I have a near identical motor to this one, and made (543hp) the same power. I swapped the intake to a Super Vic and a custom 830 Holley, but have not dynoed it again, yet. After it made the original numbers I spoke with Edelbrock and AFR, both told me an increase of 35 hp with the SuperVic. The port size on the SV matches the intake ports of the 205 heads, the Vjr is substantially smaller. Westech is a great shop. you guys wheel dynoed my '70 Buick
The AFR heads are worth tons of power on the SBF. If I were going to build a SBF, I'd start with heads from AFR or TFS or Edelbrock or World Products as Step #1. Woot woot!
Hi Richard, I enjoy watching the Ford 5.0 vid's, these are my favourite motor. I have built a 347 stroker with AFR heads, comp cam, roller rockers etc for my Aussy Falcon its a great engine. I wonder how far you have revved a 347 motor and had it live. Cheers from NZ, Phil
Cleveland-style heads like wider lobe separation angles because they have magnificent cross-flow between the intake and exhaust valves. Windsor style heads need a tighter LSA, usually about 3-4 degrees tighter for the same results. Take the traditional in-line valve SBC for reference. It has terrible cross-flow and loves a 108 LSA.
The roller cam had no losses compared to the previous. So many people are building 347 which are substandard ( in the 300 rwhp range ). when even a LS1 with STOCK heads can make 420rwhp/400rwtq and with aftermarkets 460rwhp/420rwtq out of 346 cubic inches. Richard built some great combinations here with the AFR205 heads on 347 cubic inches.
A Cleveland engine can make more than ANY LS with stock heads. LS engines are a copy of the Windsor ford and the heads are FE wanna Bs. They ARE a dime a dozen tho. That’s about what they are worth for longevity.
I'd say it's something to do with the cost. Spend 10k on anything and it usually goes. Literally anything with main caps that'll hold it together. Add a forged stroker rotating assembly , afr ally heads , solid roller cam , roller rockers, single plane intake and headers it'll usually make numbers lol. It's the stock intake manifold EFI cast iron headed motors people sleep on lol.
As a sbf fan, yeah they are pretty good but engine technology has come a long way so it takes some bucks to even make horsepower some stock LS engines can do.
Makes me wonder if the hydraulic lifter was pumping down from spring pressure .... The nose over is you would think spring bounce but probably not ... Not sure the change in exhaust event but maybe a lack of exhaust flow ... Something certainly happened that's a little odd
Love your videos. I have a built 383 Mopar engine and I can't find anyone doing dyno runs on the big block. Could you do an episode for the "383" ? Thank you very much...
I love this stuff. I wish I could come and build a ton of Cleveland/400 combos with you. Port them using Vizards methods and test away. I build everything in residential and its satisfying. Building hot custom or semi stock engine combos would be even more satisfying
So, I have a Windsor that is built like the solid roller version. I have crank journals turned to sbc and 6.125 rods with a 302 c/h piston. 357 ci ,243@ ,257@.050 .651.649 110+4. It's around 11.2:1 and I spray 2 kits on it. Stock crank has made it but I also run 1011-2s , so if I have some problems it'll mayb knock the gasket 1st before RUD. Street car driven ALOT! Its hard to get 1.6-7 hp per cube from a 302 for real
AFR Heads are Super power adders for any engine they're available for. Just match or make short blk flow to head you pick. Larger Valves always increase torque .
depends on how much cam u have no sense in buying big heads if all your going to run is a street cam with 550 lift are big cams streetable no i know ive tried they get old real fast if you need more power put a blower or turbo on it is what i do now
To increase the average airflow available to the motor you must increase lift to a point where during the cycles it feeds the motor with more average airflow example 1.0 lift 65-70 percent lobe lift rule .65-.7 lift flow numbers are what feeds the motor .650 lift total lift .455 lift air flow of the heads . There can be a huge difference between .450 lift and .7 lift ( average Air available airflow ) Especially with AFR heads
I would love to see an LS style intake manifold made for the sbf. It would make life so much easier for those of us that don't want to put holes in our hoods due to running a traditional tall 4bbl style intake manifold. I have a Maverick Grabber and considered an LS swap just so I could avoid cutting the hood while not compromising on an intake.
