We call you what you are a master mechanic, and you are also a master at your craft. You are known worldwide, and you earn everything you have Nick. You have never failed anyone, and your fans have the utmost respect, and we love you from PA.❤
That was an Awsome Set of Episodes...... I Appreciated This chance to Learn Some New Insight on Engine Specs And Clearanceing.... Nick Your The Greatest.... God Bless....
I agree. I'm a lot like Nick. Started racing and building muscle cars in the late 60's. I find Nicks videos very interesting. I was also an ASE master dealer mechanic in the 70's. I think Nick is a very sharing person and reminds me of my group in the 70's who have become my closest lifelong friends.
why half of engineers hate yota 5sfe heads and other half love carving out 5s head for 4-600 torque?? Its as fast as a sr20 eco build. why automotive blasphemy
Mr.Nick ,you are no hacker ...You are a Master Master Mechanic. You did what is a required to correct the problem and help with the owners budget . Most Mechanic's today would have no idea how to do this . Done seen you build and repair to many engines here . God Bless You Mr.Nick !!!!
Back in the 80s I did a lot of work on BB mopars. As a matter of course I did some bowl porting and milled the heads 0.025"/0.031" on the intake face. This was per the direct connection manual. The intake face milling was done to ensure that the intake lined up properly. I milled a few engines 0.035", mostly 400s with their terrible low compression (some were as low as 7.5:1), and milled the intake face accordingly. It always perked the engines up. I did one '73 Charger Rallye 440 where I found a pair of '67 closed chamber heads. That plus some bowl porting plus a hemi-grind cam, and tuning, made a massive difference to that car. I am firmly in the camp that increased compression always works for more power, and think that engines should be built with the highest compression practicable with the fuel available.
When cutting valve reliefs in the piston like this - run a string around the piston side gap, grease it like you did, then when cleaning the shavings pull the string out and it will take any shavings out. I really liked the multi part series on this engine. I'll bet that with a set of small tube long primary headers it would approach the 425 torque with this cam. Yeah - finally 400 tq!
Nick you never cease to amaze me. You’re a true master engine builder. Every car manufacturer inflated the hp numbers back then because hp sold cars. Live long and prosper.
Pontiac unrated their engines to ,especially the Ram Air series Engines ....Those were the day ..buy a Race Car from the factory back then ...Love those old Big Blocks !!!!!
These numbers are fine for stock intake and exhaust manifolds... the factory numbers were with headers... The Roadrunner 383 Magnum was actually under rated at 335 HP... advance the ignition timing from the factory 'granny' settings and it was more like 360 HP...
@@JeffKopis Everybody fudged their numbers back in the day, they were trying to sell cars. Insurance companys stepped in and everyone suddenly lost power.
Sometimes, but like for an example, I had a 70 pontiac tempest t - 37 that had a 2 barell 350 single exhaust that ran like a scaled cat, but only rated at 255 h.p .
I remember one of my old friends that was working for Chrysler in Highland Park Mi back in the late 60's early 70's as a dyno mechanic and had a ton of dyno experience. He told me several times years ago that the 440-6 actually peaked way over 390 hp and over 480 ft-lb and was close to 430hp and 505-510 ft-lb. on many engines he witnessed . The advertised 390 was @ 4700 rpm and the actual hp was at peak at 5600 rpm. He also told me that the 335 hp 383 actually made about 345-350 peak true hp and about 435-440 ft-lb of peak torque. It is no wonder back then that the 383 Road Runners would out accelerate a 396 350 hp 415 ft-lb torque Chevelle. It is strange that this engine with an upgraded cam (maybe +15 hp over a stock 440 cam which the 383 /335 came with), good set of 440 heads (906 castings), milled heads for lower combustion chamber cc, more compression , 750 Holley HP etc can only produce 350 hp and 400 ft-lb. This is really a mystery. I know the stock pre 1968 383 engines had a milder cam, lower valve spring rates etc and produced less hp and torque than 68 and up 383 engines.
