I’m glad you said one of your favorite cars is a 1971 roadrunner. I owned a butterscotch 340 4-speed air grabber car. Sold it almost 20 years ago. Original Nevada rust free car. Love your videos.
Nick when I was a kid in the early 70s. My dad used to rebuild motors att home with a homemade log lift and a come a long to pull the engine . He rebuild several motors and he was a dodge man. I remember him building a 383 for our 1974 Plymouth sport fury in our basement. I am lucky to have had a daddy like that. When I was 6 years old he was working on a lawn mower moter, a Briggs and Stratton. He told me to hold the spark plug wire as he pulled the cord to start it. It was a shocking experience for me. I learned alot from my old school father haha. I miss the old school way of doing it yourself. We were poor but we made it across the United States 5 times in that old fury pulling a U haul behind that fury which was packed with everything we owned. Good times to look back at it. Thank you for being the man you are and yes I am a subscriber to your channel. God bless you and your family. Tom from western North Carolina.
I just finished watching Nicks at 11.10 p.m. east coast USA time while Iam eating dinner ( I work 2 second shift) . It's a joy to come home and your favorite you tube show Nicks Garage.
I built a similar setup to this. 511 stroker kit from Muscle Motors, cnc ported 440Source heads from Modern Cylinder Heads, 80's vintage TM-7 intake with 950hp Holley, solid flat tappet cam. Looks like from 1985 when you pop the hood(headers and intake), but made 602hp and 677tq.
I appreciate you chiming in on your real-world results. I waffled on whether to get the 440 heads I bought cnc'd - I didn't when I bought them. Maybe I'll send them out but want to make sure they will work out first for my stroker build. I assume on this build (video) that he did not get his CNC'd. I will admit if I am hitting 550 tq with my 512 stroker, I am good with that. I can't put that much power down in my truck anyways and I am stuck with shorty headers until I can fab my own long headers.
*GEORGE!* Hey, does anyone else besides me "talk" to Nick as we watch these episodes? I'll admit to it, especially when he's got one on the dyno or he's diagnosing some problem on a car - I "talk" to Nick, offering opinions on what he's doing like I'm sure all of you are thinking, too. :-) On the stroked 440 on the dyno today, when he first got it running and it was warming up, I thought out loud "that engine is heavy rich"....you can hear them when they are rich if you're used to hearing certain engines a lot. Sure enough, as he runs it through his paces on the dyno, I'm watching the A/F meter and the rascal is very rich all the way up - so again, I "fuss" at Nick: "told ya my friend, the thing is RICH!" Well, I should have kept the faith - sure enough, at 12:30 he talks about the A/F. Of COURSE he noticed! :-) Same thing when he talked about initial setup and said he had total timing set at 34 BTDC. Without batting an eye, I said "36, Nick. You know it'll be better at 36." Well, of course he wound up figuring that out too - hey, it's NICK we're talking about here! Audience participation programming - without the hosts actually having to hear the audience. That's gotta be a nice way to do this, eh? Y'all take care and SUPPORT NICK ON PATREON!! - Ed on the Ridge
Y'all worse than sports watchers......armchair dyno tuners! "Oi Nick, check the plugs!" "Bah, shoulda ran a compression check!" "Rev it up Nick!.......why are you cutting the pull short?!" "Ooof, your cam grinder is weak! You need more camshaft!"
@@moparedtn my reading comprehension skills are fine, and bonus, I DO THE SAME THING! YOU NEED TO UNDERSTAND HUMOR WHEN YOU READ IT....OH WAIT, JOKES ARE NOT YOUR STRONG SUIT🤔😃😃😃😃🤔
Man I'll tell you what Nick watching your videos is better than a movie for me especially when you have a Mopar on the dyno I subscribed to your Channel a long time ago and I'm glad I did thanks again for the wonderful videos Nick
A mechanic I know also said that if you want to do a car engine up and the numbers match. Take the engine out and store it and get a unmatched engine and modify the hell out of it. That way you keep the matching engine as a stock engine for resale value.
This is what happens when people get bad advice and why it's crucial you get a knowledgeable and trustworthy engine builder like Nick. I've seen this scenario play out so many times in my life which is why I decided to do my own engines. If I had someone like Nick I wouldn't have had to. Thanks Nick for these great videos and advice.
Well... the restriction already there from the stock 906s and intake manifold, so the exhaust restriction not as severe. Truly impressive number for a completely "stock" looking and otherwise stock engine. Very cool!
Happy Birthday Nick! That's a nice tan you got going there . A 520" stroker wedge ? That engine sound! It sounds like a WWII fighter plane engine. A masterpiece! I've said it before, an I'll say it again. The way of the muscle car will never die. Heres to another great year. T.
I love watching Nick work on these engines ...carries me back in time when the Muscle Cars and Big Blocks ruled the streets... love Nick's shop and test stand , a very professional shop and setup ...Vast amount of knowledge Nick has from years and being in the trenches of Muscle Cars ... Thank-you Nick,George, and Krew ...
Nick, i love your channel, real genuine hot rod channel,without any commercial crap, and very interesting content from building engines/cars and especially dyno tests!