I am really liking the idea of a solid roller on the street that is driven less than 1000 miles a year. With today’s quality of parts do you think I would have any issues? Thank you
You mentioned the Super Victor Manifold. In some of your 351W based builds the TFS single plane intake was making a ton of power and torque, appeared to have more equal runner distribution.
Almost my same combo. I always wanted to see somebody re-do the Engine power Little Black and Blue SBF 347 part 1.5. They did stage 1 in part 1. They were going to switch the combination around to solid roller and supporting combination. They sorta did a part 1and 1/2 when they used some of the supporting piece for stage 2 on the first combo. They stopped before they put the Super Victor on it. I also don’t think it benefitted much from the solid roller cam upgrade. I felt the original hydraulic roller was well matched to the motor. I think with the 950 Holley XP, Super Victor, Lunati? hydraulic roller, 1.65/1.72 rollers(depending on what the motor wanted) & 1 3/4” headers stepped to 1 7/8, I think it would have made 540-550HP or almost 1.6 hp per cube. Mr. Holdener, thank you for all the testing you have done and sharing these videos with us
Richard that 282 cam did nose dive pretty early would have thought it would have reved higher with that combination did you ever test this combination on a 331 by any chance
@@richardholdener1727 If you would like to do it I have a machined R302 block that was machined but never built. Would need to be bored to 4.125. I also have new TF 11R 205 with 56 chambers. I would pay for all the parts
I think the solid roller spring was TOO much for the hydraulic roller lifters causing them to possibly collapse/bottom out and maybe even rebound/recover on the next event. Still a loss of valve control, just in a different manner but presenting the same way. Just my 2 cents
@@richardholdener1727 Then…..? You posed it as an uncertainty “not sure why it did it with the 282 cam but not the solid roller?” But your answer of “Nope” seems to intimate that you know why. I have a similar combo just with the XFI248 so I am definitely here for the lessons🙏🏽 And thank you for all you do. So love this channel. I have an LS7, a coyote and several SBF’s and have had my share of Ponchos❤️
I recently built my 347 with a stock 1997 Ford roller block, used ported 185cc cylinder heads, a Weiand Xcelerator single plane intake, a 2" spacer, A proform 750 CFM carburetor, Malhe power pak forged flat pistons, forged scat connecting rods, a 28 oz summit racing crankshaft, a speedmaster lightened flywheel, a Hei msd distributor, an msd 7al , Trickflow trackmax Stage 5 Hydraulic roller camshaft 595 lift,250/254 at .50, With all this I managed to get 520 hp at 6100 rpm, and 488 lf/ft at 5300rpm, It was a lot of power to run with 91 octane gasoline, and with a mechanical water pump and alternator, I was very happy with the result, do you think I can still add a little nitro? Considering that it is the stock Ford block, even though I added a Main cap girdle
I’m only 15 but I have a 69 block got for 120 bucks it’s never been rebuild and looked good but it’s all apart and came with a preformer 289/302, but now I would rather spend the 8-9k and I’m wondering if I can get the same results or more if I run like around 11:1 compression, also with that would nitrous work? Say a 100 shot (I wouldn’t throw more at it anyway) just want to know from people far more knowledgeable than me
@@richardholdener1727 500 mark or so, but my problem is I want it to have 500 with any of the extras, and still be able like drive it on the street without stalling etc, well that kinda makes things hard because pump gas and drivability and still looking for 500, and I was thinking like an edelbrock duel plane rpm air gap, but other I don’t know anything more
I won’t be able to afford any of it for at least 2 years but I like pre planning. I was looking at AFR renegade heads saw somewhere that they are good heads, otherwise I don’t really have any experience or knowledge outside of things on the web and lots and lots of UA-cam videos, (pbg, junkyard digs, etc), so deciding like cams and the durations and lob separation etc I don’t understand.
