@@dazaspc I under stand the torsional differences when under power. I was just stating that most inlines have more mains cap as well. So they don't require 4 bolt mains because essentially they have 4 bolts with a main cap on each side of each rod
Alot of the heavier diesel engines also have the caps recessed in the block to help with the side load. Cat, Detroit, Cummins etc still make lots of V engines for construction and mining stuff.
Cool video, I love the big block Chevys, had a couple myself. Only thing is to get yourselves a Felpro one piece oil pan gasket and trash that four piece pan gasket. You’ll be happier in the long run. 🤙🏼
This is coming together nicely. Loving the idea of a modern efficient blower on old school big cubes. Then to top it off, Harrop and Frank involved! Wowser!
I always learn a lot from these vids. I had no idea why V-engines typically have more bolts holding the main caps, but your explanation makes perfect sense.
One of the features of the Ecotec V6 (L36) and L67 blocks is the way the block resists side loading. Not only is the crank cross bolted but the iron skirts of the block hold the deep mains firmly to prevent lateral movement.
The real reason most commercial engines are inline architecture vs "V" is actually simply due to cost! 1 cyl head vs 2 1 set of inlet & exhaust manifolding 90deg boring/honing (vs 2 x 45deg ie you don't have to move your block or re-axis your honing machine to do the "other" side) simpliifed cam drive Generally not much constraint on engine length for packaging (ladder chassis with overhead cabs) Typicallly large capacity relatively low specific output which means under square bore/stroke dimensions, requires a long rod
Them harrop 2650 kits are good.. if winding them right up the water canister for the heat exchanger needs to be bigger . We found intake temp problems when winding that 2650 right up . A decent size water tank worked a treat . Just needed more water volume to make the heat exchanger radiator work . Cheers
I've got a couple of engines I need to rebuild, I wish I had someone like John to step me through the process and share his years of wisdom. Awesome content as always guys :)
Good luck with the hydraulic flat tapper cam, we have had a massive problem in the US with the flat tappet lifters not breaking in. It’s probably better that it’s a 454 with that size blower, closer matched so you don’t have to spin the blower so fast to make boost to feed the big motor
@@theskidfactory "Soft metal from China" is the popular answer. Guys will set them up well, do the break-in, and then get valve noise. Open the motor up and the cam looks great, but one or more lifters will be absolutely destroyed and sending metal through the entire fresh build. I can think of a few UA-cam engine builds in the last year where bad lifters scrapped brand new engines. Happened to Uncle Tony's Garage, Chris Birdsong, and a few others I can't remember. Both of those guys switched to roller cam setups after that. The comments in all of those videos (taken with a grain of salt, I get it) are full of guys claiming to have the same problems. It doesn't appear to follow manufacturer or brand. There's a suspicion that there is some faulty heat treatment at what must be the "one" place that does it for all of the companies. The problem with heat treating is that to test it you destroy the part, so you can't even check for yourself.
Soft metal from "China". I love it how all the USA companies blame any failure on someone else instead of owning the fact that they produce shit parts. I don't love it, and I don't love that people accept it.
@@theskidfactory they are grinding the Lifters down, wiping out cam lobes, supposedly cheap Chinese lifters got into the supply chain, bad metal. My buddies 351 Cleveland didn’t even make five dyno runs and the cam was wiped out, he bought a cam that was broken in on a machine to harden the cam and lifters before installing. All the lifters come matched to the lobe, NFG.
Scania is the only truck manufacturer left that you can buy brand new with a v8. Their biggest is 770hp and 3700nm at 1800 rpm. Caterpillar, Detroit diesel, Mack, kenworth, and peterbuilt used to all offer v8 engines for trucks but EURO emissions standard compliance has shut all that down. It’s weird, because once you go above the 15-20L engine capacity, pretty much everything in 4 stroke becomes v8’s, v12’s, or v16’s because inline 6’s can’t make enough power. In marine applications, we use almost exclusively V style engines in 4 strokes. Large shipping uses inline engines but that’s a different ballgame all together (imagine a straight 16 cylinder the size of an apartment building) My current boat has two 3000ish hp MTU4000 series v12’s as the main propulsion engines, and three MTU2000 series v8’s for generators. Our backup emergency generator is an in-line 6 Perkins. Even our 25 foot tender is a Yanmar v8. V8 diesels move the world.
Some information for you the cylinder heads you got from nz where originally casting came from Toowoomba at the foundry that is gone turned into a bunnings
Select a cam that produces a suitable power profile for the application. Forced induction is a multiplier. The power profile will look the same, just elevated with the extra air and fuel. Blowers are ok until a person tries to go wicked extreme then they spend all their time trying to sort out belt slip.