Great video ! For those car guy and engine building UA-cam channels. Take notice of how George engineers and edits the music with cinematic quality. You can watch without being disturbed by music that triggers your anger enough to mute or just quit watching. Thanks George and Nick for providing video content that I enjoy and hope yall stay safe and healthy.
Nick I love your videos! What I think would really be of added value and interest to us gearheads ( and who else actually enjoys watching dyno tests?) would be the specific head flow charts and camshaft specs used on all your engines….thanks!
Lee Shepherd 70s and 80s Pro Stock driver who is considered one of the greatest Pro Stock drivers ever said one of the secrets to his success was while everybody was trying to get more displacement he decided to use less. He used a 366 cubic inch big block Chevy.
At Nick’s garage the customer truly gets what he wants!!!!! Great video love coming home from hard day at work and have a cool Nicks garage video to watch MUST SEE TV
Aaahhh, good Monday morning, Nick, George and everyone!!! 520 ci is BIG. John will have PLENTY of torque, even with those restrictions. He probably wasn’t looking for a screaming, wild monster, but something to cruise with, and every so often, SURPRISE some unsuspecting wannabe on the streets lol. Nick, as always, I enjoy watching you and seeing the passion you put in, and kudos to you, George, the man behind the man!!! Great day, all!!!! 🙂
The owner of the motor had to have spent a ton of money in NY to have it built, then Nick has to put special pistons in it, OUCH! Nick's not a charity either, so this motor has quite a few bucks tied into it for sure.
I think Nick's kid is right his customer is risking a lot on a numbers matching engine. If it were to blow he would lose even a lot more money. Legally the only place he can run it is at the strip to its full potential.
With some more fine tuning on the carb, that engine is perfect for the street or off road 4wd where the realistic rpm's are off idle to 3500-4000. The low end torque curve on that engine with exhaust manifolds is perfect for the application.
Lots of "original" engines have been overbored in the process of rebuilding. The original crank/rods/heads/cam can be reinstalled, no bridges burned there.
I don't use factory junk if I want to go fast anyway. My Olds 505" big block is built with 100% aftermarket parts. Not even one factory bolt was used in the build. Factory engines are meant to haul land barges around at 2500 RPMs. Not to rip down the drag strip at 7300 RPMs.
There's one other BB MoPar exhaust manifold I would have liked to see, which I believe is known as the Max Wedge exhaust manifold. Instead of consolidating the passageways in the exhaust, they cast the manifold with a separate runner for each cylinder and brought it upwards to clear the front suspension. If any factory manifold would get close to headers, that would have been the one.
Thanks Nick for this video. This subject has debated for yrs between several friends and myself. And now I have results. Thank you. Much Appreciate Ya!!!!
One things for sure a longer skirt stopped the piston slap even if they were a while in the making. The motor didn't to to badly either way Nick, interesting results. Good to see Leo helping thus learning, your new right hand man aye! Can't wait for the next one though. Thanks guy's.
Another masterpiece from Nick's Garage. 2¢- if you fatten up the a/f down low you can move the torque peak lower & maybe even get a higher #. This will be a super fun street engine. And he won't hurt the block keeping it below 5500. Those small heads and dual plane intake seem to help the lower rpm velocity. I see no downsides until he starts to take it to the track where hp is so important.
I absolutely love the dino room videos Nick is like a mad scientist where else in the world can you tune in and watch these Big blocks do what they do best if anyone is on the fence about getting Nick's garage hoodies and t-shirts there of the best quality I absolutely love mine once again thank you Nick for putting these videos together every one of them is a flashback Rush!!!;!!;!!!
I absolutely love 71-2 B bodies. The 73-4 B bodies are still pretty cool too. I'm getting my 71 Satellite back next month. I sold it to a friend in 2005, and it's been sitting in his barn ever since. I'm getting it back for $600! And I have a 67 383/727 in my garage to put in it!
I would of never built a stroker with the # matching engine I would of found a 440 out of a motorhome or something built that up and store the # matching engine because if anything happens to that engine that's it no matching # and resell value drops so I would rather find another 440 and build it and keep the OG OG.
This is a sleeper motor. It looks & sounds stock but has gobs of torque with that stroker kit. Sounds like the engine builder set the piston to wall clearance a bit loose so it would RPM quicker. The piston slap wouldn’t have hurt anything. As long as it had good ring seal.
Love them big block mopars .They make big horsepower on small dollars and easy to work on .I fell in love with mopars when I was in Air Force.worked on a lot of chevy engines when I was younger.the biggest thing I do not like about chevy is that distributor in the rear.
@@NicksGarage I'm very glad to see John's stroker motor on the dyno, and making some good power, despite the restrictions on the motor. I will be very happy once his engine is off the Dyno, and my engine is on the dyno ready to be tested. I never miss a Monday morning episode of Nick's Garage, because it is a great way to start the day. Great video George, excellent content as always.