@@richardholdener1727sorry after putting what I was looking at into a compression calculator I’m looking at 12.71 is what it said, which is really high, so I’m wondering if that would even still work with 93 pump gas?
Omg... ls motors are dropping valves left and right and trashing otherwise good engines. GM went too small on the valve stems to be reliable for everyday drivers and those stupid offset rocker arms pulling out of the heads! Don't get me started. I hate seeing an ls powered vehicle rolling into my shop... that tell tale popping of bent parts pulling in... you always know what you're gonna find when the covers come off.
They can switch to aftermarket rocker arms. If i made a big dog 347 street engine i'd use the same .610-.650" lift that the LS guys are using with heads that flow similarly at .2,.3,.4,.5 and .6 of lift. @@scottford1091
It is good. You think that's good? You should check the 8.2 stock block record in the 1/8 Mile It's 5.07 with a turbo... And a nitrous combo isn't far behind it....
I would have thought 1-7/8" headers, ported super vic with the 850 for the win, could have even gone 265 adv int @.050"" , used a .027"" gasket to bump the comp up and be closer to 600hp
I would be very interested in knowing how much power You could make using the Edelbrock Pro Flow 4 system on this combination ! Thank You & Best Wishes! 🇺🇸 🇵🇷 🦊 👍
I'm interested to know how much difference an intake spacer makes on a factory efi intake manifold. Both a throttle body spacer and an upper/ lower manifold spacer
Rich, how much does the hydraulic lifter weight and function vs the lighter solid lifter effect the top end power (assuming the spring package was good)? Would running the solid lifter on the first hydraulic roller camshaft gain anything on top? Just curious if power gains was all cam or running solid lifters was part of the gains…
P-2-V clearance, retainer-to-guide clearance (check with the seal in place!), coil bind on the springs. Those are the biggies. Even the rocker arms can become a problem of you have the wrong length pushrods and hit the limit of their travel.
lift has very little to do with P-V, but the time the cam has opened the valve all the way, the piston is down in the hole 1 inch or more. Duration is what determines P-V
@@richardholdener1727 thanks Richard, I'm curious because I have a set of ported stock LT1 heads that flow crazy numbers at .700 plus lift and I'm trying to plan out my cam upgrade for next summer.
if the fuel does anything to the na power, the nitrous just adds to that. The one exception is that you might be able to run more timing with higher octane-but again, it makes more na (then nitrou adds to that)
E85 has a huge advantage in power adder combinations. On even only 7psi e85 can give 40 or 60hp due to being able to run full timing. On 15+psi e85 can be worth 100+hp. I'd imagine the story is similar on nitrous.
I think Vizard wouldve recommended a 107 or 108 LC, and a Performer RPM air gap, for a HUGE bump in torque below 5000, and no appreciable top end loss. He mightve also suggested a LOT less duration.
@@richardholdener1727 I meant in overall performance. You might be able to equal top hp of the engine, but in responsiveness and engine operation EFI has the advantage.
Keep the sbf content coming
Thanks for the Ford Windsor content.
I have a near identical motor to this one, and made (543hp) the same power. I swapped the intake to a Super Vic and a custom 830 Holley, but have not dynoed it again, yet. After it made the original numbers I spoke with Edelbrock and AFR, both told me an increase of 35 hp with the SuperVic. The port size on the SV matches the intake ports of the 205 heads, the Vjr is substantially smaller.
Westech is a great shop. you guys wheel dynoed my '70 Buick
The AFR heads are worth tons of power on the SBF. If I were going to build a SBF, I'd start with heads from AFR or TFS or Edelbrock or World Products as Step #1. Woot woot!
