy was installed correctly. Doesn't rule out a bad dizzy though, as he found out!
@@mstover2809 Yeah that's what I was referring to ^^
Edit: And to the builders credit, he is exempt from blame under the same standard we give Nick.
Not a badly built engine at all really.
I had similar problems 10 yrs ago breaking in a rebuilt 428. Had the points setup, but the later model heads called for a .070 gap plug. Engine broke up badly and wouldn't rev over 4800. Swapped in an HEI and problem solved!!!
Agreed
Who owns a GTO and says I just want a cruiser? I'd be saying "Nick, I have sweet GTO and I want to burn rubber at each and every single stop light and stop sign" lol. And I have good confidence Nick would be more than happy to build it that way!
Thats what a cruiser is.....burning rubber included. Now if he is actually racing against other cars then its not a cruiser.
@@cuzz63 I can get on board with that. But everyone would be racing whether they knew it or not if it were me lol. Is that a Nova I spy in your icon?
I have a stock 389 in my 66 gto, yes it's just for cruising. I burn rubber in the 32 bantam with a 1086 hp 495 ci pontiac.
wow. What is funny is that even a stock V6 eco boost F150 with twin turbo's will run faster then a stock 389 of 1966. Street racing a stock 389 today against 90% of even 4 door nissans is basically a loss. What was fast then is not fast now.
21:17 if you know Quadra jets you know the secondary metering rod hanger and metering rods are missing, this is equivalent to leaving the secondary jets out of a Holley or Edelbrock. (he did mention this early on in the video)
Yes you can see that in the video. We quadrajet people new immediately.
I did.
Plus he was using a chevy Q-jet.
He said that in the beginning of the video. That thing will never run right with no hanger or metering rods.
Hi Nick it's always a pleasure to watch you in the Dino room .I enjoy it the most when you have a problem and how you work it out .That's the kind of thing you won't find in a book .
Those heads are 1969 Ram Air 3 heads a real good set of factory heads that are hard to come by they got 72cc chambers with 2.11 intake with 1.77 exhaust valves that compared to my 74 455 that came factory with 4X heads that have a 98cc chambers with 2.11/1.66 valves you can see the difference between the two. The Ram Air 3 heads are the heads to get. I'm a mopar guy but I also have a love for Pontiac too
That was a fun walk down memory lane! I’ve tuned so many (70’s) engines with little to major misses and low power. All the right parts at the right time cures a lot. Great show. Nice motor, make some noise and bark some tires!
Nick, The #48 heads were the heads originally intended for the never-produced "350 H.O." that was slated for use in the low-cost GTO "ET" (which was changed to the high-end "Judge"). The heads, intended for the 350, had 72 cc chambers. Since the 350 H.O. was not produced, these high compression heads were re-allocated and used on the Ram Air III instead.
All the other 400 heads of that same vintage, although shown as being 72 cc, are actually 75 cc's if you check them. This gets a somewhat more reasonable compression on a 400.
The two heads have the same port designs and flow the same (pretty crappy in stock format). The 48 heads are more expensive because they're "Ram Air III" heads - you're paying for a name designator which means nothing in terms of performance, since both heads have the same NHRA Minimum Chamber Volume and can be milled to the same minimum thickness. I used to have a high pressure spring in my 70' 455 and it had 100 psi oil pressure. One day, the oil filter split right at the seam and the oil shot all over the header. I put a different spring in the pump and it was 60 to 70 and no more burst oil filters.
Yeah, he was still getting over 90 PSI during the dyno tests which seems too high.
Thank you for the Info.
350HO was produced in `68 and `69. `68`s had 18 heads and `69`s had 48 heads.
One could get a 326HO in 1967.
The 350 HO was definitely produced. Look at the ‘69 firebird Ho
The Carousel Red 1969 GTO JUDGE that my casting # 48 were no where near 72cc. There were as advertised 66.? CC.. now after a slight Resurfacing left them a perfect 65 ccc... And with a 4speed That Judge was fast!! So when used on a 350ci. Pontiac it produced 330hp the real 350 HO ,,,
Cheers for the update George. Hi Nick I knew you would sort the Poncho out and what a nice shade of blue it is. That Cuda looked real beaut during the intro as did your Charger. Stay well and have a great week all.