Perhaps the heads have had a port job that was not good and killed the cylinder ramming, its why hp is ok but torque is off. Or the lobe sep is too wide on the cam. I don't know that spec was ever revealed.
This is what I just love about Nick: he DOESN’T give up till he gets what he’s after!!!! No WONDER he’s so sought after!!! I saw something today I’ve never seen before: fly cutting pistons. Didn’t even KNOW it could be done the way I watched Nick do it. Nick, you are the GURU!!! I think Nick could enter the Engine Masters challenge and win or at least be in the top 3, but, he’s so busy, no way he’d even have TIME lol. Anyway, Old Weaky ain’t weak no more!!!!! Kudos, Nick and see you at Carlisle!!!!
Success with Ole Weaky increases Prof. Panaritis' credibility. We all are witnesses to his knowledge and dedication. Now we see his ingenuity at work. I'm inspired and enlightened to apply this mindset and ethic to my own life.
I wouldn’t hesitate to bless this engine,(with Nick’s approval first), “Ole Weaky 383”. This engine has more publicity and provenance than 99% of the engines out there with one name given to it out of the love for chasing more power. One “Nick’s Garage” sticker seals the legend that this daily will have which no other will.
You balanced all factors in a real life situation with a customer, budget, improperly decked block from chrysler, etc, You didnt have the ramchargers engineers and unlimited budget , an a perfectly blueprinted engine and a hundred tries to get the torque figure as Chrysler may have. Plus you know dynos can vary and you dont have the same one they had. Its hard to say what Chrysler did back in the day, or if they looked at their competitors torque figures to influence any results or decisions The point is that you are in todays world with a 50 some year old used engine, and a real live customer, . And I enjoyed the process, the decisions and leaned a few things too.. You have morals which so many business owners lack these days. Keep doing things the way you did this challenge.
"I love the smell of burning engine block paint in the morning, it smells like victory." 36 degree timing seems to be a sweet spot for many B series engines.
36 degrees seems to work for most pre-Vortec combustion chambers... even up to 40 degrees if compression ratio is low... Vortecs like 28 - 34 degrees... as testing determines...
You’re the one Nick you are a master mechanic good for you. You’re never gave up. That’s what all us old timers are like never give up never given. ! That’s what my grandfather taught me and my dad and I use that no matter what I did in life And I teach my grandsons to do the same !
"Old Weaky" The 383 has proven temperamental To some folks the numbers might seem inconsequential but when Nick sets himself a target his determination is elemental Hes done the valves replaced the bullet cam Now he's upped the compression he's divised a piston modification plan This is the end of the "Old Weaky" drama of Nick's tricks there's a whole panorama I've been hypnotised by the saga Thanks Nick Shout out to George and Congratulations Joe It's not what you know it's who you know
Well the strangest thing about this 383 to me is oil leak went away on its own + Nick you gave it your very best to get the number's up to specs.....An congrats on that.....Thanks Nick and George the camera man..... Shoe🇺🇸
Could the seal have been self correcting? Heat syncing the block caused the seal to expand? Was the leak coming from the retainer or further up in the block? It way have been residual oil? No, because he didn't remove the crankshaft or retainer. I DO NOT KNOW
You didn't give up and that's what counts! GREAT JOB NICK! That engine is gonna be great for the customer. And of course, for me and many others, ANOTHER GREAT DYNO DAY AT NICKS GARAGE ! ! ! Thank you!
Good afternoon Nick & George, Happy to be here for the continuing saga of Old Weaky , the low power 383. I have been waiting for this episode, to see if this engine will finally produce some decent torque numbers. Nick's Garage is a great place to be on a Monday. I hope that you guys have a great week. Here We Go!!!
@@stephenholland5930 Oh my goodness! I had no idea that it was still at Nick's Garage. It was completed almost 2 years ago..... No wonder Eugene has not responded when I asked him how he is enjoying it.... I wonder if he has even driven it yet....
Nick, you're no hack!! Back in the day, Mother Mopar knew everyone would use headers. I bet they got those numbers by testing with HEADERS. In any case, they knew very well what the 383 is capable of.