Hi Richard, I enjoy watching the Ford 5.0 vid's, these are my favourite motor. I have built a 347 stroker with AFR heads, comp cam, roller rockers etc for my Aussy Falcon its a great engine. I wonder how far you have revved a 347 motor and had it live. Cheers from NZ, Phil
Cleveland-style heads like wider lobe separation angles because they have magnificent cross-flow between the intake and exhaust valves. Windsor style heads need a tighter LSA, usually about 3-4 degrees tighter for the same results. Take the traditional in-line valve SBC for reference. It has terrible cross-flow and loves a 108 LSA.
Cleveland heads are cool!
They love tight lsa too according to the dyno. Tight lsa results in a stronger and more pronounced torque curve.
The roller cam had no losses compared to the previous. So many people are building 347 which are substandard ( in the 300 rwhp range ). when even a LS1 with STOCK heads can make 420rwhp/400rwtq and with aftermarkets 460rwhp/420rwtq out of 346 cubic inches. Richard built some great combinations here with the AFR205 heads on 347 cubic inches.
The 483HP one would've made 411rwhp/382rwtq and the 538HP one would have made 457rwhp/395rwtq. Very respectful numbers.
there is no way to know whp from fly hp without actually testing
True
E incluso fluye mas un ls
A Cleveland engine can make more than ANY LS with stock heads. LS engines are a copy of the Windsor ford and the heads are FE wanna Bs. They ARE a dime a dozen tho. That’s about what they are worth for longevity.
People sleep on those SBF’s and idk why..
Chrysler Hemi power in a small light package.
I'd say it's something to do with the cost. Spend 10k on anything and it usually goes.
Literally anything with main caps that'll hold it together. Add a forged stroker rotating assembly , afr ally heads , solid roller cam , roller rockers, single plane intake and headers it'll usually make numbers lol.
It's the stock intake manifold EFI cast iron headed motors people sleep on lol.
Because they take abuse
As a sbf fan, yeah they are pretty good but engine technology has come a long way so it takes some bucks to even make horsepower some stock LS engines can do.
@@Staypuff777 well I guess it's the factory aluminum heads, put same flowing heads on 302 and there ya go
Makes me wonder if the hydraulic lifter was pumping down from spring pressure .... The nose over is you would think spring bounce but probably not ... Not sure the change in exhaust event but maybe a lack of exhaust flow ... Something certainly happened that's a little odd
Love the Ford builds! I just picked up a clean 68 Mercury Montego with a 2v 302. Looking to wake it up! Thanks Richard!
Love your videos. I have a built 383 Mopar engine and I can't find anyone doing dyno runs on the big block. Could you do an episode for the "383" ? Thank you very much...
I love this stuff. I wish I could come and build a ton of Cleveland/400 combos with you. Port them using Vizards methods and test away. I build everything in residential and its satisfying. Building hot custom or semi stock engine combos would be even more satisfying
So, I have a Windsor that is built like the solid roller version. I have crank journals turned to sbc and 6.125 rods with a 302 c/h piston. 357 ci ,243@ ,257@.050 .651.649 110+4. It's around 11.2:1 and I spray 2 kits on it. Stock crank has made it but I also run 1011-2s , so if I have some problems it'll mayb knock the gasket 1st before RUD. Street car driven ALOT! Its hard to get 1.6-7 hp per cube from a 302 for real
AFR Heads are Super power adders for any engine they're available for. Just match or make short blk flow to head you pick. Larger Valves always increase torque .
True. A guy built a 504hp@7200 and 388ftlb@5400 combination using afr 205, super vic, 12:1 combo. The number was made on 91 octane.
depends on how much cam u have no sense in buying big heads if all your going to run is a street cam with 550 lift are big cams streetable no i know ive tried they get old real fast if you need more power put a blower or turbo on it is what i do now
To increase the average airflow available to the motor you must increase lift to a point where during the cycles it feeds the motor with more average airflow example 1.0 lift 65-70 percent lobe lift rule .65-.7 lift flow numbers are what feeds the motor .650 lift total lift
.455 lift air flow of the heads . There can be a huge difference between .450 lift and .7 lift ( average
Air available airflow )
Especially with AFR heads
I would love to see an LS style intake manifold made for the sbf. It would make life so much easier for those of us that don't want to put holes in our hoods due to running a traditional tall 4bbl style intake manifold. I have a Maverick Grabber and considered an LS swap just so I could avoid cutting the hood while not compromising on an intake.
