Hogging out the peanut ports to match a large oval gasket might be the answer. A fair amount of material would need to be removed but, might allow the high torque numbers to be retained. Would also allow a slightly bigger duration cam to be used. Maybe 230 @ .050 or slightly higher. Keeping a tighter LSA would help maintain higher torque too.
Nice, I remember a build that Bryce Mulvey did for Someone at Westech with a C2 Corvette. 480ish inches, his fully ported 049 big valve heads, a fully ported old school (stealthy) C396 spread bore intake and a built Q Jet from some former Super Stock racer he worked with at Carrillo(?) Made around 640ish hp and 589ish tq. Very Impressive for such an outwardly Stealthy street combo!
that 450hp combo looks killer for a truck. you get great torque for towing and such and some more power for highway passing. the 500hp would be good for the drag strip if you were forced to use peanut port heads
Pretty much said what I was thinking at the conclusion. The last combination with a slightly smaller hydraulic roller, and put the dual plane back on... should still make 500 HP, and get back a bunch of low speed TQ. I hit a few road blocks with my Gen 5/6 hybrid, cracked cylinder head, but I have a replacement on the way. Hopefully get this thing together over the next few months. I need to find valve springs to work with my mild hydraulic roller cam swap. That's the next problem I have to solve.
NICE!!! Bitd my step-dad had some great cars, and I was fortunate enough to drive them. One was a 66 Vette vert with AC and full options. Factory side pipes 427/390 & 4 speed. At the same time he also had a 13k mile 66 Hemi Satellite 4 speed. The lowly oval port hydraulic cam Rat SMOKED that Mopar like it was parked. The Vette would spin the redlines in first through 3rd like it was nothing. I've always been more of a torque guy since then. Yesterday I scored a pair of 90 454 peanut ports at my local u pull junkyard. Last month my friend Joe gave me a 73 454 4 bolt std bore block and 427/396 steel crank. I'm most likely gonna look for a 4" crank but if not I'll do 390 horse pistons and that 268 grind. Then, I need an 65/68/69/70 Impala or maybe a Nova for it. Rat power Forever!!!
I appreciate this info so much being that im building both a Gen5 and Gen6 454 . The Gen6 im stroking out to a 496 and shooting for 700-800hp for my 94' C1500 build. For the Gen5 i wanted to build it up but on a smaller budget as I wanted a more streetable ride for my 01' Sierra single cab since im going to be using it daily. I think the 380hp/485htq combination matched with the heads of the Gen6 would be perfect for what im trying to achieve with it. Richard is definitely my "go to" when im trying to figure out what the hell im doing lol. Thanks for the time and effort you go through to give us these great ideas/combinations .
My nova has a bbc in it, swapped from a truck and it has the peanut ports. I put a jegs dual plane on it and im thinking of having the heads ported to match the intake for better flow and a good valve job put on it. Not sure what cam id like to run yet, id love to have a chop monster cause that sound is the best thing in the world! The car isn't used for much, occasional car cruise, burnout contests, but id like to be able to take it down the strip as a "Street car" as well. Not to concerned about drivability, enough I can get it to town (8 miles, further than that it'll get trailered) but with burnouts and some strip use the motor is gonna live most its life in the upper 5k rpms probably. Just trying to not spend a bunch of money, racing for me is the enjoyment, not trying to win.
Great video Richard. Perfect for a heavy cruiser jet boat like an open bow. I agree the 450hp version makes a lot more sense. I'm curious how it would work with a log style exhaust.
At one point I had a 10:1 468 with a comp "magnum" 280H (230/230 @.050 duration)flat tappet cam. Stock peanut port heads, duel plain intake, holley 850, headers, th400 with a "saturdaynight special" converter (2200 stall). In a 78 camaro with 4:11 gears (was also in a 78 T/A with 3.73 gears) but it ran 7.6 in the ⅛ and 11.9 in the ¼ on motor and was well into the 6's / 10's on nitrous. It was great because of its simplicity and it was pump gas friendly but was mild enough to comfortably drive daily.
@@donksdunks1745 I am sure there is a version of it for that particular engine. Really just look for a grind that is in the 230's @.050 and you should be in the ballpark.
I selected the XE268H for a 350 sbc that had stock cast heads ported out with a weiand intake manifold #8004 also ported out and using a slightly modified quadrajet still made 5000rpm in a motorhome! now I'm playing with a 1979 Mark IV 454 itasca motorhome.
Arias has built a few 502 Chevy big blocks with DOHC 4 valve per cylinder heads from the Porsche 928. The Porsche M28 engine has bore spacing nearly exactly the same as the Chevy, so with some welding and drilling, the belt driven DOHC heads fit nearly perfectly. The overhead cams are driven by a short Gilmer timing belt from some sort of Renault car. The belt itself is driven off of a new gear installed where the water pump would normally be, and this gear is driven off of the original OHV cam gear/timing chain. These engines made 550 hp all day long and were actually capable of passing California emissions inspection-
Great video Richard thank you I've always wanted to learn more about boosting horsepower properly and I learn something new every time I watch your videos thank you very much l!!!
If engine builder A says...this is what I can do with the peanut ports parts you have NOW, with these PROS and CONS, and work up from there when you are $$ ABLE.... Verses builder B who says you should only consider a stroked out LS or a stroked out 640 big block. I am choosing builder A every time. I could have a lot of fun with an affordable unloved peanut pert BB in my drive to the track, 78 Malibu, S-10 Blazer or 68 Impala, but the most fun will be lying to EVERYBODY...when they ask what size engine is inside. If you are builder A, hit me up.