I loved your explanation of 2, 4 and six bolt mains. I never knew that, but it makes total sense… The mains bolts sort of work like buttress. 🇦🇺🤜🏼🤛🏼🍀🍀🍀😎
Hey Woody, your editing skills are getting really good. Like the voiceovers giving tech info, reminds me of the Leyland Brother's type of narration . I mean that in a good way 😁. Good to see Australian custom builder's getting better at infotainment, check out Bam Bam fabrication from Townsville, young bloke rescues old Dodge and International trucks. Would be good to see one of your engine builds in one of those old truck's. 👍🏼
At 6:00 you can see the crank has a counterweight either side of the centre main journal. Not many do. Dead centre of the picture at 6:03. Tells me it's a serious crank.
my "first car" was a 1966 dodge Coronet (US Model) with a 440 Big Block outfitted with a "Tow Package" so it was tuned for torque and not horsepower...love me some Big Block Juicyness.
also many older hi-po engines used girdles on the mains to stiffen the mains and blocks much like newer engines use stud girdles on valve trains to reduce stud flex and harmonics
For what it's worth a lot of old Ford FE engines has 6 Bolt mains as well, generally 427's and 428's but some 390's and 406's as well, helpful for limiting cap walk for those extended high rpm runs
Richard holdener says cam overlap is not bad for boost. In fact not only will the boost NOT just blow out the exhaust valve. But. On the contrary... whatever is good for n/a power is good for boosted power....
Big Al. Could we see more builds with using your left arm versus your right ? ? The mind is still young, but the body is now showing it's age this century ! ! V.
Just curious and I'm sure you have a reason but goin away from the solid roller lifter due to being high maintenance .. why not use a hydraulic roller so you don't have to stress about the flat tappet lifter eating lobes
Yeah even with zinc additive or amsoil muscle car oil it's just not worth wasting a bottom end anymore from a wiped lobe I've seen some good builds go south quick from a hydraulic cam and cheap lifters if some one insists to run one I won't run nothing but Crane cams and HI Lift Johnson lifters they're the only ones who seem to consistently get the surface hardness right anymore
@@RobStaniford yea I mostly deal with bike engines and most have buckets to reduce weaight so no rockers ect but if it wasn't for the fact they were turning 13-17000 rpm and it were possible to run a roller I would
On my LS1 daily with the blower my IAT was at 50°c just cruising around on a 25-30°c day, up to 70°c in traffic, but the biggest issue was it was at around 70°c after a skid and stagging at WSID, at 85°c on the RTN road, at the big end you could feel the power loss from pulled timing, noticeably. Traffic is a killer as the WTA core gets minimal flow at low speed, and once its hot, it's hot for a while. You may be able to slow the heat with more volume and some big arse fans, but I found keeping the coolant temps down so the WTA coolant temp is actually efficient was problematic, and always well above ambient The only time I was slightly happy with my IAT was driving on the Hwy near Canberra, doing $1.10 with an ambeint temp of about 4°C last winter, IIRC my IAT was about 30°c then I just ended up dropping my showbags and getting thermal spacers and the interchiller, so it will always be winter Looking forward to watching more of your stuff
would John be interested in sharing info on his shop, machines and type of machining he does?. Some kind of shop tour if he wants. would be great i think. good luck on the dyno!
Get seen for some Harrop Goodies
www.harrop.com.au
I like v8s. They make warm fuzzy noises.
Boost is life😎
Who guessed the correct weight on the other vid?
Another detail is. Inline stuff also has more main caps as well where each rod is supported by a main cap on each side. Vs 2 rods per throw on a v8
Agreed.
It isn't like that throw is under power from 2 pistons at once.
@@dazaspc I under stand the torsional differences when under power. I was just stating that most inlines have more mains cap as well. So they don't require 4 bolt mains because essentially they have 4 bolts with a main cap on each side of each rod
Oh yeah, I didn't think of that, true!
thanks for explaining the "mains" differences, I did wonder about that. another great video.
Thanks for the 4/6 bolt mains explanation. V engine huh? Such a simple reason, I never knew.
Totally agree !!! very clear basic explanation of something that's not understood by us general public
I'm looking forward to Al's facial expressions when this beast hits the road!
The upgraded Fairlane looked pretty scary. The Crown is gonna be nuts! 🙂
Hey Al how ya going my mate works at Harrop Melbourne his name is Matt McMahon he designs the supercharger kit for harrop 👌👌👍👍👍👌👌👌👌👌👌👍
Frank and dandy engines tuning this old school big block with good bits and harrop blower will be a awesome video. 👌
But the real question is, what is John's dog staring at while you discuss 4 bolt mains? 🧐😅
A gecko by the sounds of it 🦎
I was looking at the same thing.