@@eugenecastles7475 How bout that, Eugene? You're up next! By this time next week, I bet you're going to be all kinds of stoked! It's another step closer but, what a step this is going to be. If the engine is the heart of the car, then Nick's dyno is the automotive equivalent of a Stress test. Given Nick's track record, the heart of your Charger 500 will pass with flying colors and will live long and prosper! 👍🇺🇲🇨🇦
@@theanomalous1401 You are so right about my engine being on the dyno soon. I'm looking forward to seeing what kind of numbers the engine will make on the dyno, and I hope they are what I want to see. I hope that the engine will live long and prosper.
I had a few big block mopars in the past and I never thought that the heads on a wedge would support a lot of hp . that being said this is a really nice build considering the heads and intake . This build for me on a cruiser is really nice where torque is king . The cubic inches really shines . Even if you take it to the track and race your buds its still going to be no easy race for your buds lol . Well done lol
Did the new pistons drop the Static Compression Ratio? 1 full point of compression would account for the power numbers from the original builder. I wasn’t sure if you had to lower the compression to make it work on pump gas?
Nick, You got to talk to this guy. That motor doesn’t have a combination it’s just a mismatch of parts. The heads probably need CNC porting and he definitely needs a modern intake manifold with at least a 950 CFM carb. And honestly that motor probably needs a matching roller cam to really hit its potential.
It's crazy. I have a ford 351 that's stroked to 408 cubic inches. The only modifications are an a edelbrock performer rpm cam and heads along with Victor Jr manifold and headers and roller rockers. I made 516 on one dyno and 529 on another dyno. That's at 4500 ft elevation in New Mexico. It's crazy, I thought for sure that motor he was testing would make 650 plus hp and torque. I totally agree I would never ever do it to a numbers matching motor
Good to see you on a Monday and with another engine on the dyno. I love watching a professional take pride in what they do. Happy Birthday a little early.
Those iron manifolds weren't as bad as I expected. 20hp/25tq lost is acceptable if you want the car to look original. The car is still gonna haul ass! 👍
Crazy how much the stock manifolds raise the RPM where peak torque occurs. Less restriction means better filling at low RPM with that intake? I'm sure Nick has discussed the engine configuration with the customer. Nick knows he's being paid for his technical expertise and experience, not to tell customers what they should want.
It won't rev much higher with those stock parts. 520 should make around 800 hp with proper heads, intake and valve train, but those stock parts kill the build.
@@oikkuoek I agree, why invest in a stroker and not letting it breath? Just so you can say "I have a 520 c.i.d." Great video Nick! Always happy to watch.
With headers, an aftermarket intake, ported heads, nice cam, punched out to 4.40-4.50 inches and a predator carb, that monster will be making close to 600hp and 700ft.lbs/tq. But, like you said, it is what it is. Thanks for another great video post Nick. God bless you and your family. Best of luck 🍀
Nick. I think you've got a great young man there with Leo. He really wants to learn all that he can and is very enthusiastic about MoPar muscle cars. If Leo keeps up his love of MoPars, with your help and guidance, you might just have another "Nick Junior" in a few years!
@@racehemi426425 ... There's a guy (Richard Holdener) that does a bunch of dyno tests on the Gen3 Hemi engines on UA-cam... with nitrous, turbos & blowers...so that doesn't make any sense to me
I am posting this prior to seeing it run with Manifolds. Since the Heads don't look like there was any Port work done on the Exhaust Ports, I don't think the Cast Irons are going to hurt all that much, and might even increase Torque at the lower end
You've taught us something about headers. I'm tending to agree - especially if you can make more power other ways. Headers give 10-25 horses average, right?
Needs some porting on those aluminum heads and a much better flowing intake. What's the compression ratio? With those heads it needs about 10.5 to 1. With all that the torque should have been over 600lb ft and HP at least 575.
@@karlsracing8422 Nick said those 440 source heads are a 906 copy, i would consider ported 906s marginal for a decent 440 let alone a 520” engine. But yes, that intake is useless
@@sandozman6085 440 Source cylinder heads aren't a copy of 906 heads though. They have a closed chamber design, 2.14/1.81 valves and much larger ports. I have a set on my 440 and although I ported mine 440 Source claims they will flow 280to 290 cfm on the intake side out of the box. I have seen independent test put them closer to 260 to 270 but that's still better than 906s which would be closer to 210 or so. I think the intake manifold is the choke point on this engine. I don't know why someone would buy a better cylinder head and then use a stock intake. 906 heads would have given similar performance with the stock intake in my opinion and I'm assuming they were already on the engine originally. But this was a another great video. I enjoy all of Nick's videos.
@@1967davethewave do those heads have the raised port ceiling, and longer valve like the indys? I’m guessing no, But that isn’t a bad flow number for a stock appearing head.
If mine I’d box the carb and manifold, go with one to get the max out of that big block. Sure like to also drive this beauty to the local burger joint on cruise night. Thnx Nick!
They seem to have these stroker motors pretty much proved out. In all brands these days. Runs smooth, and I agree with you on HP and TQ with manifolds. Ronnie. Make a good sleeper.