Boy I sure look forward to Monday Nights at Nicks. I learn new things every time I watch. And I have been putting engines together since 1976. 318,340,360,383 and 440. We used to street race in the 70s. My first car was a Hemi Orange 72 Duster. I built a really stout 318 and drove it through High School. My last year in High School I bought a 69 R/T Charger 383 to compliment my Duster. Me and my younger brothers along with my best friend built that 383 up pretty good. 2-4 bbl carbs,headers and a hot ignition. Hit the streets with thoughts of drag racing on our minds. Thanks for a brief trip down memory lane Nick. Now I will climb into my 70 White Vanishing Point Challenger and get some ice cream.
Honestly Nick, you're the most amazing, humble and dedicated professional I've ever seen! There's some really good content out there, no doubt!, but here, it's just something special!!!
Hey Nick, greetings from Brisbane Australia. As a Mechanical Fitter myself, I totally agree with you. The grease around the top of the piston will catch the swarf.
It's always an adventure at Nick's garage, what an awesome place! Looks like the final chapter for the not so weak, "Old Weaky" 383? The torque curve looks great, and this engine will pull through the gears. It's not only about max torque and hp, it's also building good power getting there. The 383 is an over-square engine, so it'll wind tight and build good power, which this one does!
Another great job , this is what customer service looks like. I know for a fact that Chrysler pointed their Dyno down hill and used a tailwind to spec out those engines.😜
Isky cams used to rent that tool because I used it before and it worked great they had some kind of spiral cutter on the bottom of them and they worked really good
Nick we did this process on a 289 Ford after putting 1.94 in. valves in early 289 heads . We had a local chainsaw shop solder the cutters to an old 350 intake valve. It worked like a champ. The engine is still running today down here in Brenham Tx. Love watching ya'll apply your knowledge to real world projects .
Most expensive low budget engine in history considering the man hours spent on it from Nick and all the video production around this one project. Not complaining at all… love the content and old school ways.
Did this exact thing to a 302 build back about 10 yrs ago. Needed just a little more intake clearance for 2.02 aftermarket aluminum heads. Worked like a charm. Welded my own cutters! Lol
Good…no…GREAT JOB Nick! You went way above and beyond to get that 383 to where you knew it would satisfy your customer. That’s why so many people come to you from all over the place. You have high standards and a love for these legendary machines from a very special era. We might never relive that era, but we can still drive those cars and re-capture some of that magic.
What a fantastic display of the amount of work it takes to improve a stock engine! While that 425 mark was elusive I believe this series served this channel well! I’ve had numerous back and forth conversations with other viewers of this channel and everyone of them had something of value to state. Most of all I felt we all kept it professional and respectful towards one another and to me that’s gold. Bunch of good people are following this. I don’t think Chrysler fudged their numbers at all. Nor do I think this engine will not make 425 lb/ft of torque. I think it’s making it now. Just environmentals making it tough to see. One thing I know about these stock heads is they have smaller than optimal cross sections in the intake ports. Good for velocity and torque but the moisture in the air is taking up some that space right now and reducing power like we are seeing. A different day with better environmentals will likely show a big difference. I’d be interested in knowing what the weather report looked like the day this was done. Additionally I think that crankcase ventilation would show a significant difference but I think it could be stepping outside of the factory stock realm. Great job working the problem and showing us all. I had fun watching this series and visiting with others about it.
Dana "60" Glass. I think the end results of this '70 Roadrunner 383 were incredible. I think the cam choice, head work, and hitting that sweet spot with the timing made the difference. Going almost 20 hp over stock running manifolds is amazing along with hitting the 400 torque. Just goes to show that Chrysler tested this 383 with headers to get the torque at lower rpm. Great job!
Great show! From the previous video, I did not understand how little material you were removing from the pistons. And the same amount was removed from each piston, so there was no imbalance. Great job!
