Over 13:1 on Pump Gas! Chevy 350 Dyno Mule - Engine Power S9, E9 &10
Вставка
- Опубліковано 31 тра 2024
- Last year we built a 350 ci Small Block Chevy in the parking lot. This year it comes inside for some well-deserved high compression upgrades to the short block assembly. We finish our 350 ci Small Block Chevy with high-performance induction, then we put it to the test in the dyno cell!
00:00 - Intro
01:01 - Build Overview
06:35 - Teardown
12:49 - Engine Prep
21:33 - Engine Assembly
28:35 - Compression Lesson
32:44 - Cylinder Head & EFI Install
37:38 - Dyno Pulls
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PARTS USED IN THIS EPISODE
ARP
ARP Bolts & Fasteners
pntv.us/pn_pt_20539_6273f962d...
Matco Tools
MATCO Tools are the Official Tool Supplier to Engine Power
pntv.us/pn_pt_20541_627d2015a...
Summit Racing
COMP Cams Camshaft
pntv.us/pn_pt_20529_6273f2788...
Summit Racing
ICON Pistons
pntv.us/pn_pt_20533_6273f5ec0...
Summit Racing
Scat Engine Components Connecting Rods
pntv.us/pn_pt_20531_6273f5b6c...
Summit Racing
Street Demon Carburetor
pntv.us/pn_pt_20530_6273f2e3a...
Summit Racing
Summit Racing Billet Timing Set
pntv.us/pn_pt_20536_6273f7137...
Summit Racing
Total Seal Piston Rings
pntv.us/pn_pt_20534_6273f6800...
Summit Racing
Trick Flow Specialties Camshafts
pntv.us/pn_pt_20535_6273f69b0...
Summit Racing
Trick Flow Specialties Cylinder Heads
pntv.us/pn_pt_20537_6273f814c...
Summit Racing
Trick Flow Specialties Intake Manifold
pntv.us/pn_pt_20538_6273f8e64...
ARP
ARP Rod Bolts
Sunnen Products Company
Sunnen SV-15 Honing Machine
The Industrial Depot
Tools, Hardware, Shop Supplies
ARP
ARP 12 Point Stainless Bolts
pntv.us/pn_pt_20564_6283e0e26...
ARP
ARP Main Bolt Kit
pntv.us/pn_pt_20554_6283dc5cd...
ARP
ARP Oil Pump Studs
pntv.us/pn_pt_20563_6283e055d...
ARP
ARP Ring Compressor
pntv.us/pn_pt_20561_6283df802...
FiTech
FiTech Go EFI Classic Black
pntv.us/pn_pt_20571_6283ee2b4...
Matco Tools
MATCO Tools are the Official Tool Supplier to Engine Power
pntv.us/pn_pt_20572_6283ef3a1...
Summit Racing
Cometic MLS Head Gaskets
pntv.us/pn_pt_20558_6283de99e...
Summit Racing
COMP Cams Roller Lifters
pntv.us/pn_pt_20565_6283e167f...
Summit Racing
Flywheels
pntv.us/pn_pt_20570_6283ed680...
Summit Racing
ICON Pistons
pntv.us/pn_pt_20559_6283dee81...
Summit Racing
Moroso Timing Pointer
pntv.us/pn_pt_20562_6283e00c8...
Summit Racing
Summit Racing Billet Timing Set
pntv.us/pn_pt_20557_6283ddd78...
Summit Racing
Total Seal Assembly Lube
pntv.us/pn_pt_20560_6283df2b8...
Summit Racing
Total Seal Piston Rings
pntv.us/pn_pt_20555_6283dc93a...
Summit Racing
Trick Flow Cast Aluminum Valve Covers
pntv.us/pn_pt_20569_6283ecdda...
Summit Racing
Trick Flow Roller Rocker Arms
pntv.us/pn_pt_20567_6283e27e0...
Summit Racing
Trick Flow Specialties Intake Manifold
pntv.us/pn_pt_20568_6283e3542...
Summit Racing
Trick Flow Super 23 195 Cylinder Heads
pntv.us/pn_pt_20566_6283e21a1...
Summit Racing
Trick Flow Track Max Hydraulic Roller Camshafts
pntv.us/pn_pt_20556_6283dd1e3...