Thats a great idea. The design works well too.
Holley Hi RAM?
Im about to turbo a 306. Thanks for the info Richard!
Keep the ford content coming!
I am really liking the idea of a solid roller on the street that is driven less than 1000 miles a year. With today’s quality of parts do you think I would have any issues? Thank you
Same combo I have except I have super vic a& a Paxton Novi 2000 blow through quick fuel e 85 blow through. 10:22
You mentioned the Super Victor Manifold. In some of your 351W based builds the TFS single plane intake was making a ton of power and torque, appeared to have more equal runner distribution.
Ford always did wild shit with that 5.0
Almost my same combo. I always wanted to see somebody re-do the Engine power Little Black and Blue SBF 347 part 1.5. They did stage 1 in part 1. They were going to switch the combination around to solid roller and supporting combination. They sorta did a part 1and 1/2 when they used some of the supporting piece for stage 2 on the first combo. They stopped before they put the Super Victor on it. I also don’t think it benefitted much from the solid roller cam upgrade. I felt the original hydraulic roller was well matched to the motor. I think with the 950 Holley XP, Super Victor, Lunati? hydraulic roller, 1.65/1.72 rollers(depending on what the motor wanted) & 1 3/4” headers stepped to 1 7/8, I think it would have made 540-550HP or almost 1.6 hp per cube. Mr. Holdener, thank you for all the testing you have done and sharing these videos with us
Intake opening and closing events are different on those two cams
Richard that 282 cam did nose dive pretty early would have thought it would have reved higher with that combination did you ever test this combination on a 331 by any chance
Rich I hope one day you can tinker with my SBF in my 65 fastback mustang.
Richard your a legend that's good hp 😮😮😮
I love the wheels on ur foxbody
I would like to see what that compression, heads and cams would make with an aftermarket block and 4.125 bore to unshrowd to the valves
4.125 bore requires after market block
@@richardholdener1727 If you would like to do it I have a machined R302 block that was machined but never built. Would need to be bored to 4.125. I also have new TF 11R 205 with 56 chambers. I would pay for all the parts
Awesome presentation
I think the solid roller spring was TOO much for the hydraulic roller lifters causing them to possibly collapse/bottom out and maybe even rebound/recover on the next event. Still a loss of valve control, just in a different manner but presenting the same way. Just my 2 cents
I agree with the rebound theory. Harmonics bouncing the valve off the seat.
Nah
nope
@@richardholdener1727
Then…..?
You posed it as an uncertainty “not sure why it did it with the 282 cam but not the solid roller?” But your answer of “Nope” seems to intimate that you know why.