I’d like to see a vid where you take a gen iv peanut port engine and change nothing but heads, peanut, oval and rec port. All factory iron stuff. because I have one in my 83 c10 :p
Richard, I do appreciate all your work, it is very valuable to me. Would it be possible to include the BSFC's on your dyno runs?? This info is helpful, especially for the street folks, since it gives a measure of an engine combination's efficiency in converting fuel to Hp/torque.
Great work Richard! Love your videos. Good motor for a truck. For a high performance car, if you are going to use GM iron stuff, stick with the closed chamber 290's, or open chamber 781's, or 049's they will blow the peanut ports away. I have the stock 290's on my Chevelle 454 SS, they scream.
I put together nearly the same engine (but using stock 781 heads & an Eddy Air Gap), and made more overall torque and horsepower with an Isky 304 Mega cam than with this Comp HR cam!
I am curious if a port matched (downsized to match the peanut ports) manifold with long tapered runners would improve low end power any further? Get that epoxy out!
I'm thinking the air gap intake probably contributed very little over the Weiand duo plane. Those Weiand's are about as good as it gets for a dual plane street intake. Much better than the Performer RPM in my opinion.
This is very helpful as I have a the edelbrock preformer rpm oval heads and port matched air gap with 750 with the xr300h cam on my 402bbc (300rwhp and 820rw torque. I’m planning on doing a 496 10.5:1 with this top end and the same cam maybe upgrade too a 950
How about a peanut port, quadrajet, 454. How much torque can you get from 2000 to 5000 rpm test. With any header, cam, and any intake that's out there. I bet the q jet will be snappier at low rpms.
The peanut port 450hp version look like a low speed torque monster. If you are solely looking for ultra low speed torque would a Peanut beat an Oval port?
I’ll do a head swap to get between 400-500whp. But what’s longevity of putting that much more HP into a 454 gen V? I would also like to avoid a cam that sounds to aggressive and still having the option to put 87 octane in it My truck only has 20k miles…(that’s correct) I’m hopping to tow with this truck But I’m not feeling the hype when it’s loaded down being stock
Awesome vid Richard! What I was confused about the whole time was, the intake manifolds? For peanut ports? Or to oval port intakes work on the peanut heads?
@@richardholdener1727 fun fact I’ve since learned! All gen five mercruiser big blocks came from factory with oval port manifolds on peanut heads, the carb models that I know of. The more you know ay 🤘
I’d like to see a 454 30 over gen 6 with speed master heads at 10-1 comp with a pro flo 4 set up and see what the numbers are. This would be, to me, an ideal street engine you can run on pumps gas.
@Richard Holdener, are there certain peanut port heads that flow more can than others? Seems I saw an article many years ago that stated as much. Can't recall where or what the info in the article detailed.
I have a BBC 454 wreck yard special😂 recently ran into a lil problem! Block casting #:12561357 head#:12562932 pulled from a 93-95 box truck (U-Haul) doesn't have roller valve train etc.. I already ordered the wrong intake😂🤦🏾♂️ Any info will do thanks in advance!
Hi there. I have a 454 m4 BBC with oval port head. To be installed into my old 62 series Landcruser. I'm seeking big torque & high horse power for 4wding. What's required?
Stock peanut port motors aren't really BWAAAAAAAAHHHHHHH. They just kinda malaise down the road like muuhhhhhhhhhhh (wheeze) hhhhhhhhhhhhh Seriously since I have a 454 TBI truck this video is relevant to my interests. Getting ready to ditch the TBI for a Sniper EFI rig. Thats all I can afford for now, planning on a cam and intake upgrade next year
I'd love to see a dumb test as far as just how much power you can make with peanut ports sometime. Put them on a high compression 632 with a single plane or something... I bet with big inch, big compression, big cam you could make significantly over 500.
So should I use an oval port intake manifold on peanut heads? My motor is basically stock, I just want to get rid of all the TBI stuff to make it run better.I'm going to run a 650 CFM Holly double pumper classic on it.I was thinking of using a Edlbrock RPM Air-gap 2-0 with oval ports on it.
"Ok guys, what did we learn?" I learned why big blocks are for towing or you have to replace every single part on them for drag racing. As if I didn't need another reason to love the LS.
Hey Rich! Can you do this with a 427 Tall deck block please? 4 inch crank, 6.535 rods 1.64 CH pistons, peanut port heads as a base. Trying to get 600+ tq at 1700 rpms.
I'm getting the parts together for an engine swap for my truck. Scored 2 complete mid 80's 427's and have a Gen 5 454. Will be tearing them down to put parts through a redneck electrolysis to scavenge the best parts. If all is good. I should end up with a 454 talldeck for my Truck and be able to replace the tired LT1 in my 96 Caprice with a 427.
Figured a Gen 5 produced its peak torque @1800 of 405ft#'s. A tall deck Version of a Gen 5 should produce more peak torque with higher compression pistons. Theoretically 500 ft#'s? 8.5 psi could put that at 600+? With an operating range of 1500-2500 for towing?
How did you get that single plane to work on "peanut ports" and even that dual plane for oval ports? Port mismatch must have been incredible with very turbulent airflow.