Thanks 👍
👍Good stuff! Love Nick’s Garage videos no matter what it is they’re doing! Watching Sir Nick do his magic is always good to take in!
*Blessings to you guys!
Nick, another great Dyno engine room video. I really enjoyed watching you diagnose and troubleshoot the problems on the Pontiac engine. Also, so glad your voice is coming back. 👍
Glad you enjoyed it!
Hey Nick , really good to see an ol Pontiac 400 get tested out on your dyno . On my ol 1970 GTO with a Ram Air 400 , I ran the HEI system in it too . My oil pressure would be high to cold and then settle down was warm up . Pontiacs were cold natured , I would always let it warm up on winter days before going . I use to get up earlier in the winter months getting easy for school to let the ol girl get nice and warm up . Love watching you work in the dyno room , so much knowledge you have . Still need to do those engine books Nick 📚 ...Big Wave and Smile to all .... Hey Nick , I still have an ol Sears engine test set for the early engines and my dwell adjustment tool ....fun times back then . Nick , hope you are feeling better , take care of yourself.
Dr. Nick, this is what the dyno is for!, and you never give up, now its go for the GTO, cheers.
Gotta love those muscle cars Nick. Cousin had a back-yard build 68 Dart GT which we installed a 426 max wedge out of a 64 sport fury. It was like bolting 2 fenders on an engine; ran 11.11@135 first time out at Atco Raceway in Jersey. I myself had. 73 Duster with a 340. Fooled alit of people, especially after seeing a coat hanger holding on the front bumper. Most folks saw the back bumper more, lol. Keep up the good work Nick.
Nick, your KILLIN me here AGAIN with the Q jets. How many times have I told you a Q jet CAN NOT OPERATE AT ALL WITH OUT A FULLY SEALED AIR CLEANER ! and the other thing that is giving you problems is in the valley pan, there is no grommet for the PVC valve to the carb. Both of these things have to be addresses before you can open it up. Also, if that is a Ram Air VI cam in that 400 and you don't have the extra .100 longer valves in them heads your bottoming out the springs before you get max RPM. You MUST use the extra long Ram Air VI valves with that cam or your going to get coil bind (this is the same guy that told you to boil the 327 thermostat, so you know you can trust my opinion. )
Now, lets get into that oil pressure. If it is at 100 pounds cold (WOW! that's to much) you should never EVER drop more then 30% hot (that would be 70 pounds min.) This motor dropped to 41 pounds, that's just flat not acceptable at all. Your loosing massive oil pressure somewhere. Did you look at the rod & main bearings? Mic the crank and bore gage the rods. Did you check side clearance on the rods? More then .025 side clearance is no good. How did the cam bearings look? and how loose in the bores were the lifters? Something bad is going on with that 400s bottom end and if you don't find it now, it will return in very short order.
They may be using the 1.5 rockers instead of the 1.65 which would make the springs they have okay.
@@IronChief Mine broke the springs with stamped 1.5 rockers on my 1970 / 400 with 13 casting heads. I pulled the heads, bought the longer R/A 4 valves, did another valve job, set spring height and went to roller rockers to cure the problem. ( pain in the butt ! ) These Pontiacs are touchy cridders ! got to check everything.
@@IronChief Why do I think there is a coil bind issue in the valve springs, them fire balls rolling out of the exhaust that Nick checked the Dwell for are a pretty good indicator of it, to me.
I have the 1.5 rockers on. Yes the oil pressure is high and drops when hot. There is a bleed off somewhere. Waiting on my client to see what we do.
@@nickpanaritis4122 which studs are you using? The bottleneck studs are adjusted differently than the 7/16 fully adjustable ones.