The Industrial Depot
Tools, Hardware, Shop Supplies - Авто та транспорт
Watch the build: ua-cam.com/video/TH-IAT7-wis/v-deo.html
What possessed you to use Autolite sparkplugs in a GM engine? 50 years ago I used Champions in everything. Then I learned they usually were not the best option and switched to OEM recommended plugs.
I had a lot of luck with Bosch plugs in a worn valve guide (burned oil) small block.
build a 5.4 3v triton
Pat Now try E-85 fuel ⛽
The hosts are proof that you can say almost anything with confidence and people will believe you.
I miss the days when I would wake up Saturday or Sunday morning waiting for this show, for well over a decade that was my life
I totally done the same thing my brother!
same here...I watched Spanish fly and walkers cay chronicles on ESPN 2 for my fishing early Saturday morning then switched to the car shows on CMT
Yeah bro speed tv, truck u, Spencer Tracy,power nation good times.
Popular hot rodding as well
Yea I remember watching this on Sunday mornings along with gears with Stacy david
This is a 50 year old concept & I built one back in the mid 70's using a Crower Cam designed for high compression . Got 24 mpg & ran it in my '72 El Camino for many years .
Great vid fellows .
I rebuilt a 396 big block from my 69 chevelle in the parking lot at Ft. Belvoir Virginia in "75" when I was in the Army. Finished it just as the MP'S were telling me I couldn't do repairs in the parking lot 🙃
Thanks for your service 🇺🇸. Chevelle is on of my favorite classic cars.
Many an engine has been torn down in the barracks parking lot.
Had a 67 ss chevelle.im a VA boy .had a couple swaps in mine to.
Repaired transmission in the barracks parking. MP watched me. Not a drop of oil. Was done in 4 hours. He waved and drove off. Haha
Honestly watching how Frankie has grown in to the host that he is, is fantastic. He is so much more comfortable now and it is obvious how much Pat and Frankie really like each other. Love this show more and more now
Absolutely! Just like how Tony Angelo got to much hate at first, but he grew into being in the limelight. I had seen so many BS comments of people talking crap, but he got used to it just like I knew he would. Constructive criticism is one thing with some people, but it's another thing to badmouth and trash someone for nor being comfortable in front of a camera that's being displayed to millions. I know that's not what you were trying to say obviously, I'm referring to the talkers of BS.
I always liked Mike the most. But Frankie is definitely a good host. I like him.
Frankie knowledge is growing it’s awesome to watch I have been watching since Mike was to cohost Frankie is doing pretty dang good he knows his stuff
Frankie used to come across so awkward and super uncomfortable on tv now it seems natural and just a normal day at the office for the both of these guys
Is mental illness hereditary
These new engine power videos are easily the best that they’ve ever been. It’s all about the personalities and they’ve nailed it
Agree mate 👍🏻🇦🇺
Absolutely agree 🇦🇺
Just letting the boys be boys 🤙 no fake acting.
These videos are over 15 yrs old
agree! they are trying to compete with engine Masters
Love watching Pat and Frankie work together. They're the dynamic duo!
Maybe the "Dyno Duo"
I always liked Pat and Mike Galley.
Great episode, although I'd like to see a follow up two different ways. 1: bring cam back to straight up, add some octane and see what is the difference in output. 2: lower static compression to run cam straight up on the pump gas and see how that compares. My question is, is it worth it to try and "cheat" the compression to octane or not!
I took a college course back in the late eighties that was taught by a cam grinder.
His point was “ effective pressure “.
Finally, a automotive show that is addressing all points around this conversation. Great job guys. Stay with the higher level shows. Your dynamic compression ratio show was great.
*When wrenches get it in physics, geometry, chemistry with a slug of high engineering it becomes a whole other level. You guys are are the PhD in automotive tech, outstanding presentation.*
@@bigboreracing356 I am a newb, no doubt but did find their little details interesting for sure. I was however wondering about the usefulness of the build as you mentioned for say my “grocery getter”
At the end they mentioned that they saw it had vacuum in the pan which somehow informed them that there was no detonation occurring.
If not to much of an ask, can you explain that?
@@bigboreracing356 You are so Uninformed! guys like you tell people they can build engines and then blame the parts when it doesn't run for shit or blows up..PASS! NEXT! avoid this doof like the Aids It is!