A lot of people through the years have lost power trying to correct mismatched ports instead of gaining power. So even though it's not ideal, the engine just keep doing what engines does, moving air. :)
@@PSA78 Yeah I understand that. But there's a big difference when your using a "oval" port manifold on a "peanut" port head. The ridge that was been created by doing that. He could have got more hp easily by using the right manifold with the head. There aren't many manufacturers that cast manifolds for the peanut port heads. The Performer 2-0 is matched for the peanut port head and has enough material to open it up to the oval port if needed. We are all looking for maximum efficiency when we build engines, at least some of us do.
@@henrys.6864 I didn't know that there was a manifold for the peanut port, would have been an interesting test as well, comparing the two manifolds on those heads. 🙂
I’m looking to rebuild my’71 LS5 454. Never seen how the oval port would work with peanut aftermarket intake. Could I get 500 hp out of it without too much trouble?
@@richardholdener1727 I had picked up a peanut port intake , Edelbrock performer 2-0 for a reasonable price and thought it would have a higher velocity through the runners before entering the heads. Would it chicle the engines potential? I’m not planing on Erving it past 6000
Have you ever run the GMPP Ramjet 502 intake on Gen 6 BBC? I am upgrading a stock GMPP Ramjet 502 with AFR 290 heads and wondered what the limits are on that intake manifold.
Richard! love your vids, I hear you say a lot when is an engine wide open under 3k or even 2400 in regards to the dyno I say to that my river fishing jet boat does all the time when loaded tryng to get on plane.(carbed 302) looking to go 408. could you do SBF 408 stroker with a jet boat in mind. I have never seen a video on one and the internet doesn't have much on cam selection for jet boats. The owner of American Turbine the pump company for the jet said go for a cam with max tq a 43-4500. without any more guidance that what I will do. What do ya think
@@richardholdener1727 Thanks so much for the response. My goal is to get on plane faster with a full load I run shallow water the faster im on plane the better. Also how do the oem water-jacketed manifolds do? have you guys ever dyno something like that?
What about us folks that are looking to make lots of power and torque down low in the RPM range? I've got a 454 in my C30 and I'd love to build it up for huge torque and power down low.
@@richardholdener1727 I took off a set, to put swap them out for some rebuilt oval ports. Only then noticing the chamber was smaller. That's why I asked
Just bought a 1976 chevy motorhome with a 454 and got it running. Looking to make it my rat rod engine. How much horsepower should that sucker have? It's stock
@@gearheadsautomotiveinmidlandtx 1976 factory rating was 240 & 370 🤦♂️ Heads & cam are the only way up from there. I imagine you've got pistons with a big enough dish to eat a bowl of cheerios out of.
This was an eye opening video. I've read that peanut heads are no good for "decent" power (whatever that might be), but I don't recall seeing any definitive testing done to determine how much CAN be made. If you can get 550# ft with a set of peanut ports, why do you need to buy new heads? Depends on the desired application, and that one would be great in a truck that needs midrange power. Thanks for testing.
To answer your question on why buy new heads: Because heads being the biggest factor in power, you may actually spend more in other parts trying to prop up the poorly flowing heads than you would just picking up a decent set of used heads and going lighter on other parts like cams, fueling, rockers, intake manifolds, etc.
I am running a slightly different combo. mine is a 396 with the large factory oval port heads. 9.4 : compression. 2.19 intake 1.88 exhaust. Mild bowl and chamber clean up, to match the bigger valves, but no real port work. 2inch headers, performer rpm intake, I a, running the old comp cams extremely marine 276HR cam. Runs 11.8 on drag radials in my 71 camaro 4 speed. So i figure is pushing 520ish HP. But It’s a hell on street tires. It will melt my 265/50r15 bfg’s all day long if you are not light on the throttle in first gear.
It would be interesting to see the AFR’s with the 268H. To see if the peanut ports (or how much) are holding even the milder cam back. I agree with you that it would also be interesting to see a peanut port head with some work and the 268 ... maybe even an “amateur” porting job vs “pro” ... but really it would probably be more interesting to just see the “what you might do in your garage” porting (some bowl work, maybe some short turn and radius work* at the gasket. *Vizard did some work on this, just radiusing the port inlet vs. port matching.
As a Big Block Chevy fan, this is a treasure video. Much knowledge to take in about the bad talked peanut port heads. Over 500hp without porting confirmed 👍🏻
I found the BBC Stealth intake to actually have runners too large to flow well and the BBC Performer RPM does much better, but on a Ford 5.0 / 302, the Stealth flows better and the RPM runners are larger than ideal.
I got a 90 454 bored . 030 over , peanut port with port job and milled, flat top pistons, Comp 280h cam, long tube headers, torker2 intake( I think.) Sadly it's never been fired up yet. Started raising a grandbaby , niece and helping the in-laws out. Got several projects that stopped or slowed down. Can't wait to get the Ole Rat in Something. Great Video.
Richard, im actually working on porting and using bigger valves on some peanut port heads with flow testing after each change. I did a small amount of porting on the intake and exhaust, I gained 3-7 cfm on each depending on the lift. Im waiting for the email to so I can compare the velocity also. Next we're going to see what bigger valves do. The guy doing the valves and flow testing says we could see up to 20 cfm on just the 5 angle valve job on these heads. I probably should have had heads ported before and tested before I put bigger valves in. I also wish I could dyno test after each mod, but that gets a little spendy. At the least it will be fun and interesting to see how it turns out. Learning is always funn too.