Well Nick , you certainly busted your butt on this 383 to get 400 ft lbs. You did well beyond the factory build as stock . 1969 and 70 showed 425 ft lbs for both 4 barrels options , EXCEPT the compression in 70 dropped to 9.5 to 1 and the claims of 425 ftlbs of torque for 69 and 70 remained the same . This would not be possible . I noted the HOTROD 383 stock build never reached 400 ft lbs, let alone 425 ft lbs. All of the big three automakers played with power numbers , usually lowering the actual power ratings , specifically for car insurance costs . This is also why chrysler produced the Twister for example , a Duster with all the goodies on the outside , with a slant 6 . My congratulations on your hard work . You certainly have proved out the rated torque of 425 ft lbs was and is incorrect from chrysler . Hot Rod couldn't make it either so don't feel bad . Scottinsoca
Great Job Nick. A Master at the craft of engine building. Nick is the best at getting what he wants out of an engine. Nick is the best at pulling all of the stops . A True craftsman . You are the most respected individual for engine building. Matt from RI
I have a Sept 1968 Hot Rod magazine with a 383 Roadrunner Stock Eliminator build. They had to notch the pistons .090” due milling the heads and decking the block. In the end the car ran 13.18 with slicks and 4.56 gears.
You’re a bulldog Nick and I love your videos. You love your dyno and your place is spotless compared to the dump I was working at for a while. Send that 383 !
Great job Nick. I think the engine sounded healthier in the Dyno. Certainly has a better sound. The sound of Nick's Garage Power!. Thanks for sharing the process. BTW, Flycutting the pistons you lost maybe 2 to 3 grams max. That is reciprocating weight and will not hurt your balance. Racers have been doing that for years without rebalancing.. Have a good evening. 👍
We have had some engines with the exact same machine and parts be a 15 - 18 hp and up to 25 pounds torque difference. Anytime you mass produce a product you can and will have minor differences. Seen some Hemis easily hit the 460 hp and others struggle to get 420 hp. A few thousands here, few thousands there, factory intake and heads with flashing inside the ports, the list is long. Congratulations on achieving your mark brother, well done.
Thanks for that, Nick and George. That's one of the steps I had to do 40 some years ago to adapt Buick 350 hi compression pistons to a 231 V6. Guess where they cracked when the nitrous solenoid froze open. 😳
Prof. Nick, You assessed the situation, identified the issue, isolated the problem, theorized a course of action, sought council of said theory, and then executed. That is Master Master work. Im always learning something new with Uncle Professor Nick Panaritis.
Nick, I used to build circle track race motors back in the day from stock blocks (IMCA Street Stock etc). I would degree the cam on every cylinder to make sure the block was machined correctly from the manufacturer. If the cam bore is not machined parallel to the crankshaft from front to back it throws each cylinders ignition timing and cam duration, lift and centerline off. you'll never get that motor to perform up to expectations. I tossed probably 1 out of 5 blocks due to improper factory machining and casting core shift. I've got a hunch that you have a poorly machined block with a canted cam bore. Love your channel!!
@@nickpanaritis4122 Great job ! I feel kinda bad for asking this but did you check the advance curve in the distributor ? I see you always check with timing light etc, but if the dizzy springs are stock (stiff) it won't hit 36 degrees at the low RPM you need for torque. On RB engines, i swap in 1 very soft dizzy spring from speed shop & the other spring use the chrysler factory spring with the elongated end (found in some smog era dizzy's). This gets you full 36 degrees advance by 2500 RPM.
Good stuff! I did the in engine fly cutting deal, using painters tape instead of grease, and finished with a Dremel. I finally did get 415 ft lbs out of my 302 Ford, though.
Nick said cut the piston I thought he meant lapse the valves but nope😅! The man is a master-crafsman! I learned a new technique from this video, thanks for the content Nick👍!