Nick: Pontiac engines are special for me because I was "baptized" into muscle cars in a '67 Ram Air III GTO. Watching you troubleshoot the issues with this engine took me back in time to HS when me and a dear friend at the time were "trying" to tune his 318 Mopar V8. Long story short, his dad was...you (master tuner/engine builder). He let us fiddle with the car probably 2 hours before, he..appeared with screwdriver, tweaked one thing on the carburetor and she fired right up. Your a treasure trove of knowledge sir👍.
Got one when I got out of Viet Nam, it had a 389 blew it up then my brother also a Nam Vet put a 400 in it loved it . Whish I still had it!
Nam Vet, Tom
A friend had a blue "68 GTO with a 400 and "slap stick" automatic shifter. Had a really nice white leather interior and the most comfortable (for 2 passengers) backseat that you could ask for.
I've never got a carb from a friend that worked right. I'll bet you lose a lot of sleep over this stuff. Keep it going Nick. Love watching you .
Thank you for all the pointers and assessment, of the running of the engine, all the best to yous and your loved ones
So good to watch Nick do his thing.
My 455 has about 65 psi cold and 40 to 45 psi hot and have never had a issue with oil pressure on mine and the engine was rebuilt back in the early 2000's
Best intro ever George, Chapeau!!
Thanks, franzzzzzzz.
Ram air 3 cam is a better choice for cruise!
Owner of 5 different Pontiac s
My 4,000 pound Trans Am
Ran 7.50 in the 1/8 mile, with
Full interior.
Wow Nick starting to think that Pontiac engines don’t like to be videoed but I knew you would figure it out can’t wait to see Engine in the GTO
Back in cccccold Adelaide Australia but still tuned in for my favourite show.
Layer up and enjoy. Thanks for watching, Steve.
I am sending some parts for a 68 Hemi Charger next week to Adelaide.
i love this channel been around since the beginning. You can learn a lot of great information from Nick he's a genius.
You're the master, Nick. Can't wait to see what you figure out.
Wish this guy was closer so he could do my AMC. He's seems worth every cent of whatever he charges.
I never doubted that Nick would sort it out. That’s some great power from a 400, can’t wait to see it in the car (future video?). Thanks again!
Hello Nick from Texas, love what you do, and your videos are awesome. Keep those videos coming. Good job!!
Egads.. a dwell meter.. I haven't seen one of those in years.. I still have mine though.. in a box of old stuff up on the shelf in the garage.. This is the greatest memory sparker I have had the privilege to watch.. thanks Nick.. to old time..
I just used my old Sun 3 in 1 meter (tach/dwell/voltage) to check battery and alternator voltage on my motorcycle. Still have the Sun timing light that came with it! Probably had it for 45yrs!
@@pb68slab18 Oh heck ya! I remember those I had a number of different sun machines when I had my gas station.. Great tools.. Thanks for the share PB!
Pay attention to auctions you can still find the big sun service machines come up at auction. I was late to the last one that sold for 400. Now that electronics' are cheap and reliable why not change out for better drivability though. I did in my 49 Buick and 31 Franklin
@@user-ps6gu2sg3t Thanks brother.. But I had to quit working on cars about 5 years ago.. my body is just to crippled up and the pain is so great now it just kills the joy.. So I made that horrible decision.. Plus my old mind is starting to forget things I knew so well.. Getting old has it's benefits and it's detractors.. oh well, nothing I can do to make it change.. Still thanks for the heads up..
Fun episode, enjoy the troubleshooting process..Puzzled as to why Nick didn’t go to his Holley carb sooner.
That pontiac reminds me of my little brothers 66 gto rebuilt 389 with 3 duce set up really cool when the carbs workl. I remember on one of your episodes where you were working on a 440 with the 6 pack. Nic job brings back memories.
Love the color Pontiac used on the block and heads. Thanks guys!