Casting numbers 049 and 781 are considered to be among the best flowing oval port BBC heads. With port work and big valves (2.19/1.88), these heads can easily make over 600 hp on a 454 with low compression. Of course, that's dependant on getting the right roller cam and induction set up.
Basically, among the many things we've learned here is, it's really hard to screw up a big block Chevy engine. I'm sure there may be some extreme examples out there but, with all the knowledge available on this channel and others, there really isn't any excuse for putting together a bad BBC.
Great timing Richard, this is exactly the setup I'm currently building right down to the cam grind (Comp 268), I've hand ported the peanut heads and I'm having a bottom end build with .030 over pistons to raise the compression to 9.3:1 (since I want boost later on without running exotic fuels).
Absolutely, please build the engine you last mentioned before closing off. I'm building the same engine for my 1 ton square body dually. At the moment the PP heads are at SPR getting 2.190" / 1.88" valves, bowl and port work. It's probably better to bore the block .060" over for valve clearance in un-shrouding thought.
I'd like to see what happens when you add a stroker kit to the 450 motor with basically stock peanut Port heads I would like to upgrade the bottom end with the cam at the same time then in the future I could upgrade the heads with oval ports
First time I read about peanut port power it was written by David Vizard. Ever since then I kind of wanted to build one, just because. If you can build a combo of 450-500 hp with parts "nobody" wants...imaging what you can do when your circumstances permit you to build that ultimate stroker motor. If you don't know how to optimize with what you have NOW...you are looking at a big fail. I would like to see a 450-500 combo blend, that would be ideal on a 5500 rpm highway geared combo, cheap fun fun fun! More with less....IMAGINE THAT!
Eat a peanut every time he says “Peanut”.
healthy fats and protein
I'm not allergic to peanuts but I'm sure eating that many peanuts in such a short time would put me into anaphylactic shock
Hogging out the peanut ports to match a large oval gasket might be the answer. A fair amount of material would need to be removed but, might allow the high torque numbers to be retained. Would also allow a slightly bigger duration cam to be used. Maybe 230 @ .050 or slightly higher. Keeping a tighter LSA would help maintain higher torque too.
Nice, I remember a build that Bryce Mulvey did for Someone at Westech with a C2 Corvette. 480ish inches, his fully ported 049 big valve heads, a fully ported old school (stealthy) C396 spread bore intake and a built Q Jet from some former Super Stock racer he worked with at Carrillo(?) Made around 640ish hp and 589ish tq. Very Impressive for such an outwardly Stealthy street combo!
that 450hp combo looks killer for a truck. you get great torque for towing and such and some more power for highway passing. the 500hp would be good for the drag strip if you were forced to use peanut port heads
447 is a lot of torque at 3500 rpm for the streets. I like both mild builds for the budget guys.😎
Pretty much said what I was thinking at the conclusion. The last combination with a slightly smaller hydraulic roller, and put the dual plane back on... should still make 500 HP, and get back a bunch of low speed TQ. I hit a few road blocks with my Gen 5/6 hybrid, cracked cylinder head, but I have a replacement on the way. Hopefully get this thing together over the next few months. I need to find valve springs to work with my mild hydraulic roller cam swap. That's the next problem I have to solve.
NICE!!! Bitd my step-dad had some great cars, and I was fortunate enough to drive them. One was a 66 Vette vert with AC and full options. Factory side pipes 427/390 & 4 speed. At the same time he also had a 13k mile 66 Hemi Satellite 4 speed. The lowly oval port hydraulic cam Rat SMOKED that Mopar like it was parked. The Vette would spin the redlines in first through 3rd like it was nothing. I've always been more of a torque guy since then. Yesterday I scored a pair of 90 454 peanut ports at my local u pull junkyard. Last month my friend Joe gave me a 73 454 4 bolt std bore block and 427/396 steel crank. I'm most likely gonna look for a 4" crank but if not I'll do 390 horse pistons and that 268 grind. Then, I need an 65/68/69/70 Impala or maybe a Nova for it. Rat power Forever!!!
Thanks! You just gave me the combo info I am looking for for my Gen IV 454 ! I'm going for the 450 HP combo!
I appreciate this info so much being that im building both a Gen5 and Gen6 454 . The Gen6 im stroking out to a 496 and shooting for 700-800hp for my 94' C1500 build. For the Gen5 i wanted to build it up but on a smaller budget as I wanted a more streetable ride for my 01' Sierra single cab since im going to be using it daily. I think the 380hp/485htq combination matched with the heads of the Gen6 would be perfect for what im trying to achieve with it. Richard is definitely my "go to" when im trying to figure out what the hell im doing lol. Thanks for the time and effort you go through to give us these great ideas/combinations .
My nova has a bbc in it, swapped from a truck and it has the peanut ports. I put a jegs dual plane on it and im thinking of having the heads ported to match the intake for better flow and a good valve job put on it. Not sure what cam id like to run yet, id love to have a chop monster cause that sound is the best thing in the world! The car isn't used for much, occasional car cruise, burnout contests, but id like to be able to take it down the strip as a "Street car" as well. Not to concerned about drivability, enough I can get it to town (8 miles, further than that it'll get trailered) but with burnouts and some strip use the motor is gonna live most its life in the upper 5k rpms probably. Just trying to not spend a bunch of money, racing for me is the enjoyment, not trying to win.
I was going to say put the dual plane back on the 513hp combo and port the heads but then you said it at the conclusion. So I vote yes.