@Car Guy daddyo In general I would agree but with larger displacement, over 500" and I know because I have one that makes a minimum of 500 ftlbs of torque even @ 2500 rpm, you don't need to even consider a two plane. The two plane can't flow enough to give great numbers at even 6500 rpm. The two plane was developed for a 440 not the 20 percent more air of the big inch motor requires. The crank is a game changer.
weak link it s mopar.bulid similar bbc and you get 650-750 hp depending on heads.i raced a 9:1 comp 526 bbc with alu heads and it made 750 hp and 9 s at 140 in my chevelle.
I'm with you Nick,i've always loved the 71/72 Road Runner GTX Super Bee type body styles. Imo,if you're going to stroke the engine out,you need to go all the way with helping it breathe properly with the right top end,cam,carb, intake,headers and heads all should be incorporated into a cohesive collaboration to get the most bang for your buck. With the torque and horsepower numbers you got there with as much work and parts, he could've just tweaked a stock 440 with 375hp with a bigger cam and some of Dr. Nicks magic,without putting all of that work into stroking it and everything else. On the bright side, all he has to do to pick up some good power is toss on a good performance top end and she's ready for bear!! Thanks again guys!
440 with 375 hp on a bench was only 305 net horsepower installed in the car--any modern V-6 can beat that...LOL....take a lot more than a bigger cam...
Nice engine! Had `71 RoadRunner w/383 & 4-sp pistol grip, and fully functional air grabber hood. A few Dusters & Dart Sport too. Preferred my Challenger overall.
I’m glad you said one of your favorite cars is a 1971 roadrunner. I owned a butterscotch 340 4-speed air grabber car. Sold it almost 20 years ago. Original Nevada rust free car. Love your videos.
Nick when I was a kid in the early 70s. My dad used to rebuild motors att home with a homemade log lift and a come a long to pull the engine . He rebuild several motors and he was a dodge man. I remember him building a 383 for our 1974 Plymouth sport fury in our basement. I am lucky to have had a daddy like that. When I was 6 years old he was working on a lawn mower moter, a Briggs and Stratton. He told me to hold the spark plug wire as he pulled the cord to start it. It was a shocking experience for me. I learned alot from my old school father haha. I miss the old school way of doing it yourself. We were poor but we made it across the United States 5 times in that old fury pulling a U haul behind that fury which was packed with everything we owned. Good times to look back at it. Thank you for being the man you are and yes I am a subscriber to your channel. God bless you and your family. Tom from western North Carolina.
Your dad was cool.
I just finished watching Nicks at 11.10 p.m. east coast USA time while Iam eating dinner ( I work 2 second shift) . It's a joy to come home and your favorite you tube show Nicks Garage.
Thanks for watching our channel.
Those pistons with those extra legs in the skirt were worth the wait!!!
I built a similar setup to this. 511 stroker kit from Muscle Motors, cnc ported 440Source heads from Modern Cylinder Heads, 80's vintage TM-7 intake with 950hp Holley, solid flat tappet cam. Looks like from 1985 when you pop the hood(headers and intake), but made 602hp and 677tq.
Do you remember compression?
@@JoeCnNd 10.5. Runs on pump gas.
Wow, that's real good. I wanna set up at 10.5 or less to stay on pump.
@@JoeCnNd 10.5 is fine with aluminum heads and a tight quench area(zero deck the block, then use .39" head gasket).
I appreciate you chiming in on your real-world results. I waffled on whether to get the 440 heads I bought cnc'd - I didn't when I bought them. Maybe I'll send them out but want to make sure they will work out first for my stroker build. I assume on this build (video) that he did not get his CNC'd. I will admit if I am hitting 550 tq with my 512 stroker, I am good with that. I can't put that much power down in my truck anyways and I am stuck with shorty headers until I can fab my own long headers.
The technical terms and specifications talk is so deep I can hardly keep up but I like it.
HAPPY BIRTHDAY NICK...WE LOVE YOU MAN...!
*GEORGE!*
Hey, does anyone else besides me "talk" to Nick as we watch these episodes?
I'll admit to it, especially when he's got one on the dyno or he's diagnosing some problem
on a car - I "talk" to Nick, offering opinions on what he's doing like I'm sure all of you are
thinking, too. :-)
On the stroked 440 on the dyno today, when he first got it running and it was warming up,
I thought out loud "that engine is heavy rich"....you can hear them when they are rich if you're used
to hearing certain engines a lot.
Sure enough, as he runs it through his paces on the dyno, I'm watching the A/F meter and the
rascal is very rich all the way up - so again, I "fuss" at Nick: "told ya my friend, the thing is RICH!"
Well, I should have kept the faith - sure enough, at 12:30 he talks about the A/F.
Of COURSE he noticed! :-)
Same thing when he talked about initial setup and said he had total timing set at 34 BTDC.
Without batting an eye, I said "36, Nick. You know it'll be better at 36."
Well, of course he wound up figuring that out too - hey, it's NICK we're talking about here!
Audience participation programming - without the hosts actually having to hear the audience.
That's gotta be a nice way to do this, eh?
Y'all take care and SUPPORT NICK ON PATREON!!
- Ed on the Ridge
I'm always saying something to the TV as he is speaking. My wife thinks I'm crazy
Y'all worse than sports watchers......armchair dyno tuners!