@@bigboreracing356 I can't Beleive they bolted those heads back on. Lol
@@toddbridges7430 No blow by past the rings which causes a positive pressure in the lower end.
@@bigboreracing356 A compression test will show the dynamic compression only at cranking speed, which brings up something these guys don't understand - an engine running in it's power band will not have reduced dynamic compression. Air has inertia, and continues to flow in and fill the cylinder after the piston has started back up in the compression stroke, which is called the ram effect. That is the whole point of single plane intakes and tunnel rams - enhancing the ram effect, resulting in greater cylinder filling, even exceeding 100%. It is only at low rpm that air gets pushed out of the cylinder and back into the intake manifold on the compression stroke, resulting in less charge and reduced effective compression.
I would love to see a build using the absolute minimal amount of tools: floor jacks, no power tools, etc. I think it’d be very informative for younger enthusiasts who can only afford the bare basics along with being an interesting challenge for y’all.
There's another program on this channel where they do that fix people's cars in their own driveway.
Roadkill does a lot of that
Except don't forget the block washer and sunnen bore hone lol. We all have those in or garage right?
Yeah, this isn't a budget channel, nor should it be. As stated, there are other shows to watch.
@@slowpoke96Z28why can’t you just take your engine to a machine shop to get it honed and cleaned? No one expects you to have specialized engine machining equipment.
Great to see the traditional V8 engine tech! It’d be really interesting to see more “non-traditional” builds. Something like a Subaru or Porsche Boxer motor or even a rotary. I think it would be really cool watching the guys go outside of their comfort zone!
Won’t happen. Biggest reasons are cost, availability and interest. Building those…………other motors are just not cost affective hp per dollar.
Newer boxer engine build would be cool
Shpeek up librul this murca crank hogs divorce barb drink beer tree fitty smol blocc hog cam camul hump heads
They’re a nationally syndicated television show, I don’t think I’d be too hard to find sponsors to support a build if y’all are worried about money. ARP, rock auto, autozone all support boxer motors. Also why does it matter how much power they make, it’s about showing how a motor is built. Incase HP does matter (for some reason) it’s not too difficult to make 500+ on a 2.5L turbo Subaru motor on 93 oct. 650+ on water/methanol which would be super cool to see
Everyone loves a good rotary
The 350 was always capable of making alot of power naturally. These engines were awesome.
Are awesome said the old sporting a 70 Lt-1
Knowledgeable, no-nonsense, skillful. Highly enjoyable to watch!
IF at all possible, it would be nice to see both cams used and the crank key used in each position and see the data that may show what it does and benefit us for our project vechiles. Keep the hard work up!
ya i wanted to see if they had to dial the timing back with the smaller duration cam because higher dynamic compression. and just to see how it compares
Toyota Tacoma has an engine with variable valve timing. It adavances the cam timing when you get into it and it runs like a V8 engine and runs like a mellow V6 engine when you're just cruising
@@Michaelobama184 and they last 500k miles
And for a little more money thrown at the rotating assy to stretch to 383 it would have been a huge gain in HP & Torque.
The horsepower wouldn't be a whole lot more, but the torque gain would be better
Doing a 13.0+ compression engine build to see if it runs on pump gas without detonation becomes a moot point when the total ignition timing is only 22 degrees! Chevy 350 builds normally make max power between 34-38 total timing.
Regardless, I NEVER get tired of watching people build engines!
You want the most power, with the lowest timing number, which showcases how good the head/combustion chamber is. Many ultra HP engines run 0-15 degrees total at WOT
@@erikradzins It will be lazy off low rpms we run as close to 28* as we can given the fuel quality. It might sing on top but will be lazy getting there.
I pretty much agree. They should have went up on timing, until they felt it was getting into detonation. They would probably also seen, the engine running after the ignition was cut. The power they made was not very impressive, and they could’ve made a lot more. I hope they continue with the R&D here
The intake center line is not proper for anything. And no engine builder would do that on purpose. Another reason, why it was dismal on power. Honestly, I think they were setting themselves up for the most possible gain, when they change the camshaft
Another interesting test would be, to put the intake centerline where it belongs, on 107, and add some E85 to the 93, making E25-30
@@ED--wh8zt I use both calibrated knock sensors and pressure transducers when I am tuning ultra HP stuff, or things that are very very expensive. For lower HP common stuff reading plugs and using a loaded dyno work just fine.