Great video Richard. Perfect for a heavy cruiser jet boat like an open bow. I agree the 450hp version makes a lot more sense. I'm curious how it would work with a log style exhaust.
At one point I had a 10:1 468 with a comp "magnum" 280H (230/230 @.050 duration)flat tappet cam. Stock peanut port heads, duel plain intake, holley 850, headers, th400 with a "saturdaynight special" converter (2200 stall). In a 78 camaro with 4:11 gears (was also in a 78 T/A with 3.73 gears) but it ran 7.6 in the ⅛ and 11.9 in the ¼ on motor and was well into the 6's / 10's on nitrous. It was great because of its simplicity and it was pump gas friendly but was mild enough to comfortably drive daily.
Could I use this Cam on a stock Gen 5 454 along with spring and lifter kit??.. C-10 4:10, th400
@@donksdunks1745 I am sure there is a version of it for that particular engine. Really just look for a grind that is in the 230's @.050 and you should be in the ballpark.
I selected the XE268H for a 350 sbc that had stock cast heads ported out with a weiand intake manifold #8004 also ported out and using a slightly modified quadrajet still made 5000rpm in a motorhome! now I'm playing with a 1979 Mark IV 454 itasca motorhome.
Arias has built a few 502 Chevy big blocks with DOHC 4 valve per cylinder heads from the Porsche 928.
The Porsche M28 engine has bore spacing nearly exactly the same as the Chevy, so with some welding and drilling, the belt driven DOHC heads fit nearly perfectly.
The overhead cams are driven by a short Gilmer timing belt from some sort of Renault car. The belt itself is driven off of a new gear installed where the water pump would normally be, and this gear is driven off of the original OHV cam gear/timing chain.
These engines made 550 hp all day long and were actually capable of passing California emissions inspection-
I've seen these
These are the best choice economy heads for towing and off-roading with a 4x4. Torque to spare !
Great video Richard thank you I've always wanted to learn more about boosting horsepower properly and I learn something new every time I watch your videos thank you very much l!!!
If engine builder A says...this is what I can do with the peanut ports parts you have NOW, with these PROS and CONS, and work up from there when you are $$ ABLE....
Verses builder B who says you should only consider a stroked out LS or a stroked out 640 big block. I am choosing builder A every time. I could have a lot of fun with an affordable unloved peanut pert BB in my drive to the track, 78 Malibu, S-10 Blazer or 68 Impala, but the most fun will be lying to EVERYBODY...when they ask what size engine is inside. If you are builder A, hit me up.
I’d like to see a vid where you take a gen iv peanut port engine and change nothing but heads, peanut, oval and rec port. All factory iron stuff. because I have one in my 83 c10 :p
Seems like CAM and INTAKE/Carb still made great improvement on stock engine, with reasonable RPM. Perfect for a stock truck!
This is what I needed to hear. Thanks for all the work.
Goes to show that you can start with peanut ports and modify from there as you want or need to.
Richard, I do appreciate all your work, it is very valuable to me. Would it be possible to include the BSFC's on your dyno runs?? This info is helpful, especially for the street folks, since it gives a measure of an engine combination's efficiency in converting fuel to Hp/torque.
G.M. .............I have ask that same Question before, he never answers !!! it tells you a lot on the combo ????
Great work Richard! Love your videos. Good motor for a truck. For a high performance car, if you are going to use GM iron stuff, stick with the closed chamber 290's, or open chamber 781's, or 049's they will blow the peanut ports away. I have the stock 290's on my Chevelle 454 SS, they scream.
THIS TEST WAS ABOUT PEANUT PORTS
Yes I know. Good thing is you can get them very cheap. Keep up the good work Richard.
It would be nice to do a test with GM oval port heads on a 454-468 type engine. I have a pair of 290's I would volunteer for the test.
I have heads casting #12561357 any suggestions?
Richard I would like to see a test comparing peanut ports to oval ports to rec port heads. None of the heads would be ported, just a stock comparison.
I put together nearly the same engine (but using stock 781 heads & an Eddy Air Gap), and made more overall torque and horsepower with an Isky 304 Mega cam than with this Comp HR cam!
Thank you so much.
This is information I can use on my 1980 c30 single cab dually.
I am curious if a port matched (downsized to match the peanut ports) manifold with long tapered runners would improve low end power any further? Get that epoxy out!
Never even heard of these. Thanks for the video.
I'm thinking the air gap intake probably contributed very little over the Weiand duo plane. Those Weiand's are about as good as it gets for a dual plane street intake. Much better than the Performer RPM in my opinion.
This is very helpful as I have a the edelbrock preformer rpm oval heads and port matched air gap with 750 with the xr300h cam on my 402bbc (300rwhp and 820rw torque.
I’m planning on doing a 496 10.5:1 with this top end and the same cam maybe upgrade too a 950
How about a peanut port, quadrajet, 454. How much torque can you get from 2000 to 5000 rpm test. With any header, cam, and any intake that's out there. I bet the q jet will be snappier at low rpms.
The peanut port 450hp version look like a low speed torque monster. If you are solely looking for ultra low speed torque would a Peanut beat an Oval port?
yup by about 50 ftlb
Hey man when are you going to do the big block big bang test I would really love to see a GEN five big bang test
I’ll do a head swap to get between 400-500whp. But what’s longevity of putting that much more HP into a 454 gen V? I would also like to avoid a cam that sounds to aggressive and still having the option to put 87 octane in it
My truck only has 20k miles…(that’s correct)
I’m hopping to tow with this truck
But I’m not feeling the hype when it’s loaded down being stock
Yeah good topic, Expose the 454!