"Oi Nick, check the plugs!"
"Bah, shoulda ran a compression check!"
"Rev it up Nick!.......why are you cutting the pull short?!"
"Ooof, your cam grinder is weak! You need more camshaft!"
@@hoost3056 You need to work on your reading comprehension skills...
@@hoost3056 I do it all the time I'm always yelling at my computer or TV or phone depending on were I am people be looking at me like I'm crazy
@@moparedtn my reading comprehension skills are fine, and bonus, I DO THE SAME THING!
YOU NEED TO UNDERSTAND HUMOR WHEN YOU READ IT....OH WAIT, JOKES ARE NOT YOUR STRONG SUIT🤔😃😃😃😃🤔
I'm glad to hear that Eugene's 440 is the next on the list to get built 😉
Man I'll tell you what Nick watching your videos is better than a movie for me especially when you have a Mopar on the dyno I subscribed to your Channel a long time ago and I'm glad I did thanks again for the wonderful videos Nick
"It's a big motor, it should have headers"; I like how this man thinks.
That’s just logical.
Three notice that nicht always uses hand tools I haven't yet seen him use a Pneumatic wrench Bravo Nick
nick I spelled his name wrong I'm using speech to talk I'm disabled forgive me
A mechanic I know also said that if you want to do a car engine up and the numbers match. Take the engine out and store it and get a unmatched engine and modify the hell out of it. That way you keep the matching engine as a stock engine for resale value.
This is what happens when people get bad advice and why it's crucial you get a knowledgeable and trustworthy engine builder like Nick. I've seen this scenario play out so many times in my life which is why I decided to do my own engines. If I had someone like Nick I wouldn't have had to. Thanks Nick for these great videos and advice.
Well... the restriction already there from the stock 906s and intake manifold, so the exhaust restriction not as severe. Truly impressive number for a completely "stock" looking and otherwise stock engine. Very cool!
Happy Birthday Nick!
That's a nice tan you got going there .
A 520" stroker wedge ? That engine sound!
It sounds like a WWII fighter plane engine.
A masterpiece!
I've said it before, an I'll say it again.
The way of the muscle car will never die.
Heres to another great year.
T.
I love watching Nick work on these engines ...carries me back in time when the Muscle Cars and Big Blocks ruled the streets... love Nick's shop and test stand , a very professional shop and setup ...Vast amount of knowledge Nick has from years and being in the trenches of Muscle Cars ... Thank-you Nick,George, and Krew ...
Nick, i love your channel, real genuine hot rod channel,without any commercial crap, and very interesting content from building engines/cars and especially dyno tests!
Great video ! For those car guy and engine building UA-cam channels. Take notice of how George engineers and edits the music with cinematic quality. You can watch without being disturbed by music that triggers your anger enough to mute or just quit watching. Thanks George and Nick for providing video content that I enjoy and hope yall stay safe and healthy.
Nick I love your videos! What I think would really be of added value and interest to us gearheads ( and who else actually enjoys watching dyno tests?) would be the specific head flow charts and camshaft specs used on all your engines….thanks!
Lee Shepherd 70s and 80s Pro Stock driver who is considered one of the greatest Pro Stock drivers ever said one of the secrets to his success was while everybody was trying to get more displacement he decided to use less. He used a 366 cubic inch big block Chevy.
At Nick’s garage the customer truly gets what he wants!!!!!
Great video love coming home from hard day at work and have a cool Nicks garage video to watch MUST SEE TV
What a way to come back from the holidays! That gtx is stunning, congrats John!
Leo seems like a good kid. Somebody's parents should be proud. 😁👍
"The reason why? its a big motor, should have headers" I love it it Nick and I100% agree
So good to see this engine running and fixed properly ! Nicely done gentlemen! Great Video! Cheers
looking good Nick i see you got some sun and relaxation
Aaahhh, good Monday morning, Nick, George and everyone!!! 520 ci is BIG. John will have PLENTY of torque, even with those restrictions. He probably wasn’t looking for a screaming, wild monster, but something to cruise with, and every so often, SURPRISE some unsuspecting wannabe on the streets lol. Nick, as always, I enjoy watching you and seeing the passion you put in, and kudos to you, George, the man behind the man!!! Great day, all!!!! 🙂
The owner of the motor had to have spent a ton of money in NY to have it built, then Nick has to put special pistons in it, OUCH! Nick's not a charity either, so this motor has quite a few bucks tied into it for sure.
I think Nick's kid is right his customer is risking a lot on a numbers matching engine. If it were to blow he would lose even a lot more money. Legally the only place he can run it is at the strip to its full potential.
such a rare car should keep the stock motor... should stay a time capsule
Nice tan, dude- looks like you had a good holiday!
With some more fine tuning on the carb, that engine is perfect for the street or off road 4wd where the realistic rpm's are off idle to 3500-4000. The low end torque curve on that engine with exhaust manifolds is perfect for the application.
do y'all see how he puts his hands behind his back while he's checking out the motor? that's professionalism.profesor Nick.
Bless you Nick, also guys in shop are blessed to have you as a mentor , ALSO George Great video work as always ...Salue🙏
The young apprentice is right: I would never modify the original engine but use a sacrificial one instead.