But 28 degrees is ONLY realitive to the head, bore, compression and camshaft being used.
EXAMPLE: I have had an engine come to me that was at 32 degrees total advance by the previous tuner. However that engine made peak HP at just 24 degress with no detonation. Then under ultra high heat/load situations it actually needed 21
Needless to say, that 32 was excessive, and uncalled for. And why the engines life previously was only a matter of months. The current engines have now lasted 4 years and counting
Let's do a parking lot build and one dyno pull, then rebuild the entire engine for one video. Stay tuned for next week when we freshen up a Ford 300 i6 using a whole new everything.
One of your best engine build and explanation videos, ever. Long live the SBC.
Damn, that torque curve! I learn a lot from these videos and i’ve been around engine builds for 20+ years
Pro tip.
If you need to remove the heads off an old junkyard motor. You're going be rebuilding anyways. Leave the valvtrain untouched and start unbolting the heads. The spring pressure will help lift/separate the heads from the block.
You most likely won't even need to you a wedge to get the heads separated at that point.
you never have even worked on a engine before the valve springs will not help the head come off lol
@@timmensch3601 I take it you've never tried this with a pushrod motor.
It works lol.
@@timmensch3601 The valve springs leave tension on the pushrods. That helps lift the heads.
@@timmensch3601 Commentor fail. With the valvetrain still in, some valves will be held open by the cam and pushrods, resulting in the springs helping to lift the heads off the block when the head bolts are removed.
@@timmensch3601 haha- I bet you’re single.
i can still remember building my first engine and how i felt the first time i heard it startup and run. i bet if u look close, u can still see the wrinkles on my face i made from smiling so much.. lol
327 2bolt main block, small block Chevy, stock GM rods,, cast pistons, 23° heads, 14:1 compression, pump fuel, 7500rpm, street driveable, drive it to the shops, drive it to the track, drive it home.
So what would be the Dynamic compression in that engine if it has a theoretical static comp of 14:1 as you said?
@@matiasdamian8106 actual.measured compression mate, and I'm not willing to disclose that information."be happy to build you an Engine for you though.
You would have to have a huge dome 13cc+ with less than 60cc chamber to get 14:1 out of a little 3.25 stroke 327 flame travel would be horrible.
@@ciggsnstrings yeah right? That compression is so high. Btw, did u understand the question i ask to this guy? Idk if he thought that i was hating his engine or saying things against it idk, what i asked is that the guys of powernation said the static comp on the 350 was 13:1 but the dynamic was 9.1:1, so i asked as Brenton said the engine was 14:1 i assumed he meant the STATIC compression was 14:1, not the dynamic
Counter productive, I’ve got 10. To 1 dynamic on a 302 ford, love eaten shevys, and I’ll govern the engine to 6000rpm
A good follow up would be to
Run 100 octane and throw timing back into to see how much was left on the table
Yeah. I thought the power wasn't too impressive, as even 9:1 350s with similar cam and heads have made even more power. Then reminded myself that they only had 22° of total timing in it.
The Og Pat done lost weight looking like he's in the gym baby i see you💪🏾💪🏾💪🏾💪🏻💪🏻💪🏻
The Mouse is a very compact motor and much better looking than a LS.
I agree im 58 and have always had a 350 chevy in my life
I dont give a hoot what the engine could look like, it's what it can DO that interests me. 🤷🏻
the Kid seems to be fitting in awesomely!!
Love the show, love what ya cover
Makes great torque down low and doesn’t need to rev to the moon. Would feel great on the street, probably feel about like a big block when you put your foot in it
Honestly I appreciate builds like this.
What If honestly love to see more builds with stock heads and porting vs aftermarket this and that.
They have done that before youd have to look back
@@bradenkowal8117
I know but its far and few in between.
I feel like most people are using stock heads
@@myid9876543 the poors..lol i just spent $2,599 on 38cc TrickFlow heads n $700 on stage 3 MHS TFS cams for my 2v, next is a 3k stall converter n gonna have a fun P71 to smoke all them imports n domestics who want to run me on the street..
Waste of time.
I made 431hp and 430 torque out of a true 350 ci sbc with a set of port by me iron eagles and a Howard cams hydraulic roller cam with a 10-1 static compression ratio I honestly expected more
What cam and intake? What's duration at .050
That’s still impressive
Sounds like a lot of work. I had someone hook up a computer to my car and it made +50hp +80lb ft, gotta love factory turbocharged engines
Naw man, 430 from 10:1 running a hydraulic is great.