Awesome vid Richard! What I was confused about the whole time was, the intake manifolds? For peanut ports? Or to oval port intakes work on the peanut heads?
we have run big oval and rec port intakes on the peanut port heads, but there are specific peanut port intakes
@@richardholdener1727 fun fact I’ve since learned! All gen five mercruiser big blocks came from factory with oval port manifolds on peanut heads, the carb models that I know of. The more you know ay 🤘
Cool great scientific work...I was wondering what these heads could do on a street truck...thanks
450hp is a solid number for the streets. Richard? Did you run pump gas?
all these na motors are on 91 pump gas
I’d like to see a 454 30 over gen 6 with speed master heads at 10-1 comp with a pro flo 4 set up and see what the numbers are. This would be, to me, an ideal street engine you can run on pumps gas.
Any insight on which peanut port heads flow the best?
The more efficient the air pump, the more power. 👍
@Richard Holdener, are there certain peanut port heads that flow more can than others? Seems I saw an article many years ago that stated as much. Can't recall where or what the info in the article detailed.
HAVE NOT MEASURED THEM ALL
@@richardholdener1727 I found the article. The 236 peanuts are the best.
We need a max performance peanut port & turbo !!!! 🤔 maybe twin turbski's 🤔
I did run peanut ports on boost
I have a BBC 454 wreck yard special😂 recently ran into a lil problem! Block casting #:12561357 head#:12562932 pulled from a 93-95 box truck (U-Haul) doesn't have roller valve train etc.. I already ordered the wrong intake😂🤦🏾♂️ Any info will do thanks in advance!
Hi there.
I have a 454 m4 BBC with oval port head. To be installed into my old 62 series Landcruser.
I'm seeking big torque & high horse power for 4wding. What's required?
STROKER WORKS
Stock peanut port motors aren't really BWAAAAAAAAHHHHHHH.
They just kinda malaise down the road like muuhhhhhhhhhhh (wheeze) hhhhhhhhhhhhh
Seriously since I have a 454 TBI truck this video is relevant to my interests. Getting ready to ditch the TBI for a Sniper EFI rig. Thats all I can afford for now, planning on a cam and intake upgrade next year
I'd love to see a dumb test as far as just how much power you can make with peanut ports sometime. Put them on a high compression 632 with a single plane or something... I bet with big inch, big compression, big cam you could make significantly over 500.
So should I use an oval port intake manifold on peanut heads? My motor is basically stock, I just want to get rid of all the TBI stuff to make it run better.I'm going to run a 650 CFM Holly double pumper classic on it.I was thinking of using a Edlbrock RPM Air-gap 2-0 with oval ports on it.
OR YOU CAN RUN A PEANUT PORT INTAKE
@@richardholdener1727 thanks Richard
"Ok guys, what did we learn?"
I learned why big blocks are for towing or you have to replace every single part on them for drag racing. As if I didn't need another reason to love the LS.
Hey Rich! Can you do this with a 427 Tall deck block please? 4 inch crank, 6.535 rods 1.64 CH pistons, peanut port heads as a base. Trying to get 600+ tq at 1700 rpms.
I'm getting the parts together for an engine swap for my truck. Scored 2 complete mid 80's 427's and have a Gen 5 454. Will be tearing them down to put parts through a redneck electrolysis to scavenge the best parts. If all is good. I should end up with a 454 talldeck for my Truck and be able to replace the tired LT1 in my 96 Caprice with a 427.
Also be cool to see you destroke a 454 and put it on boost. Anybody else want to see a twin GT45 turbo 427 dyno video?
it would be VERY hard to make 600 lb-ft at 1700 rpm with a 427, 454 or 496
@@richardholdener1727 even with 8.5 psi?
Figured a Gen 5 produced its peak torque @1800 of 405ft#'s. A tall deck Version of a Gen 5 should produce more peak torque with higher compression pistons. Theoretically 500 ft#'s? 8.5 psi could put that at 600+? With an operating range of 1500-2500 for towing?
How did you get that single plane to work on "peanut ports" and even that dual plane for oval ports? Port mismatch must have been incredible with very turbulent airflow.
it was mismatched-but it still works-lots of mercury marine BBCs came with just such a mismatch
A lot of people through the years have lost power trying to correct mismatched ports instead of gaining power. So even though it's not ideal, the engine just keep doing what engines does, moving air. :)
@@PSA78
Yeah I understand that. But there's a big difference when your using a "oval" port manifold on a "peanut" port head. The ridge that was been created by doing that. He could have got more hp easily by using the right manifold with the head. There aren't many manufacturers that cast manifolds for the peanut port heads. The Performer 2-0 is matched for the peanut port head and has enough material to open it up to the oval port if needed. We are all looking for maximum efficiency when we build engines, at least some of us do.
@@henrys.6864 I didn't know that there was a manifold for the peanut port, would have been an interesting test as well, comparing the two manifolds on those heads. 🙂
@@PSA78 👍👌
I’m looking to rebuild my’71 LS5 454. Never seen how the oval port would work with peanut aftermarket intake. Could I get 500 hp out of it without too much trouble?
WHY PUT A PEANUT PORT INTAKE ON YOUR OVAL PORTS?