Lots of "original" engines have been overbored in the process of rebuilding. The original crank/rods/heads/cam can be reinstalled, no bridges burned there.
You can't take any of this stuff when you're dead, I say use it up and enjoy it while you're still here, why save it for the next guy
I don't use factory junk if I want to go fast anyway. My Olds 505" big block is built with 100% aftermarket parts. Not even one factory bolt was used in the build. Factory engines are meant to haul land barges around at 2500 RPMs. Not to rip down the drag strip at 7300 RPMs.
90% of people commenting this engine don't understand why the owner doesn't want to risk blowing engine up making big number turning high rpm..
People don't understand that 440 if you don't hold them accountable they will keep going till it detonates.
The paint job on the engine looks killer,a pretty nice job..💪💪😎🆒
There's one other BB MoPar exhaust manifold I would have liked to see, which I believe is known as the Max Wedge exhaust manifold. Instead of consolidating the passageways in the exhaust, they cast the manifold with a separate runner for each cylinder and brought it upwards to clear the front suspension. If any factory manifold would get close to headers, that would have been the one.
Thanks Nick for this video. This subject has debated for yrs between several friends and myself. And now I have results. Thank you. Much Appreciate Ya!!!!
One things for sure a longer skirt stopped the piston slap even if they were a while in the making. The motor didn't to to badly either way Nick, interesting results. Good to see Leo helping thus learning, your new right hand man aye! Can't wait for the next one though. Thanks guy's.
A whole ton of money for little performance. The owner made some odd choices
Couldn't agree more with you on that one Kevin.
Another masterpiece from Nick's Garage. 2¢- if you fatten up the a/f down low you can move the torque peak lower & maybe even get a higher #. This will be a super fun street engine. And he won't hurt the block keeping it below 5500. Those small heads and dual plane intake seem to help the lower rpm velocity. I see no downsides until he starts to take it to the track where hp is so important.
Trick flow heads & intake would wake up that beast.
I absolutely love the dino room videos Nick is like a mad scientist where else in the world can you tune in and watch these Big blocks do what they do best if anyone is on the fence about getting Nick's garage hoodies and t-shirts there of the best quality I absolutely love mine once again thank you Nick for putting these videos together every one of them is a flashback Rush!!!;!!;!!!
You are a world-class mechanic Nick
I absolutely love 71-2 B bodies. The 73-4 B bodies are still pretty cool too. I'm getting my 71 Satellite back next month. I sold it to a friend in 2005, and it's been sitting in his barn ever since. I'm getting it back for $600! And I have a 67 383/727 in my garage to put in it!
Great show Nick!
This is absolutely the best content on UA-cam!
Too bad the builder misled that guy but Nick to the rescue, Can't wait to see more on the Charger 500! ✌🏻☺️🇺🇸🇨🇦
Nick,that would be a killer with the max wedge heads and a crossram!
Nice video, thanks. These Monday morning videos always make the day better.
That right side exhaust manifold looks familiar....
The car is going to be a blast to drive. Lots of torque with decent HP with an engine that looks 100% stock is cool.
Nick is upping the ante on engine masters :-) Thanks Nick!
I agree with the young fella. Should have saved the numbers matching engine, built a different engine to drive
Those are awesome looking headers on that big block stroker. Very entertaining show guys, thanks Nick & crew. 😁🇱🇷
I would of never built a stroker with the # matching engine I would of found a 440 out of a motorhome or something built that up and store the # matching engine because if anything happens to that engine that's it no matching # and resell value drops so I would rather find another 440 and build it and keep the OG OG.
That's how I feel about certain engines... blow up a # matching hemi is like killing a unicorn.
I'm a big fan of the 68-70 GTX but this body style is kind of a turd and the value isn't likely to increase so much that he would regret the decision
Whistlin’ Diesel probably owns it. I’ll look for it on his channel. Lol
Happy Birthday Nick. Keep up the good work.
I like the way you guys protected the wires.👍🆒😎
This is a sleeper motor. It looks & sounds stock but has gobs of torque with that stroker kit. Sounds like the engine builder set the piston to wall clearance a bit loose so it would RPM quicker. The piston slap wouldn’t have hurt anything. As long as it had good ring seal.
More money than brains with this engine build
Love them big block mopars .They make big horsepower on small dollars and easy to work on .I fell in love with mopars when I was in Air Force.worked on a lot of chevy engines when I was younger.the biggest thing I do not like about chevy is that distributor in the rear.
Good morning Nick, glad to see you back, big block Mopar power on the dyno, awesome.
Morning, Mr Eugene! Thanks for joining us again today. Once the GTX is shipped, we will have room to roll your car into the shop.
@@NicksGarage I'm very glad to see John's stroker motor on the dyno, and making some good power, despite the restrictions on the motor. I will be very happy once his engine is off the Dyno, and my engine is on the dyno ready to be tested. I never miss a Monday morning episode of Nick's Garage, because it is a great way to start the day. Great video George, excellent content as always.