@@grandmasmalibu
Need E-85 fuel ⛽
Love these guys! Another one in the books! Very good info. Im building a 12.1 to 1 compression pump gas 572 BBC. Gonna put it in my C10 for bracket racing.
Hopefully it makes more than 1hp per c.i, like this sbc
Same here people, for years and through different, names, people, times, etc. This was a great staple to watch to start the day and then do some work on something, but as with everything else it is getting to be all about the money 💰 and what you want to spend to watch a show or movie on TV. Used to be able to get a great choice of channels and shows on regular TV. Now he it to pay extra , buy packages, and upgrade everything just to get a couple of channels and movies. Sad part is people can't wait until it comes out, so they pay hundreds of dollars every month to get the latest, greatest, and new releases. Just like everything else people will just pay it or do whatever is necessary to get or see something on TV. The more they take and choose for you the more they make. Great Labor Day weekend to you all and I hope that you are able to enjoy your weekend.
Badass!! Anything over 12:1 on pump gas 94 octane is badass!!
The clearance is usually built into the piston, in other words, if they need 3 thou. Measure the pistons so you dont make the bores to big. We usually go 1 thou. More in case the engine gets to hot. Saves scoreing on pistons or cylinders
Sure for the build and understanding static and dynamic compression on 93 pump gas with a efi kit. It's a good test. BUT to any person off the street they would just laugh at you 13 to 1 412hp on the engine dyno. Put it in the car it makes 340-355hp to the wheels.
depends. if its in a 240z well that thing only weighs 2500 maybe
@@KingJT80 yeah and then some guy with a 6.0 ls in a foxbody blows you away at the traffic light 😄😄😄
@@BigUnk85 depends on what's done to the 6.0.
I am watching this again and I see Frankie is adopting Pat’s pocket-full-of-pens.
Love that one camshaft, one chain
And zero sensors or computers. Just 1 ignition module that most likely won't go bad.
Ive learned so much from these shows over the last 15 years its incredible and ive never built or worked on an engine unless its spark plugs or oil change, keep up the awesome shows and keep it simple like you do makes watching so much easier and a pleasure to do so
Ran the same a similar set up in a different engine on 87 and had no issues with it ever. In a daily driver so yea 25000 miles a year. Drove it 4 years before before I checked everything and did gaskets and a little cleaning and that was it.
You should grind the top of the center oil gallery, because some of the double roller timing sets will contact it and rub some metal into the oil and may cause bearing failure !
Man, Pat seems to be reversing in age. Dude looks better now than he did 10 years ago.
these episodes are a decade old
I really loved the Ford FE builds they did with the Trick Flow heads, the Track Heat single with the carb and the dual 445 with a bigger cam and a 2/ 4V Fitech injection that was really strong!
First car I bought myself was a 75 Duster. Loved that car
I put a turtle shell on the back of a frogs hind end, but i couldnt take him nowhere. The concept was about as handy.
Great episode. You guys hit on so many important topics.
Love to hear the idle...and know the vaccum✌
The longer Frankie hangs out with Pat, the more pocket tools he acquires...
They should try a solid roller with a 108 LSA that will bleed off low speed compression and help with high speed scavenging with good header and collector shape and length.
The young man is learning well love it 👌
This was an awesome video! I wish you were still on TV on the weekends.
Should’ve dumped in some race fuel and timing for a nice Street vs Strip comparison!
I agree. Would be nice to see the difference for us poor folks who wanna run pump gas 95% of the time, and for the 5% of the time were at the 1/4 we can let her eat!
Chevy Powaaa! Nothing better!🇺🇸🇺🇸🇺🇸💪💪💪
Thanks for sharing on the compression subject.
So I guess the high CR’s also makes it more fuel effecient and gives it better throttle response?
You two are awsome 😃😃🙏🙏🤘🤘👍👍
Great episode. Would be interesting to see EGTs. And what putting it on E85 and more timing would do!
I was thinking about this also.
Switching to E-85 on an N/A engine doesn't do a whole lot for power production. You will see a little more torque, but that's about all.
Now, E-85 on a boosted engine compared to gasoline, Hold ON....