Nick you are absolutely the best! If anyone you can get the ole Weeky nursed back to prime health Dr Nick can! You truly are A Dr in this field & have a PHD of hard knocks & over the multiple decades of healings the sick & wounded, neglected, or forgotten dreams! Nick can, & he will get it back to the best possible in all areas of process of a combustion Eng. From the Suck Squeeze Bang Blow of any 4 stroke Nick truly is the Einstein of the V8! Appreciate your efforts and quality content you create Nick & Crew! Glad to be on this journey of learning! Its more then i could of ever acquired "Ever"in my lifetime! I Ty for that! Luv&Peace, Sean&family Cheers!🍻 Our friend to continued health, happiness & success I truly hope to meet you & your awesome & amazing crew one day! 💛✌🏼🤝🏼💫
I have to admire that dauntless spirit you have and yes you reached your goals! congrats Nick and this is what keeps me tuning in to your videos! Great work!
I love the dedication and learning on this 383 build. I have a 1969 383/335 H-code out of my 69 Charger and the factory pistons are .005 above deck. This is common on 68/69 model 383's. Now I have it assembled with its original pistons and a felpro .037 gasket along with a small Lunati cam/spring kit. Now I'm worried about valve clearance. I'd install a Bob K (Mr. Sixpack) cam. He'd set you up. Worked great on my 71 440HP and 69 A12 RR.
With manifolds, cut the exhaust seats and valves for 40° seats. Helps blowdown. With that flat of a torque curve, it will pull anytime you step on the throttle. Good street engine.
You will have to have the correct flywheel / clutch assembly or torque converter to either increase or decrease the factory rating unless they were indeed fudging the numbers. Size and weight of rotating mass will affect the reading. Did they replace the crank from the original, etc...😮💨
Congrats Nick for getting the "400". The customer will be super happy. Your determination and patience is at another level. I guess it comes with the age.
Congratulants Nick. Your experience and dedication is amazing. I can't believe the effort put into this weak engine. What a lucky owner. Great video George. By the way, it looks like a drone zipping around the shop at the start of the video. That is really neat,. So happy to see this engine finally meet a minimal rating
I've used Play-doh or modeling clay to check piston to valve clearance on Harley engines. Make a thin disc, press it onto the piston, bolt on head with no gasket, adjust pushrods, turn it over. Remove head and see how thin it crushed the clay. Head gasket added a safety factor.
Good job, Nick! You did as much as you could have done to get the numbers for Joe. I'm surprised you didn't use his carb during the last few runs to show him what the engine would make with HIS carb. Keep up the good work!
I thought you'd change the timing. It sounds well tuned and smooth. Love it. 383 was always referred to as a boat anchor. 340 or 360 was the desired ci.
We call you what you are a master mechanic, and you are also a master at your craft. You are known worldwide, and you earn everything you have Nick. You have never failed anyone, and your fans have the utmost respect, and we love you from PA.❤
Thank you.
That was an Awsome Set of
Episodes......
I Appreciated This chance to
Learn Some New Insight on
Engine Specs And Clearanceing....
Nick Your The Greatest....
God Bless....
How about 4 degrees advance on cam timing Nick?
@@nickpanaritis4122 - Great power for stock exhaust manifolds...
I agree. I'm a lot like Nick. Started racing and building muscle cars in the late 60's. I find Nicks videos very interesting. I was also an ASE master dealer mechanic in the 70's. I think Nick is a very sharing person and reminds me of my group in the 70's who have become my closest lifelong friends.
We are never really mastered mechanics because we're always learning something every day
That doesn't make you a hacker Nick, that makes you an engine builder, old school.
@trevfenn We had a motto in the Army, improvise, adapt, overcome, sometimes you just gotta get things done.
Been a Machinist for 40 years and built a few engines in my time this was the perfect plan for your situation
why half of engineers hate yota 5sfe heads and other half love carving out 5s head for 4-600 torque?? Its as fast as a sr20 eco build. why automotive blasphemy
@@ItsPainnz Begone, Bot !
@@patrickshaw8595 clown
Your a machinist of 40 years and you wouldn't have decked the block?
You're not a hack Nick you got great craftsmanship. Cheers 🍻
Mr.Nick ,you are no hacker ...You are a Master Master Mechanic. You did what is a required to correct the problem and help with the owners budget . Most Mechanic's today would have no idea how to do this . Done seen you build and repair to many engines here . God Bless You Mr.Nick !!!!