I have a similar combo just with the XFI248 so I am definitely here for the lessons🙏🏽
And thank you for all you do. So love this channel. I have an LS7, a coyote and several SBF’s and have had my share of Ponchos❤️
I recently built my 347 with a stock 1997 Ford roller block, used ported 185cc cylinder heads, a Weiand Xcelerator single plane intake, a 2" spacer, A proform 750 CFM carburetor, Malhe power pak forged flat pistons, forged scat connecting rods, a 28 oz summit racing crankshaft, a speedmaster lightened flywheel, a Hei msd distributor, an msd 7al , Trickflow trackmax Stage 5 Hydraulic roller camshaft 595 lift,250/254 at .50, With all this I managed to get 520 hp at 6100 rpm, and 488 lf/ft at 5300rpm, It was a lot of power to run with 91 octane gasoline, and with a mechanical water pump and alternator, I was very happy with the result, do you think I can still add a little nitro? Considering that it is the stock Ford block, even though I added a Main cap girdle
yes-you can add NOS
Me getting ready to replace the rear main seal an timing chain on my 5.0 1995 Flairside. Maybe i just stuff one of these in instead
I’m only 15 but I have a 69 block got for 120 bucks it’s never been rebuild and looked good but it’s all apart and came with a preformer 289/302, but now I would rather spend the 8-9k and I’m wondering if I can get the same results or more if I run like around 11:1 compression, also with that would nitrous work? Say a 100 shot (I wouldn’t throw more at it anyway) just want to know from people far more knowledgeable than me
just tell me how much power you want to make
@@richardholdener1727 500 mark or so, but my problem is I want it to have 500 with any of the extras, and still be able like drive it on the street without stalling etc, well that kinda makes things hard because pump gas and drivability and still looking for 500, and I was thinking like an edelbrock duel plane rpm air gap, but other I don’t know anything more
I won’t be able to afford any of it for at least 2 years but I like pre planning. I was looking at AFR renegade heads saw somewhere that they are good heads, otherwise I don’t really have any experience or knowledge outside of things on the web and lots and lots of UA-cam videos, (pbg, junkyard digs, etc), so deciding like cams and the durations and lob separation etc I don’t understand.
@@richardholdener1727sorry after putting what I was looking at into a compression calculator I’m looking at 12.71 is what it said, which is really high, so I’m wondering if that would even still work with 93 pump gas?
Did you play with the cam advance? It may have liked a little less advance.
Hey Richard, could we see a comparison between a 4.125x3.25 347w vs a 4.030x3.400 347w?
if everything is the same-they will be very close in power
LS guys have had no issues going with cams over .600" lift for a very long time, while the Ford Windsor guys are still slightly reluctant.
That could be worth some of the torque and power that windsor builds tend to be missing compared to their LS counterparts.
Omg... ls motors are dropping valves left and right and trashing otherwise good engines. GM went too small on the valve stems to be reliable for everyday drivers and those stupid offset rocker arms pulling out of the heads! Don't get me started. I hate seeing an ls powered vehicle rolling into my shop... that tell tale popping of bent parts pulling in... you always know what you're gonna find when the covers come off.
They can switch to aftermarket rocker arms. If i made a big dog 347 street engine i'd use the same .610-.650" lift that the LS guys are using with heads that flow similarly at .2,.3,.4,.5 and .6 of lift. @@scottford1091
Pretty darn good a factory block
It is good. You think that's good? You should check the 8.2 stock block record in the 1/8 Mile
It's 5.07 with a turbo... And a nitrous combo isn't far behind it....
@@KingJT80 it’s actually in the 4’s
@@DaOnE51T oh they got faster?? Nice
It needed more compression, a 108 LSA cam, and a Parker funnel web intake.
600hp
I would have thought 1-7/8" headers, ported super vic with the 850 for the win, could have even gone 265 adv int @.050"" , used a .027"" gasket to bump the comp up and be closer to 600hp
Right on
A vacuum signal in the plenum would be a great indicator of why and what is going on with the smaller cam vs the larger cam.
cam will not show vacuum in the plenum-at WOT, both cams show 0 vacuum unless a restriction is present before the plenum
@@richardholdener1727 Which is exactly the point. The lower HP of the smaller cam was directly due to it running out of cam.
What do you think would happen if you changed from a single carb to a stack injection?
En mi opinión un carburador 850cfm y 12.1 compresión 👌
I would be very interested in knowing how much power You could make using the Edelbrock Pro Flow 4 system on this combination ! Thank You & Best Wishes! 🇺🇸 🇵🇷 🦊 👍
Maybe a 108 LSA would be better... with the 195 heads. Seems like those 205's need more cubes to feed.