How about using a duel fuel E-85 to warm up on then switch on the propane to keep those expensive parts clean!
Heck yeah!
Also, pat that can toss got me good 😂😂😂😂😂😂😂😂
Great entertainment with 22 degrees of timing. EGT's are probably through the roof. Let's see how she runs on Race Fuel.
EGTs are moot in a gas engine, this is not a diesel engine
@@TheRoadhammer379 With 22 degrees total timing, this thing will overheat the first time you approach a hill (and this would be shown in stupid high EGT's).
Installing the cam straight up (ie, evenly split overlap) plus a set of heads with correct combustion chamber volume (cc's) and correct ignition timing (eg 36 - 40 degrees) would net a much more powerful and driveable small block.
So for $5K you can get the same amount of power as a $500 5.3 LS with a cam.
Go spe ND 500 and show us
@@hankclingingsmith8707 i was also wondering where he’d get and LS for $500…
@@pear586if you can’t find a 5.3 Gen 3 for $500 there’s something wrong.
@@hankclingingsmith8707Richard Holdner has done it 500 times on his channel hanky. You can’t find a Gen 3 5.3 for $500 at a scrap yard?? E-Thugging has got the best of ya lil Hank!
5 years ago 500 in the Midwest. NOW 12 to 1700 running. Not a junk. You prove it. Holders videos are years old. Today prove your worth and do it. Reality. Anybody can move their lips like a prostitute
You guys need to do up a 418 inch windsor Faux 289 HiPo build. Use the K-code air-cleaner exhaust-manifolds and valve covers, use a 5.8 roller block and use GT40P heads with a little hand work and valve upgrades, and use a Summit F303+ camshaft installed straight up. I know a lot of first generation Mustang owners would dig that kind of original appearance built high performance engine 😁
Thsts the same shit done for 40 years
Love the channel and videos I appreciate them keep up the great work
love the video, I would love to see more V6 builds, like maybe a magnum V6 from Dodge, or a 4.0 ohv or sohc from Ford.
Atlas 4200!
Absolutely not lmao
Heck ya! Something different the. A typical small (or big) block V8! Variety is the spice of life! That being said I love the videos here!!
No one is gonna build a magnum v6....they were super turds
You mean engines with no aftermarket parts that hot rodders dont want?
No obligatory Rick riffs! Thanks guys 😊
Love watching frankie and pat work together
always informative . Who has more pens ?
I remember my first car, a 1971 chevy impala. It had a sticker right on the air cleaner that said 245 hp. When I look back at some of the cars I have owned and got rid of I could kick myself. A 1974 Plymouth cuda. 1967 Pontiac firebird. Etc. My friend used to like mopar, he had several super "B"s a charger, etc. I also knew a guy that had s 1969 camaro he said that it only had a 327 in it, but I always wondered how it pulled thr front tires up so far, lol.
i don't go by application for spark plugs because sometimes if not all the time your stuck with a smaller amount of options , i just go by thread pitch and reach which can give you more options. i had that problem with my sportster high cube stroker motor and i needed a cold plug , just going by the application i had basically no good options but by going with thread pitch and reach i had many many more and now it runs happily on ngk r2525-10 or -9 and i dont foul them even running on the street
🤦thanks a lot guys. Putting ANOTHER recipe in my head. Or maybe just adding in the filling.
I rebuilt a DZ small block in the bathtub of an apartment I lived at when I was going to Denver Automotive and Diesel College back in 19 and 72 (-:
Thank you so much I made my engine thanks to you 🙏
I always wondered why they degree a cam when it’s a drop-in and the timing set is not adjustable?
Wake an bake, y'all had me mesmerized 🤣, ggz-🚲💥💨🌴🌴🌴🌴🌴🌴🌴
You gotta make a video using some VP racing gas in That small block Chevy with those 13 to one pistons
Pat has 2 shirt pockets to remind everyone who runs this ship 💪🇺🇸
Dynamic compression works for low reving engines, when you start running higher rpm then volumetric efficiency kicks in when you are getting way above 100% cylinder filling you have to watch ignition timing and dynamic compression and fuel octane. Example, very efficient engines that run above 10,000 rpm can have dynamic compression that will cause detonation.
A lot of information that I was able to hear with very well expressed details. What sealant is used for the valve covers, intake, oil pan etc. Sealants I have used don’t seem to last.