I've always had a hard time getting good warm idle oil pressure from my Pontiacs. If I can get 35psi with a 60psi pump I'm usually really happy but it's usually closer to 25-30. That's with average bearing clearances and 10W40 conventional oil. My Buick buddy has 2 oil pressure gauges on his 455 Buick and the one nearest the oil pump (front) will read 30-35 hot while the rear one, farthest from the pump reads 10. But no worries, at 2500 rpm's they both read 50psi or more.
I had a 72 Pontiac lemans sport. Loved that car. This video brings back good times!! Ty nick
Glad you enjoyed it.
Even with the carb and ignition issues, I'm impressed with the smoothness of that Pontiac engine.
Glad to hear your voice seems to be better.
One of the most common 'mistakes*' people make with the QJ is the air valve tension. Been a couple of decades, or more, but IIRC the correct spring tension is 3/4 of a turn - if it's backed off the valve will open earlier and lift the secondary needles too much and run it rich.
*AKA butchery by cretins, which may apply here as the missing needles and hanger suggest so.
Well, I guess adjusting the air valve tension wouldn't matter since there are no metering rods or hanger. LoL
@@alexbravo4572
Yeah, in that case, not much 😞 - maybe a different depression at the fuel delivery point, but that's it.
I've even known people to wire the air valve wide open - some of the things people do to wreck an excellent carb' design is mind-boggling!
Holleys aren't quite as good, IMO, but MUCH easier to set up to an acceptable performance level, and much harder to mess up badly.
Love watching Dr. Nick at work 💪🏻
11:53 Those headers are running awfully close to the oil filter. I didn't catch whether the customer plans to use these headers, but I would recommend stock manifolds over this setup. Cooked oil is hazardous to the health of the engine.
20:15 flame out the exhaust! Put in the video on purpose by the editor of course. Great show!
No sir. Everything you see in the video is real. No Hollywood effects here.
Nick, when I build Pontiacs I use Milodon high volume oil pumps. 100 PSI is too much. I tested multiple Melling pumps as well as others and Milodon had the right pressure and also has a thicker bottom plate.
I would change the relief spring in the block to a 60 for a stock or 75psi for a built motor, you really dont want more than 75 because all that oil ends up in the top end and just creates more drag as it drains back over the cam and crank..
#48 heads are '69 4 bbl heads used on the 350 H.O., the 400 4 bbl/4 speed, the 400 Ram Air 3, both 4 speed and automatic and the 428 H.O. They are identical in casting to the 69 #62 heads that would have been stock on a 69 GTO 400/automatic but had a different valve springs to accommodate the 068 camshaft over the 067 used in automatic 4 bbl engines. They both will have 2.11/1.77 valves and approximately 72cc open chambers. Many people think they are Ram Air 3 only but they weren't.
Good info thanks, I just picked up a 69 400 w/62 heads think factory rated @ 350 hp
And those heads with stock length valves and spring heights will get coil bind with that camshaft!
I had a 72 grand Prix with the 400. Hydraulic flat tapped Lifters clicked. Replaced them and pushrods. Still rattled. Finally after running it with STP it finally quieted down.
Ram air 3 was the standard in all the Pontiacs. Ram air 4 came with all the air duct work and optional exhaust break away. The beast motor was a dealer option installed at the dealer that was a ram air 5. I had two GTOs in my life. I've only seen one ram air 5 in my life. That was in a 69 orange GTO judge convertible in Albuquerque a small garage called purely pmd had two. The other one was going in a70 it was carousel red like mine. This was like 84. And they said clearing house in Pontiac Michigan offered them as a pair. Still in crate the 70 but I heard the 9 start up. She had power. Stirred your soul. ❤❤❤❤
Why wouldn't a engine builder with a engine dyno have a good quadrajet laying around for dyno purpose or even a spread bore Holley. Or a adapter for square bore holley to spread bore intake!
Nick wasted his time and ours messing around with a junk carb.
@@craigbenz4835 and he didnt build the engine.
Only fitted the heads.
The guts of it was done by someone else.