@@eugenecastles7475 How bout that, Eugene? You're up next! By this time next week, I bet you're going to be all kinds of stoked! It's another step closer but, what a step this is going to be. If the engine is the heart of the car, then Nick's dyno is the automotive equivalent of a Stress test. Given Nick's track record, the heart of your Charger 500 will pass with flying colors and will live long and prosper! 👍🇺🇲🇨🇦
@@theanomalous1401 You are so right about my engine being on the dyno soon. I'm looking forward to seeing what kind of numbers the engine will make on the dyno, and I hope they are what I want to see. I hope that the engine will live long and prosper.
That’s a nice GTX but i really can’t wait to see the Charger 500. Great show Nick!
The professor of mopar! This is why people bring their cars to you and if I was closer my 66 Belvedere would be knocking on your door!
The breathing restriction lies elsewhere. You mentioned the heads and intake, so it seems those limit the hp/ft.lbs. with headers.
Eugene's car is on deck! Wooooohooo! Can't wait to see the GTX on the road! Thanks for another fun video!
I had a few big block mopars in the past and I never thought that the heads on a wedge would support a lot of hp . that being said this is a really nice build considering the heads and intake . This build for me on a cruiser is really nice where torque is king . The cubic inches really shines . Even if you take it to the track and race your buds its still going to be no easy race for your buds lol . Well done lol
Did the new pistons drop the Static Compression Ratio?
1 full point of compression would account for the power numbers from the original builder.
I wasn’t sure if you had to lower the compression to make it work on pump gas?
The manifold change video effects and music was noticed and enjoyed. Keep that up.
Thanks Wizzy. Glad you appreciate the little creative touches.
Nick,
You got to talk to this guy. That motor doesn’t have a combination it’s just a mismatch of parts. The heads probably need CNC porting and he definitely needs a modern intake manifold with at least a 950 CFM carb. And honestly that motor probably needs a matching roller cam to really hit its potential.
@DBSSTEELER ...I'm thinking Trick Flow Power Port 270 heads... M1 single plane intake...1050 Dominator carb & a hydraulic roller cam
It's crazy. I have a ford 351 that's stroked to 408 cubic inches. The only modifications are an a edelbrock performer rpm cam and heads along with Victor Jr manifold and headers and roller rockers. I made 516 on one dyno and 529 on another dyno. That's at 4500 ft elevation in New Mexico. It's crazy, I thought for sure that motor he was testing would make 650 plus hp and torque. I totally agree I would never ever do it to a numbers matching motor
There should be a Nick's garage video game. Like a Dyno engine builder simulator.
You shout try Automation game, you can make engines in there
Good morning Nick. Glad your holiday went well. Thanks you and everyone for the great videos. Have a great week 👍
Thanks, you too!
Happy Birthday Nick! God Bless you, enjoy this day with Family and crew.
Good to see you on a Monday and with another engine on the dyno. I love watching a professional take pride in what they do. Happy Birthday a little early.
Thanks 👍
Those iron manifolds weren't as bad as I expected. 20hp/25tq lost is acceptable if you want the car to look original. The car is still gonna haul ass! 👍
Crazy how much the stock manifolds raise the RPM where peak torque occurs. Less restriction means better filling at low RPM with that intake? I'm sure Nick has discussed the engine configuration with the customer. Nick knows he's being paid for his technical expertise and experience, not to tell customers what they should want.
It needs to breath, there's another 100hp with the proper top end.
It won't rev much higher with those stock parts. 520 should make around 800 hp with proper heads, intake and valve train, but those stock parts kill the build.
@@oikkuoek I agree, why invest in a stroker and not letting it breath? Just so you can say "I have a 520 c.i.d." Great video Nick! Always happy to watch.
Yep. Agreed and 440 Source Chinese heads aren’t the best. I’d rather run a nice set of gone over 906.
@@tomcox2565 915s?
@@chevyblue10 906. or closed chamber 915. I’d run either over 440 source heads. I ran with edelbrock heads on my stroker.
Idle vacuum is high (low duration cam) compression is mild intake is stock should make an excellent cruiser/tire burner.
I love Nick. Great guy, great teacher, great engine builder.
As a teen I never liked that 71 body style but nowadays they are all great looking
With headers, an aftermarket intake, ported heads, nice cam, punched out to 4.40-4.50 inches and a predator carb, that monster will be making close to 600hp and 700ft.lbs/tq. But, like you said, it is what it is.
Thanks for another great video post Nick. God bless you and your family. Best of luck 🍀
Exactly
It's a #'s engine ... the owner isn't trying to blow it up turning high rpm trying to make all the power possible..
Nick. I think you've got a great young man there with Leo. He really wants to learn all that he can and is very enthusiastic about MoPar muscle cars. If Leo keeps up his love of MoPars, with your help and guidance, you might just have another "Nick Junior" in a few years!
I agree Bill
Agree with you guys 👍
Nick I would like to see a modern hemi 6.7 liters on the dyno with a carb, that will be fun.
I don't think you can do that. No distributor Hole
You mean 6.4? Should be able to make 520hp on a dyno, maybe a bit more.