Maybe I would have mentioned making sure that the block and rods are honed if you change to ARP bolts since backyard mechanics might make the mistake of just switching without the added step. Great job. Thank you
look into Yamabond4 and Yamabond5 for your sealing needs. That's all I use in 99% of my engine work when I need to seal something.
@@earlbrown thank you
Great Episode!! More like this!!!
If you want quirky, try the 80's 2.2L/2.5L Turbo Mopar. It'd be cool to see what older tuner engines can do.
That’d be cool. Variety is the spice of life! I’m all in for something (or anything) different then a typical small or big block V8. 😎
check out Richard holdener for 2.2 videos
@@Ian_Mag IMO, the biggest reason to stay with the small block V8s, especially the SBC, is money. Parts are cheap and plentiful. I would love to see a serious Oddball. A 2.8 GM V6. GM did use them in their racing programs back in the day but you can bet the parts would be unobtainium and not a lot shared with other engines. At least the 4.3 shares with the SBC.
Those things were garbage... 🗑
@@davelowets They can be. Old tech has its limitations. Although, with the right setup, it'll hurt feelings on a daily basis.
For the c.i. the LSA is too wide, because it is a pump gas engine the cam was ground that way to be able to use the pump gas. For a 355 or 358 c.i. with a 2.10" intake valve (the heads that suit this compression) you would need a 107* LCA and then base your LSA from that if you want it ground in advanced a certain amount or whatever. Valve events need to be within a degree for best results, of course you could make more heat especially with more head and intake packing the cylinders with 13:1 and timing events being spot on, could create the need for more octane, however it also may not depending on duration and how relaxed the valve action is. Go ahead and drop that LSA on that cam and get more torque and hp. Go ahead and slap on an edelbrock Super Victor II on there with a brodix 221cc head. Use a large XR comp cam as a base then tighten up that LSA. You won't be sorry.
Agreed I wished they had used between 106° - 110°
Great video, I like your professional approach and great timing tips. Please be more attentive to your safety and build a fan shroud to be safe
I would love to see that high comp 350 run on race gas, e85 and methanol to show what it will do with compression and race fuels 👍
How about using a duel fuel E-85 to warm up on then switch on the propane to keep those expensive parts clean!
Great episode. Had been wondering how my Coyote engine could handle such a high compression on regular pump gas - that and variable valve timing to accommodate different temps must be the answer. It sure is a different beast on cool days as opposed to hot ones...
Early hour's of the morning is great lol. Dense cold air the engines love it especially a Diesel
I think you could probably just have a hot temperature tune that reduces ignition timing slightly.
@@bigboreracing356 Yes, this episode taught me about effective compression. Coyote also has port injection - was thinking most exotic thing it could do to reduce compression would be to turn off port inj. keep exh. valve open a split second on compression then use direct injection only - but not sure. But, I mean 87 octane 13:1 100+ degree days and no pinging..? I still only use 93, though. Just when we 'perfect' gas motors and electrics are coming.
@@patrioticaussiesams8581 Makes it hunt all the more for traction as that means cold pavement and tire temps - all fun though.
All engines are
I love how they're commenting on how nice it is and how nice it ran. Guys it had a few dyno pulls on it I hope the crosshatch looks good I hope the pistons look good etc
@7:44, the intake gaskets are put on backwards. The block-offs should be on the back side. Surprised it didn't overheat on the dyno.
It’s not a place you look at paintings, so it’s oil galley not gallery. I was building race engines back in the 60’s . Also, it’s not pound feet it’s foot pound. Rookies
Excellent tunage fellas.
enjoyed the video
chevy 383 made 500HP NA engine on 92oct -w- Accel super coil and tri y headers 292 cam and secret heads
Few points in mind:
The engine made several dyno passes and was disassembled. Not surprising to find it clean and new inside
The only part reused was the block. I feel like it would’ve been best to just get a block then you’d have 2 engines instead of one engine and a parts bin full of parts that you intend to reuse to make essentially the same engine again.
It was cool that you guys built an engine with the technology that the average joe has, but it makes me feel that you had little confidence in the build due to the reasons above.
I don’t understand how we’re willing to spend thousands on components but worry about saving a 30 dollar gasket.