@@richardholdener1727
I had picked up a peanut port intake , Edelbrock performer 2-0 for a reasonable price and thought it would have a higher velocity through the runners before entering the heads. Would it chicle the engines potential? I’m not planing on Erving it past 6000
that won't be the case-but you can run it if you have it
Thank you for taking the time to reply. Would I be better to use the original cast intake or a torquer 2 oval port which I have as well.
Have you ever run the GMPP Ramjet 502 intake on Gen 6 BBC? I am upgrading a stock GMPP Ramjet 502 with AFR 290 heads and wondered what the limits are on that intake manifold.
With the xe268 cam version could you spray it with 100-150 shot? Or with those heads would it be wasted since the heads don’t flow like a set of AFRs
Great video!
Anyone know how different the xe268 cam version is with stock compression?
it works well
@@richardholdener1727 good to know, I like the look of that dyno
BBC FTW
So how much more power with 049 heads ported and over sized valves than the peanuts?
take a look at the bbc oval port head test video
What do u do with the engines when u done
KEEP TESTING THEM
Did you fit a roller rocker under those factory aluminum valve covers or use a stamped rocker on the roller cam?
I THINK COMP CAST ROLLERS FIT
Great stuff
Richard! love your vids, I hear you say a lot when is an engine wide open under 3k or even 2400 in regards to the dyno I say to that my river fishing jet boat does all the time when loaded tryng to get on plane.(carbed 302) looking to go 408. could you do SBF 408 stroker with a jet boat in mind. I have never seen a video on one and the internet doesn't have much on cam selection for jet boats. The owner of American Turbine the pump company for the jet said go for a cam with max tq a 43-4500. without any more guidance that what I will do. What do ya think
CAMMING A JET BOAT IS EASY BECAUSE IT RUNS AT HIGHER ENGINE SPEEDS-LOOK AT A COMP XE274HR FRO THE 408 OR IF YOU WANT MORE POWER-THEN THE XFI236
@@richardholdener1727 Thanks so much for the response. My goal is to get on plane faster with a full load I run shallow water the faster im on plane the better. Also how do the oem water-jacketed manifolds do? have you guys ever dyno something like that?
Right on
What about us folks that are looking to make lots of power and torque down low in the RPM range? I've got a 454 in my C30 and I'd love to build it up for huge torque and power down low.
That’s what roots blowers are I mean with the right cam and heads you might be able to make 80-90 more power in the stock rpm range
@@turkeyboyjh1 Compound or variable vane turbo
displacement, long tube headers, mild cams, long intake runners
@@richardholdener1727 thanks for the advice Richard!
Would it be worth porting the peanut port heads?
we have
@@richardholdener1727 How did it work out?
Do peanut heads count as a "closed chamber"?
that is chamber shape-these are open
@@richardholdener1727 I took off a set, to put swap them out for some rebuilt oval ports. Only then noticing the chamber was smaller. That's why I asked
Hp and tork always cross at 5252. Show it on the graph.
Bv
I always do
Do you have a big oval build with compression and a big street cam?
WE TESTED PORTED 049 HEADS ON THE 500-HP COMBO-CHECK OUT THE BBC OVAL PORT HEAD TEST VIDEO
You lost me when you replaced the block
the same block was used-just different pistons (for valve reliefs and compression)
Lets see gen 5 bbc with efi and a LEI not a HEI.
lei?
The middle combination would make a cracking fun street motor. Torque for days right where you need it.
Damn right that’s the one I’d go with on the street. 👍🏻
And really hard on tires too!
@@msh6865
The least concerns. 😁👍🏻
Just bought a 1976 chevy motorhome with a 454 and got it running.
Looking to make it my rat rod engine.
How much horsepower should that sucker have?
It's stock
@@gearheadsautomotiveinmidlandtx 1976 factory rating was 240 & 370 🤦♂️ Heads & cam are the only way up from there. I imagine you've got pistons with a big enough dish to eat a bowl of cheerios out of.
This was an eye opening video. I've read that peanut heads are no good for "decent" power (whatever that might be), but I don't recall seeing any definitive testing done to determine how much CAN be made. If you can get 550# ft with a set of peanut ports, why do you need to buy new heads? Depends on the desired application, and that one would be great in a truck that needs midrange power. Thanks for testing.
Ive got one in a 78 4x4 square body and it keeps up with the new diesel trucks. I get 11-12 mpg with a 650 carb and 4l80e trans 4.10 gears 33 tire
To answer your question on why buy new heads:
Because heads being the biggest factor in power, you may actually spend more in other parts trying to prop up the poorly flowing heads than you would just picking up a decent set of used heads and going lighter on other parts like cams, fueling, rockers, intake manifolds, etc.
Would love to see a "ultimate tow pig engine combo". Something that makes gobs of torque from idle to a redline of like 4500rpm. 👍
An electric motor haha, max torque from 0 to 8000rpm, but won't sound as cool as a 454
Same, I am guessing a stoker with a small turbo.
@@gzkgzk or stroker with a roots blower.
a 530-540 ci cad 500 with mopar rods would make a killer tow engine, in theory. would love to see it done lol
Now this is my kind of content! Glad to get a break from turbos even if they are cool.
I am running a slightly different combo. mine is a 396 with the large factory oval port heads. 9.4
: compression. 2.19 intake 1.88 exhaust. Mild bowl and chamber clean up, to match the bigger valves, but no real port work. 2inch headers, performer rpm intake, I a, running the old comp cams extremely marine 276HR cam. Runs 11.8 on drag radials in my 71 camaro 4 speed. So i figure is pushing 520ish HP. But It’s a hell on street tires. It will melt my 265/50r15 bfg’s all day long if you are not light on the throttle in first gear.