Brings back memories of my Fathers 67 GTO 400
I'm glad you have your voice back Nick. 👍👍
I used to race a pontiac 400 in the 70s and 80s, always used a ram air 4 cam and that doesn't sound like one.
a 400 ram air 3 with a ra4 cam and headers should top 400 hpp easily. Factory rating of 366hp was under rated and that is with factory manifolds and exhaust. 450hp should be within grasp. High 12s with the right gears in 1/4 mile about 14 or high 13s without gear change. This is my experience.
Yes i agree, no lope that i can hear? An 041 cam sounds way more radical especially in a 400 cid
@@dondakota920 .. should be using 1.65 rockers for more power.
@@nickpanaritis4122 Hi Nick, the stock d port heads un-ported don't respond to much more lift than around .400". The RAIV 400 originally had special and rare round exhaust ports and intake ports that were slightly taller than the typical D port heads. The RAIV heads in 69 and 70 did benefit from the 1.65 rockers and the RAIV "T" camshaft which came out to .470" lift I/E with 1.50 ratio and .516" lift I/E using 1.65 rockers. Factory RAIV engines came with zero lash rockers arms, just like chevy, although non RAIV D port heads had bottleneck rockerstuds, 7/16 at the bottom and 3/8" at the top, with a jamb nut torqued down, not zero lash. A little trivia is the 69-70 RAIV "T" 041 camshaft was first camshaft totally computer designed by GM/ Pontiac.
@@jlh8296 ..Thank you for this info.
Hello Nick ,George, and Krew at Nick's Garage. !!!!! Hope all yall doing well and happy . George loved the way you did the opening rolling low and fast through the shop , that was a cool view !!!!! I'm late getting in , been under the weather . But seeing the ol Pontiac 400 making some noise sure made me smile and think about those days gone by ...God Bless !!!!!
Thanks Sarge! Goad you stopped by.
@@NicksGarage Hey Nick and George, I'm a major Fan ....always here ....just life getting in the way right now ...
@@NicksGarage Hey Nick and George, major Fan here ...always here with yall !!!!!!!! Just been having alot going on and life getting in the way.... Thank-you for the kind words and reply ..
I love the QJet carb myself. It is not as easy to tune as the Holley, but I like it better than the Holley.
You know Nick when I was a young man back in the '70s whenever I tuned the motor especially on my Coronet RT I always check the dwell a couple times I use different Springs to change the the 12 angle and everything but I always checked it and people don't know that but that's pretty important I know my Dodge flew like a yeah it went good anyway that you're right not many people know to keep an eyeball on that doil for you aren't man you are the best nick no doubt
RA IV's should have 1.65 rocker ratio.
Rhoads lifters would really help the engine with that RA IV cam.
That was interesting about the oil pressure problem
Another great video! Learned quite a bit too.....
Glad you enjoyed it!
Casting number 48 are Ram air 3 heads.
Great video thanks for your time
Thanks for watching!
That right header is SO close to oil filter !!!
Don't you love headers?
@@nickpanaritis4122 that all depends on what they are in. like you said try removing the starter with headers not fun .. Learned my lesson with a bad starter in a 80 Camaro the middle of the night in a parking lot. but that poncho oil filter is going to cook that close.. lol
Thank you Nick for putting on another great content I’ll be watching your next one from San Diego California a fan!
Thanks!
Evenin Mr Nick! Have a Great week!! Good to see you!
Thanks! You too!
Typically I'll set the water valve on the dyno for 3/4 of a turn out for the cam break in, and during the process I'll vary the manual load to aid in seating the rings.
Hey Nick, check your factory manual. My '65 Pontiac shop manual calls for 35 lbs oil pressure.
Ok thanks!
It also calls for straight SAE 20 weight in winter and SAE 30 in summer until '72 when it all went 10w-40.
BTW Mellings called their pumps "Standard" and it's nominally a 40 psi pump and has a small inlet pipe.
and "GTO" which has a bigger pipe and a thicker gear cover
and the "Super Duty" and "Ram Air IV" pump was the same pipe, an even thicker cast cover - and set for 100 psi nominal.