I thought it was one of those plastic blind dog with a coin slot in the head.
A gecko or perhaps one of those hot dogs...
Definitely hotdogs... 😆.
John's dog takes his job as seriously as John does.
*"This Mah Big Block Chebbeh! She got 4-bow mayne, camel hurmp heeeads, and a hawg ass cam!"*
Man I wanna do big block stuff so bad!!
It was the 'hawg ass cam' that got me 🤣
Was starting wonder if my phone was lying to me and it wasn’t actually Wednesday
Hey siri what day is it today?
It’s been a long couple of weeks
This car will do better skids than I do in my jocks
I doubt that, mate!
Dandy is the business. Very keen to see the end result
Alot of the heavier diesel engines also have the caps recessed in the block to help with the side load. Cat, Detroit, Cummins etc still make lots of V engines for construction and mining stuff.
Well I didn’t expect to see old big block iron on this channel but I’m keen to see the finished product.
Cool video, I love the big block Chevys, had a couple myself. Only thing is to get yourselves a Felpro one piece oil pan gasket and trash that four piece pan gasket. You’ll be happier in the long run. 🤙🏼
As soon as i saw that gasket i said it'll leak like a sieve
Already ordered a milodon steel reinforced rubber one piece. Sump is being changed post dyno.
Bringing out the heavy hitters with Harrop and Dandy 👌
This is coming together nicely. Loving the idea of a modern efficient blower on old school big cubes. Then to top it off, Harrop and Frank involved! Wowser!
‘You’re wrong Alan…’
Thought I’d post that… just for the notoriety..
Awe man you beat me to it.
last time I was this early you were on MCMTV2
Nice one haha.
Another great engine build video with John. He knows his stuff backwards and forwards. Chill as can be.
Love the safety boots.....
Looking forward to the Harrop stuff 👌🇦🇺
John's dog in the background completely oblivious to what's going on, just appreciating the drag car....
Excellent vid as always gents 😁😁
Rick Rolled, good line.
I always learn a lot from these vids. I had no idea why V-engines typically have more bolts holding the main caps, but your explanation makes perfect sense.
I love how this is finally a Video about a huge V8 Motor with a Supercharger for the king of turbos & toyota donks!
About time, we’ve been waiting
Hell yeah
One of the features of the Ecotec V6 (L36) and L67 blocks is the way the block resists side loading. Not only is the crank cross bolted but the iron skirts of the block hold the deep mains firmly to prevent lateral movement.
Would love to catch up for a lemon squash when you blokes are in Melb.
The real reason most commercial engines are inline architecture vs "V" is actually simply due to cost!
1 cyl head vs 2
1 set of inlet & exhaust manifolding
90deg boring/honing (vs 2 x 45deg ie you don't have to move your block or re-axis your honing machine to do the "other" side)
simpliifed cam drive
Generally not much constraint on engine length for packaging (ladder chassis with overhead cabs)
Typicallly large capacity relatively low specific output which means under square bore/stroke dimensions, requires a long rod
No
Alan, you’re wrong! Haha
This channel just gets better and better!
Them harrop 2650 kits are good.. if winding them right up the water canister for the heat exchanger needs to be bigger . We found intake temp problems when winding that 2650 right up . A decent size water tank worked a treat . Just needed more water volume to make the heat exchanger radiator work . Cheers
Best part about out Aussie vids are the birds in the background sounds like I’m out side doing something😂😂
I've got a couple of engines I need to rebuild, I wish I had someone like John to step me through the process and share his years of wisdom. Awesome content as always guys :)
Good luck with the hydraulic flat tapper cam, we have had a massive problem in the US with the flat tappet lifters not breaking in. It’s probably better that it’s a 454 with that size blower, closer matched so you don’t have to spin the blower so fast to make boost to feed the big motor
I was thinking the same thing. I'm hoping this video is already several months old and they didn't have any trouble. 🤞
Why aren't the lifters and cam lobes bedding in?
@@theskidfactory "Soft metal from China" is the popular answer. Guys will set them up well, do the break-in, and then get valve noise. Open the motor up and the cam looks great, but one or more lifters will be absolutely destroyed and sending metal through the entire fresh build.
I can think of a few UA-cam engine builds in the last year where bad lifters scrapped brand new engines. Happened to Uncle Tony's Garage, Chris Birdsong, and a few others I can't remember. Both of those guys switched to roller cam setups after that. The comments in all of those videos (taken with a grain of salt, I get it) are full of guys claiming to have the same problems.