This 'Old Weaky' series of videos is great! I love this type of troubshooting exploration into engine performance! Awesome!
Glad you like them!
I love it. Old school power mods. You don't get any better than this.
yota 5sfe weak engine myth. Either the heads can be reengineered or they cant. So how did a handful of engineers get camry 5sfe to 4-600 torque
Back in the 80s I did a lot of work on BB mopars. As a matter of course I did some bowl porting and milled the heads 0.025"/0.031" on the intake face. This was per the direct connection manual. The intake face milling was done to ensure that the intake lined up properly. I milled a few engines 0.035", mostly 400s with their terrible low compression (some were as low as 7.5:1), and milled the intake face accordingly. It always perked the engines up. I did one '73 Charger Rallye 440 where I found a pair of '67 closed chamber heads. That plus some bowl porting plus a hemi-grind cam, and tuning, made a massive difference to that car. I am firmly in the camp that increased compression always works for more power, and think that engines should be built with the highest compression practicable with the fuel available.
I am with you and I agree.
When cutting valve reliefs in the piston like this - run a string around the piston side gap, grease it like you did, then when cleaning the shavings pull the string out and it will take any shavings out. I really liked the multi part series on this engine. I'll bet that with a set of small tube long primary headers it would approach the 425 torque with this cam. Yeah - finally 400 tq!
Nick you never cease to amaze me. You’re a true master engine builder. Every car manufacturer inflated the hp numbers back then because hp sold cars. Live long and prosper.
Except for the hottest ones; they UNDERRATED the 426 Hemi and the L-88 427 and LS-6 454, to keep the insurance rates lower.
Pontiac unrated their engines to ,especially the Ram Air series Engines ....Those were the day ..buy a Race Car from the factory back then ...Love those old Big Blocks !!!!!
These numbers are fine for stock intake and exhaust manifolds... the factory numbers were with headers... The Roadrunner 383 Magnum was actually under rated at 335 HP... advance the ignition timing from the factory 'granny' settings and it was more like 360 HP...
@@JeffKopis Everybody fudged their numbers back in the day, they were trying to sell cars. Insurance companys stepped in and everyone suddenly lost power.
Sometimes, but like for an example, I had a 70 pontiac tempest t - 37 that had a 2 barell 350 single exhaust that ran like a scaled cat, but only rated at 255 h.p .
I remember one of my old friends that was working for Chrysler in Highland Park Mi back in the late 60's early 70's as a dyno mechanic and had a ton of dyno experience. He told me several times years ago that the 440-6 actually peaked way over 390 hp and over 480 ft-lb and was close to 430hp and 505-510 ft-lb. on many engines he witnessed . The advertised 390 was @ 4700 rpm and the actual hp was at peak at 5600 rpm. He also told me that the 335 hp 383 actually made about 345-350 peak true hp and about 435-440 ft-lb of peak torque. It is no wonder back then that the 383 Road Runners would out accelerate a 396 350 hp 415 ft-lb torque Chevelle. It is strange that this engine with an upgraded cam (maybe +15 hp over a stock 440 cam which the 383 /335 came with), good set of 440 heads (906 castings), milled heads for lower combustion chamber cc, more compression , 750 Holley HP etc can only produce 350 hp and 400 ft-lb. This is really a mystery. I know the stock pre 1968 383 engines had a milder cam, lower valve spring rates etc and produced less hp and torque than 68 and up 383 engines.
Perhaps the heads have had a port job that was not good and killed the cylinder ramming, its why hp is ok but torque is off. Or the lobe sep is too wide on the cam. I don't know that spec was ever revealed.