He put a high volume pump in didnt he?
@@blucheer8743 ... No, not high volume, high pressure is what I installed.
@@nickpanaritis4122 I see
darn stubborn pontiacs we seen this on another episode at nicks garage thanks nick good show..
well I was on vacation last week . awesome job on that engine!
god video , the dyno sure saves time imagine finding the problem once the engine is in the car . always best to fix before installing . decent numbers for a basic 400
I like the 400s , love the 455s , good show fellas 👌
Thanks for watching, Clint.
Nick Pontiac experimented with a lot of different heads back in the late 60s casting # 45 common ram air 4 heads 69!casting # 722 / 46 casting as well, big car heads 62 I believe
Another great job Nick.
Thank you! Cheers!
Wouldn't it better to go with a standard volume oil pump? I prefer standard volume, especially for stock applications.
Great show Nick! and you sound a little better
Thanks!
You are the surgeon,you will get it rite. Great job Mr Nick.
Thank you kindly.
Love Nicks analysis terms....10:55....."100 psi of oil pressure....oh well." 30:34....."It's even running worse......oh well."
My first car was a 72 lemans at 15. Still got her.
I solved my 65 Pontiac GTO problems. I put a 468 CID Big Block Chevy in the car. And that was recently. (2022). Back around 1973 I ran a L-88 Chevy engine in a 65 GTO body I bought from somebody for $150: no engine, tranny, or rear end. I took around 600 pounds off of the car, and ran 4:88 gears. Best ET was 10:26 at 131 MPH. Now you can buy factory cars, electric or combustion that will run 10's or lower.
A bud had a 74 lemans GT, with a 400. Lots of torque. It would smoke the poly glass tires right off it. White buckets console, air shocks that were in need of air, every time it went into gear & the throttle hit the mat the rear end would drop & off like a herd of turtles, with smoke. Lol
Great content thanks for sharing
"Oh!". Great intro!
Thanks! 😃
That 400 will have ridiculous cold start oil pressure during the winter months. Enough to worry someone who didn't know about the HP oil pump.
Another great Monday 👍
Thanks for the visit.
HI NICK
A GOOD CARB TO USE FOR THIS MOTOR IS A 1973 SUPER DUTY 800 CFM QUADRA JET CARB WITH A SPACER.
GET RID OF THE CAST IRON HEAVY INTAKE MANIFOLD AND INSTALL A PONTIAC 1970, 71 OR 72
ALUMINUM PONTIAC LIGHT WEIGHT HO MANIFOLD AND ALSO ADD CRANE CAMS ROLLER ROCKERS
AND ADD A SPACER FOR THE VALVE COVERS
THIS IS WHAT I HAD ON MY 1975 TRANS AM ALL OF THE ABOVE AND A 1970 455 WITH 4 BOLT MAIN CAPS.
I WOULD FLY DOWN THE STREETS WITH MY CAR, I FELT LIKE SUPERMAN. NO ONE COULD TOUCH ME.
It appears to me that oil filter against the headers thinned the oil and that adjusted the pressure I'm sure it was boiling at that point anyway great show Nick
I noticed that as well.. but my thought was more of a clearance issue within the oil pump - if it ain't right, pressure will go too high, so I was taught.
@@monkeybarmonkeyman Well, if pump clearances are too much, pressure will be low. If pump clearances are too tight, the pump will seize or "self-clearance". Pressure is controlled by the relief valve spring, not the clearances.
@@Cougracer67 Thanks then for the correction! Never too old to learn!
The volume capability of the oil pump comes into play as the clearances throughout the engine add up. If there isn't enough pumping volume the pump won't build the pressure required to open the relief. High Output pumps are often needed to solve low pressure issues but you need to be careful because more volume means more load on cam and timing shaft and excess oil pushed over the pressure relief valve becomes a waste.
Interesting video.
It’s a 400 with Ram Air 4 cam but it has Ram Air 3 heads on it. Love watching Nick .