It doesn't appear to follow manufacturer or brand. There's a suspicion that there is some faulty heat treatment at what must be the "one" place that does it for all of the companies. The problem with heat treating is that to test it you destroy the part, so you can't even check for yourself.
Soft metal from "China". I love it how all the USA companies blame any failure on someone else instead of owning the fact that they produce shit parts. I don't love it, and I don't love that people accept it.
@@theskidfactory they are grinding the Lifters down, wiping out cam lobes, supposedly cheap Chinese lifters got into the supply chain, bad metal. My buddies 351 Cleveland didn’t even make five dyno runs and the cam was wiped out, he bought a cam that was broken in on a machine to harden the cam and lifters before installing. All the lifters come matched to the lobe, NFG.
Scania is the only truck manufacturer left that you can buy brand new with a v8. Their biggest is 770hp and 3700nm at 1800 rpm. Caterpillar, Detroit diesel, Mack, kenworth, and peterbuilt used to all offer v8 engines for trucks but EURO emissions standard compliance has shut all that down.
It’s weird, because once you go above the 15-20L engine capacity, pretty much everything in 4 stroke becomes v8’s, v12’s, or v16’s because inline 6’s can’t make enough power.
In marine applications, we use almost exclusively V style engines in 4 strokes. Large shipping uses inline engines but that’s a different ballgame all together (imagine a straight 16 cylinder the size of an apartment building)
My current boat has two 3000ish hp MTU4000 series v12’s as the main propulsion engines, and three MTU2000 series v8’s for generators. Our backup emergency generator is an in-line 6 Perkins.
Even our 25 foot tender is a Yanmar v8.
V8 diesels move the world.
Thanks for the video can't wait to hear it fire up
Big blocks and bulk dogs baby! Can’t wait to hear this on the engine dyno. Another sweet build as per usual from you boys 👌
What an enjoyable episode. And more to come at Harrop.
Everything’s coming up Millhouse.
Some information for you the cylinder heads you got from nz where originally casting came from Toowoomba at the foundry that is gone turned into a bunnings
Another Big Block on the Sunny Coast 💪🍻
The valve covers look sweet.
Select a cam that produces a suitable power profile for the application. Forced induction is a multiplier. The power profile will look the same, just elevated with the extra air and fuel. Blowers are ok until a person tries to go wicked extreme then they spend all their time trying to sort out belt slip.
engine block patina looks 👌 👌
I was expecting a cutaway to a Scania V8 on full noise at the end.
How good is old John great man ... Love the build
I loved your explanation of 2, 4 and six bolt mains. I never knew that, but it makes total sense…
The mains bolts sort of work like buttress.
🇦🇺🤜🏼🤛🏼🍀🍀🍀😎
Shoutout to the pup @7:30 who is just chillin...
Love it can’t wait to see this build come together 💪🏼👍🏼
Wahoo, he is going supercharged!! Love what Harris do, can’t wait to see this one
Hey Woody, your editing skills are getting really good. Like the voiceovers giving tech info, reminds me of the Leyland Brother's type of narration . I mean that in a good way 😁. Good to see Australian custom builder's getting better at infotainment, check out Bam Bam fabrication from Townsville, young bloke rescues old Dodge and International trucks. Would be good to see one of your engine builds in one of those old truck's. 👍🏼
At 6:00 you can see the crank has a counterweight either side of the centre main journal. Not many do. Dead centre of the picture at 6:03. Tells me it's a serious crank.
I've always put both valve springs in and run it in never had a problem, saves time
Fairly exciting stuff, harrop and dandy engines. The best in the business.
Yes,thanks for the video boys🤘👊
the birds sound happy, quality chooks
Hope you guys can fit in a cruise/car meet while your in melb, would be great to see you guys around
They might need to borrow back that VL Turbo to fit in.
+1 for this ya mad dogs!!
I had a solid flat tappet in my first car. Don’t miss doing valve clearances every few weeks.
She's a good dog
Epic stuff. Looking forward to the Harrod visit! Seeing this with a blower will be amazing.
Harrods of London?
my "first car" was a 1966 dodge Coronet (US Model) with a 440 Big Block outfitted with a "Tow Package" so it was tuned for torque and not horsepower...love me some Big Block Juicyness.
also many older hi-po engines used girdles on the mains to stiffen the mains and blocks much like newer engines use stud girdles on valve trains to reduce stud flex and harmonics
Nice Build. Great Job with the edidting
Iveco Turbo Star V8 diesels sounded good. And the trucks were named turbostar, which definiately added power.