It’s an awesome channel and I don’t think I’ve missed an episode. But you built two engines and ended up with one. And most of us can’t do that
I'd love see what can be done in technical terms to build a small block Chevy that gets the best combustion / fuel mileage. I was an aircraft mechanic for 32 years. In college which is an aviation /university, the curriculum I was in included a heavy emphasis on physics. We studied physics in relationship to piston and jet aircraft engines. I was a car guy from the time I was a kid, so when learning the physics of volumetric efficiency, my interest was being peaked.
I'd like to know more about the fast burn cylinder heads and what combinations of intake and exhaust systems work the best with them, for given displacement /rod length/stroke/ effective stroke, and so on.
4:20 - 👍 for getting that right! 😊
18:20 -ish, with high compression pistons and/or heavy head/deck cuts it's important to check for piston to sparkplug clearance - if it's close it could just be a slightly closed up gap but if it's bad it could damage the piston, or worse.
29:45 - close but not quite - you have to figure in the angle of the crank journal and connecting rod length as the piston position is governed by them - it isn't anything like the sinusoidal curve a simple crank angle would suggest.
Very good power and torque numbers - what was the BSFC, i would expect that to be a little better than average, and for a street car it should give good cruising MPG, too, which is getting important with prices as they are?
I would love to know the BSFC.
Could you put a 400 crank, just to see if horsepower would stay the same, or improve. On that 360 Chevy, doing the smaller cam, and then the larger cam??
Be nice to see them do a Gen 2 LT1 instead of an Gen 1 350 or LS. You can run 13.5:1 all day long with pump gas. I'll even donate the block if I can have it back when you're done. Or go really creative and find a LT5. See what you guys can do with that.
Sure, you can if you want to give up a bunch of power.
Hell, I could run 15:1 on pump gas, but a properly cammed 10:1 motor would walk right by it.
I’m hearing that! I have a 96 Impala SS. So my LT1 has cast iron heads. I think it’s important to keep it numbers matching since I’m the original owner.
Man I love this show
I'd like to see you guys build a first generation 1uzfe which are Super plentiful and super cheap over 1 billion dollars invested in R&D because it was originally going to be an F1 engine super reliable engine capable of a million miles would love to see you guys put your magic on one of those in a turbo or supercharged you pick I would love them all!...🍺👍❤
Super cool story bro
I’ll never understand when doing a complete engine rebuild, why don’t these guys install the cam first? It’s what I always do and it makes installing the cam so much easier.
Pat is talentedI feel like he could build a jet engine in his backyard
Dyno results could have been comparable with a fraction of the price for budget builder if you guys started with a stock 880 Vortec headed 350. Threw in ARP hardware and an aftermarket camshaft
Your telling me that I would not be able to drive it back and forth to work 😔, bummer on the building a car for taking it to the track on the Sunday morning for it wouldn't be competitive and it wouldn't hold up the ride of 3 miles round trip to and from work. Have a great morning and rest of your weekend.
Ran 13 to 1 in 327 with green strip corvette cam in my daily drive back in the day on pump gas
Never had a problem
Keep doin what you do
Really good video 👍
They act like a single plane intake is a sin on the street when in fact the added plenum volume with a single plane would really help at idle keeping the reversion factor down that happens with too much bleeding off of the compression stroke. With the bigger cam they never used a large single plane intake would work great. Would like to see those numbers!
with , 6" rods, 65cc chambers, O.O38" compressed gasket, zero deck, 3.48" stroke, 4.062" bore size, 12cc total on reverse dome or pop up dome pistons, for 13:1 static compression you would need 306* advertised duration to get 8.87:1 dynamic compression by pat kelley's calculator, and that is still on the high side of pump gas, and probably nearly a full point higher or lower with other calculators. this is around 200-400-600 feet elevation. be sure to gap your ring at O.O22" instead of O.O18" to allow pressure to escape between 1st and 2nd rings. Generally target 7.5;1 through 9.5:1 dynamic compression for pump gas depending on the calculator thats what i have been told anyway. 175-205 psi depending on the engine for 87-93 octane. This is very vague, heat , elevation , timing, cooling system, oil and gas quality all play a role in pump gasability and that is after the engine is perfect. Chevy 355's and 383's with 6" rods do great with great heads and cool cooling and handle 205 psi with vortec heads 10:1 and XE274 cam on a 355.