@@racehemi426425 ... There's a guy (Richard Holdener) that does a bunch of dyno tests on the Gen3 Hemi engines on UA-cam... with nitrous, turbos & blowers...so that doesn't make any sense to me
I am posting this prior to seeing it run with Manifolds. Since the Heads don't look like there was any Port work done on the Exhaust Ports, I don't think the Cast Irons are going to hurt all that much, and might even increase Torque at the lower end
I see there was a Torque change, I just wish Nick would have place the Curves on top of one another, so the curves could be compared
You've taught us something about headers. I'm tending to agree - especially if you can make more power other ways. Headers give 10-25 horses average, right?
Needs some porting on those aluminum heads and a much better flowing intake. What's the compression ratio? With those heads it needs about 10.5 to 1. With all that the torque should have been over 600lb ft and HP at least 575.
The hp loss with the manifolds wasn’t that bad, because it is all ready not able to get the cylinders filled with that head/intake combo.
Heads are ok the intake is useless
@@karlsracing8422
Nick said those 440 source heads are a 906 copy, i would consider ported 906s marginal for a decent 440 let alone a 520” engine.
But yes, that intake is useless
@@sandozman6085 440 Source cylinder heads aren't a copy of 906 heads though. They have a closed chamber design, 2.14/1.81 valves and much larger ports. I have a set on my 440 and although I ported mine 440 Source claims they will flow 280to 290 cfm on the intake side out of the box. I have seen independent test put them closer to 260 to 270 but that's still better than 906s which would be closer to 210 or so. I think the intake manifold is the choke point on this engine. I don't know why someone would buy a better cylinder head and then use a stock intake. 906 heads would have given similar performance with the stock intake in my opinion and I'm assuming they were already on the engine originally. But this was a another great video. I enjoy all of Nick's videos.
@@1967davethewave . You are correct. The weak link is the 1971 factory cast iron intake.
@@1967davethewave do those heads have the raised port ceiling, and longer valve like the indys?
I’m guessing no, But that isn’t a bad flow number for a stock appearing head.
I don’t get it🤨. Why stroke it out to 521 c.I. and leave everything else stock?
Thank you for another great job. Love your videos. Best of luck 🍀👍🏼
For the tire melting TQ and looking stock! :)
If mine I’d box the carb and manifold, go with one to get the max out of that big block. Sure like to also drive this beauty to the local burger joint on cruise night. Thnx Nick!
Love old school timing! I've done it also the ear knows
They seem to have these stroker motors pretty much proved out. In all brands these days. Runs smooth, and I agree with you on HP and TQ with manifolds. Ronnie. Make a good sleeper.
On a big inch 440 you don't need a duel plane, a Victor or an M1 single plane manifold with at lest a 850 Holley will wake that dog up...
@Car Guy daddyo
In general I would agree but with larger displacement, over 500" and I know because I have one that makes a minimum of 500 ftlbs of torque even @ 2500 rpm, you don't need to even consider a two plane. The two plane can't flow enough to give great numbers at even 6500 rpm.
The two plane was developed for a 440 not the 20 percent more air of the big inch motor requires. The crank is a game changer.
You don't mod a numbers matching car tho
The weak link or power loss is due to the 1971 cast iron intake manifold.
And heads
weak link it s mopar.bulid similar bbc and you get 650-750 hp depending on heads.i raced a 9:1 comp 526 bbc with alu heads and it made 750 hp and 9 s at 140 in my chevelle.
@@teknoaija1762 wait who?
@@teknoaija1762 look at all the heavy hitters in drag racing today. Most of them have a hemi under the hood.
Always fun to watch.
Love watching Nick go over these engines....always Attention To Detail ....
I'm with you Nick,i've always loved the 71/72 Road Runner GTX Super Bee type body styles. Imo,if you're going to stroke the engine out,you need to go all the way with helping it breathe properly with the right top end,cam,carb, intake,headers and heads all should be incorporated into a cohesive collaboration to get the most bang for your buck. With the torque and horsepower numbers you got there with as much work and parts, he could've just tweaked a stock 440 with 375hp with a bigger cam and some of Dr. Nicks magic,without putting all of that work into stroking it and everything else. On the bright side, all he has to do to pick up some good power is toss on a good performance top end and she's ready for bear!! Thanks again guys!
440 with 375 hp on a bench was only 305 net horsepower installed in the car--any modern V-6 can beat that...LOL....take a lot more than a bigger cam...
Interesting insight on the piston skirts Nick. I don't believe I've ever heard anyone address that detail before. Thank you.
Thanks!
Nice engine! Had `71 RoadRunner w/383 & 4-sp pistol grip, and fully functional air grabber hood. A few Dusters & Dart Sport too. Preferred my Challenger overall.
I couldn't even imagine using factory manifolds with a 520" motor. 😳
Did anyone do any polishing or port on intake runners
Also that carb looks to be a restriction. as the revs rise you see the manifold vacuum increasing towards a peak of -1.2 (in/hg or PSi?)
looks like it's been a sunny summer
To expand on the chocking a stroker. Would be cool to see it set up with industrial 413-3 heads, water pump and exhaust manifolds.
Looks like Nick got some vacation sun. Good for you.