Music choice,👌
Broke my heart to hear he doesn’t like the 8-71 blower 🥲
Dammit... These videos are too short! 😎👍
John is a legend
Awesome! Blown 454 definitely my kinda build!
Yea needed something to watch, thank you
Nice bunch of mates
The music is FIRE!
Hey, lads. Tell ya grom to hold the cam steady! I could be wrong, but I reckon!
Glad it came together nicely, and didn't end in the 6p's as Al once said... "Poor preparation precedes piss poor performance" 😂👌
17:13 good old staffy chewing on its foot like my boy does lol
that big block reminds me of the motor I had in my Fiat 850 sports in the early 80s.
wish my LN3 was that clean to work on *sick face*
nice music overlays lads and some nice content/creating
cheers
big jim
super excited for this build!
So many flashbacks to when I rebuilt my 454, just wish I had the money or the means at the time
Love the brass freeze plugs as they call them in the US ofA.They love the steel ones
Heh! Looking forward to it!
For what it's worth a lot of old Ford FE engines has 6 Bolt mains as well, generally 427's and 428's but some 390's and 406's as well, helpful for limiting cap walk for those extended high rpm runs
A 454 BBC with a blower! My dream setup for my dream car ('70 Chevelle).
What the hell is the dog looking at? Looks like a statueLOL
Ive got a Toyota T18 that needs injection, supercharged big dog block or just a new intake and turbo will do.
Love the work!
Richard holdener says cam overlap is not bad for boost. In fact not only will the boost NOT just blow out the exhaust valve. But. On the contrary... whatever is good for n/a power is good for boosted power....
Big Al. Could we see more builds with using your left arm versus your right ? ? The mind is still young, but the body is now showing it's age this century ! ! V.
Awesome Harrop collaboration.
Cling wrapped straight 6 with nice plenum on top at the end?
now wait i thought a big block was the 1.5 litter?
that is what Marty and Moog said lol
Neat
Just curious and I'm sure you have a reason but goin away from the solid roller lifter due to being high maintenance .. why not use a hydraulic roller so you don't have to stress about the flat tappet lifter eating lobes
Yeah even with zinc additive or amsoil muscle car oil it's just not worth wasting a bottom end anymore from a wiped lobe I've seen some good builds go south quick from a hydraulic cam and cheap lifters if some one insists to run one I won't run nothing but Crane cams and HI Lift Johnson lifters they're the only ones who seem to consistently get the surface hardness right anymore
That was my first thought too, wiped a lobe on my cleveland years ago, went to hydro roller after that.
@@RobStaniford yea I mostly deal with bike engines and most have buckets to reduce weaight so no rockers ect but if it wasn't for the fact they were turning 13-17000 rpm and it were possible to run a roller I would
Needs aircon, because needs interchiller. I like my HTV2300, effortless power, but the IAT gets up enough to pull alot of timing. Love the channel.
More water volume is the answer according to many.
On my LS1 daily with the blower my IAT was at 50°c just cruising around on a 25-30°c day, up to 70°c in traffic, but the biggest issue was it was at around 70°c after a skid and stagging at WSID, at 85°c on the RTN road, at the big end you could feel the power loss from pulled timing, noticeably.
Traffic is a killer as the WTA core gets minimal flow at low speed, and once its hot, it's hot for a while.
You may be able to slow the heat with more volume and some big arse fans, but I found keeping the coolant temps down so the WTA coolant temp is actually efficient was problematic, and always well above ambient
The only time I was slightly happy with my IAT was driving on the Hwy near Canberra, doing $1.10 with an ambeint temp of about 4°C last winter, IIRC my IAT was about 30°c then
I just ended up dropping my showbags and getting thermal spacers and the interchiller, so it will always be winter
Looking forward to watching more of your stuff
The spannering and torsion clicks are so therapeutic that I've manged to pull an ingrown toenail out without noticing the pain :-))
ive just got my 6.0 with 2300 harrop on it, its pretty amazing tbh.
Love to see it
I heard bulk hotdogs while rippin cone and choked 😂
would John be interested in sharing info on his shop, machines and type of machining he does?. Some kind of shop tour if he wants. would be great i think.
good luck on the dyno!
Check out his OnlyFans for more details
Any meet and greets while in Melbourne? Great content guys.
hey woody and al, Im still waiting on some cool merch. to buy
The reason a 2j doesn't have 4bolt mains is lack of torque,ha, love the channel and keep it up mate cheers 🍺🍺
Power = Torque x RPM and some other nerdy calculations so they must have torque.
@@theskidfactory true, just having a dig, love all, this blower set up should be real interesting, can't wait