It would be interesting to see the AFR’s with the 268H. To see if the peanut ports (or how much) are holding even the milder cam back. I agree with you that it would also be interesting to see a peanut port head with some work and the 268 ... maybe even an “amateur” porting job vs “pro” ... but really it would probably be more interesting to just see the “what you might do in your garage” porting (some bowl work, maybe some short turn and radius work* at the gasket.
*Vizard did some work on this, just radiusing the port inlet vs. port matching.
I don't know of a single Richard Holdner vid that was deserving of a down-vote. Who keeps doing this anyway? 🤣
Somebody Holdener knows being a wise - ass, maybe
MAYBE SOMEONE RICHARD BOOTED OFF THE CHANNEL FOR BEING LESS THAN PROFESSIONAL
@@richardholdener1727 STOP YELLING AND REFERRING TO YOURSELF IN 3RD PERSON
@@vr6swp NO U
Electric car fanatics🤣
As a Big Block Chevy fan, this is a treasure video. Much knowledge to take in about the bad talked peanut port heads. Over 500hp without porting confirmed 👍🏻
I found the BBC Stealth intake to actually have runners too large to flow well and the BBC Performer RPM does much better, but on a Ford 5.0 / 302, the Stealth flows better and the RPM runners are larger than ideal.
I got a 90 454 bored . 030 over , peanut port with port job and milled, flat top pistons, Comp 280h cam, long tube headers, torker2 intake( I think.) Sadly it's never been fired up yet. Started raising a grandbaby , niece and helping the in-laws out. Got several projects that stopped or slowed down. Can't wait to get the Ole Rat in Something. Great Video.
I'm literally building the same engine right now. It's going in a jet boat
The 450.hp will make a nice boat engine!
Totally agree, that mill will work all day and making great torque
Richard, im actually working on porting and using bigger valves on some peanut port heads with flow testing after each change. I did a small amount of porting on the intake and exhaust, I gained 3-7 cfm on each depending on the lift. Im waiting for the email to so I can compare the velocity also.
Next we're going to see what bigger valves do. The guy doing the valves and flow testing says we could see up to 20 cfm on just the 5 angle valve job on these heads.
I probably should have had heads ported before and tested before I put bigger valves in. I also wish I could dyno test after each mod, but that gets a little spendy.
At the least it will be fun and interesting to see how it turns out. Learning is always funn too.
GOOD STUFF ANDY
That second combo is monstrous at 3500rpm. That would actually make a great truck motor.
169 K congratulations mr Holdener
Casting numbers 049 and 781 are considered to be among the best flowing oval port BBC heads. With port work and big valves (2.19/1.88), these heads can easily make over 600 hp on a 454 with low compression. Of course, that's dependant on getting the right roller cam and induction set up.
Basically, among the many things we've learned here is, it's really hard to screw up a big block Chevy engine. I'm sure there may be some extreme examples out there but, with all the knowledge available on this channel and others, there really isn't any excuse for putting together a bad BBC.
I currently have a 454 with a comp cams xe268h and 781 heads in my 75 C10 and it's a spunky little street truck
The rpms won't be there.........p ports suck on actual drivability.
You can't give them away.
Bloodviking
Great timing Richard, this is exactly the setup I'm currently building right down to the cam grind (Comp 268), I've hand ported the peanut heads and I'm having a bottom end build with .030 over pistons to raise the compression to 9.3:1 (since I want boost later on without running exotic fuels).
feel free to only run 3 psi of boost ... www.jegs.com/tech-articles/superchargers.html
Absolutely, please build the engine you last mentioned before closing off. I'm building the same engine for my 1 ton square body dually. At the moment the PP heads are at SPR getting 2.190" / 1.88" valves, bowl and port work. It's probably better to bore the block .060" over for valve clearance in un-shrouding thought.
I had that XE256 in a C10 longbed with a 454 with small domed pistons, Edelbrock heads and intake. That truck screamed from idle to about 5200 RPM.
What carb is that exactly ? Do you have a link or part number ? Thanks!
Comp Magnum Series 286H 236@.50 .556 lift on 110 LSA. Hydraulic Flat. This would be a good swing at 500hp, good torque without spending on a roller.
That torque at 3500 rpm makes a difference when towing up a hill. That combination is nice. Thank you Richard.
I love the intro part that zooms in on the enormous intake ports on the gasket that are about half supported by the peanut ports lol
big difference
Would love to see this test done with a gen 6 bbc, love the videos Richard!!!
pitty that intake no longer exists
Thank you Richard! I have just what I need to do the 400 hp version and it should sound great and have excellent drivability.
Thank again!
I'd like to see what happens when you add a stroker kit to the 450 motor with basically stock peanut Port heads I would like to upgrade the bottom end with the cam at the same time then in the future I could upgrade the heads with oval ports
First time I read about peanut port power it was written by David Vizard. Ever since then I kind of wanted to build one, just because. If you can build a combo of 450-500 hp with parts "nobody" wants...imaging what you can do when your circumstances permit you to build that ultimate stroker motor. If you don't know how to optimize with what you have NOW...you are looking at a big fail. I would like to see a 450-500 combo blend, that would be ideal on a 5500 rpm highway geared combo, cheap fun fun fun! More with less....IMAGINE THAT!