108lsa would've boosted the torque
I'm interested to know how much difference an intake spacer makes on a factory efi intake manifold. Both a throttle body spacer and an upper/ lower manifold spacer
the TB spacer-very little if any, the spacer between the upper and lower adds runner length (a little)
Also I’d like to add that the first cam test was probably collapsing the lifters maybe because of the harsh spring rate.
no
Richard, did you have the hyd lifters collapsed almost to bottomed out?
that gets rid of almost all the mush lol
just need a longer pushrod
Is that the most you have made on a
N/A 347 that seem good 👍
Hey Richard have you ever put Victor Jr's on a 306...
yes
@@richardholdener1727 did they work well and I watch your channel about everyday keep up the awesome job buddy....
Rich, how much does the hydraulic lifter weight and function vs the lighter solid lifter effect the top end power (assuming the spring package was good)? Would running the solid lifter on the first hydraulic roller camshaft gain anything on top? Just curious if power gains was all cam or running solid lifters was part of the gains…
Makes sense
it was the cam (big change in cam timing)-we have run hyd rollers to 8000
Would have liked to see a Super Victor intake or Funnelweb
me too
what exactly is limiting the lift number on cams? Just PTV clearance? Id love to see some .700+ lift stuff
P-2-V clearance, retainer-to-guide clearance (check with the seal in place!), coil bind on the springs. Those are the biggies. Even the rocker arms can become a problem of you have the wrong length pushrods and hit the limit of their travel.
lift has very little to do with P-V, but the time the cam has opened the valve all the way, the piston is down in the hole 1 inch or more. Duration is what determines P-V
@@richardholdener1727 thanks Richard, I'm curious because I have a set of ported stock LT1 heads that flow crazy numbers at .700 plus lift and I'm trying to plan out my cam upgrade for next summer.
Put a turbo and a hater pipe please and thankyou,theirs made 500 plus and all the torque,be a great comparison,cheers from australia
That shits cleannnnnn nice engine
Can you do a 5.3/6.0 nitrous test but the difference it will make with various fuels. E85, pump 93 and race fuel. 🙏🏽
if the fuel does anything to the na power, the nitrous just adds to that. The one exception is that you might be able to run more timing with higher octane-but again, it makes more na (then nitrou adds to that)
@@richardholdener1727 got ya! Just trying to grasp the advantages of running a “cooler” fuel vs the HP gain a race mix might get you.
E85 has a huge advantage in power adder combinations. On even only 7psi e85 can give 40 or 60hp due to being able to run full timing. On 15+psi e85 can be worth 100+hp. I'd imagine the story is similar on nitrous.
And there will be plenty of squirrels to blame.
@richardholdener1727 what lifters were you running with solid roller camshaft?
comp
How much compression did this 347 have?
sub 10
I've heard it pronounced mill den my whole life mile a Don makes sense though
So its a built 302?
started as a 302 block
Nice 👍
If you bump oil pressure to 90-120 hydraulic acts like solid .
no it doesn't
@@richardholdener1727 ok professor. 😂
will your 5.68l make 535 hp
I think Vizard wouldve recommended a 107 or 108 LC, and a Performer RPM air gap, for a HUGE bump in torque below 5000, and no appreciable top end loss. He mightve also suggested a LOT less duration.
there would dramatic loss in top end power from a dual plane on this
Wait, you made over 500 HP in a production 5.0 block and it didn’t split in two? 😱
THEY ALWAYS SPLIT AT 500!
It's all in the tune. My dad never split one ever.
The number was around 600hp... It'll crack down the lifter valley, the mains might crack out! The block is THIN.
I don't know if I have ever seen a 5.0 split at 500 hp. Lol just dumb shit Chevy guys say.
...IS that even streetable ? lol nice HP though !!
no
Lol timely just got my first sbf
This should read “will my 5.7L make …” 😉
70 years later, same engine lol. Try something new FFS.
Probably get even more with a Holley Sniper EFI. Carbs cannot match an EFI.
carbs can't match EFI? you might want to review more dyno results
@@richardholdener1727 I meant in overall performance. You might be able to equal top hp of the engine, but in responsiveness and engine operation EFI has the advantage.