I'm 56 years old an have done this . Them cutters been around for decades . Alot of work but does what's needed . Alot of work tho
This is what I just love about Nick: he DOESN’T give up till he gets what he’s after!!!! No WONDER he’s so sought after!!! I saw something today I’ve never seen before: fly cutting pistons. Didn’t even KNOW it could be done the way I watched Nick do it. Nick, you are the GURU!!! I think Nick could enter the Engine Masters challenge and win or at least be in the top 3, but, he’s so busy, no way he’d even have TIME lol. Anyway, Old Weaky ain’t weak no more!!!!! Kudos, Nick and see you at Carlisle!!!!
Nick, the way it's been done by guys like us!
HAVE NIKO RECHORD SOME GOOD MUSIC FOR YOU, NO COPYRIGHT PROBLEMS, MAYBE SOME BOUZOUKI!
I don't think I've ever seen Nick so excited about a 'fix' as he was to make the 400 ft-lbs. Congratulations Man!
Success with Ole Weaky increases Prof. Panaritis' credibility. We all are witnesses to his knowledge and dedication. Now we see his ingenuity at work. I'm inspired and enlightened to apply this mindset and ethic to my own life.
I wouldn’t hesitate to bless this engine,(with Nick’s approval first), “Ole Weaky 383”. This engine has more publicity and provenance than 99% of the engines out there with one name given to it out of the love for chasing more power. One “Nick’s Garage” sticker seals the legend that this daily will have which no other will.
This is the home of old school. Yes there are other ways but you do what you have to do sometimes.
You balanced all factors in a real life situation with a customer, budget, improperly decked block from chrysler, etc, You didnt have the ramchargers engineers and unlimited budget , an a perfectly blueprinted engine and a hundred tries to get the torque figure as Chrysler may have. Plus you know dynos can vary and you dont have the same one they had. Its hard to say what Chrysler did back in the day, or if they looked at their competitors torque figures to influence any results or decisions The point is that you are in todays world with a 50 some year old used engine, and a real live customer, . And I enjoyed the process, the decisions and leaned a few things too.. You have morals which so many business owners lack these days. Keep doing things the way you did this challenge.
"I love the smell of burning engine block paint in the morning, it smells like victory." 36 degree timing seems to be a sweet spot for many B series engines.
36 degrees seems to work for most pre-Vortec combustion chambers... even up to 40 degrees if compression ratio is low... Vortecs like 28 - 34 degrees... as testing determines...
According to Mopar Performance (and me) 38°
@@bigblockjalopy
38-42 @ 14.25 :1 cn 114 gas
I don't see a pcv valve.
@@ericlarson9397thats where that annoying rattle comes from, the dipstick rattling in its tube 😂
You’re the one Nick you are a master mechanic good for you. You’re never gave up. That’s what all us old timers are like never give up never given. ! That’s what my grandfather taught me and my dad and I use that no matter what I did in life And I teach my grandsons to do the same !
Never seen this done, so simple BUT critical, excellent stuff, Thanks Nick.
That would be Betsy’s 383 that made those numbers ❤ Nick you are the best! TTYs my friend!
This has been a fantastic series to watch. well done sir. Thanks George for the cool drone footage.
Awesome JOB Nick......Old Weaky in Now Old Sneaky!!!!!!! I think you are right on old numbers from Chrysler!!!!
"Old Weaky" The 383 has proven temperamental To some folks the numbers might seem inconsequential but when Nick sets himself a target his determination is elemental Hes done the valves replaced the bullet cam Now he's upped the compression he's divised a piston modification plan This is the end of the "Old Weaky" drama of Nick's tricks there's a whole panorama I've been hypnotised by the saga Thanks Nick Shout out to George and Congratulations Joe It's not what you know it's who you know
Well the strangest thing about this 383 to me is oil leak went away on its own + Nick you gave it your very best to get the number's up to specs.....An congrats on that.....Thanks Nick and George the camera man.....
Shoe🇺🇸
Could the seal have been self correcting? Heat syncing the block caused the seal to expand? Was the leak coming from the retainer or further up in the block? It way have been residual oil? No, because he didn't remove the crankshaft or retainer. I DO NOT KNOW
You didn't give up and that's what counts! GREAT JOB NICK!
That engine is gonna be great for the customer.
And of course, for me and many others, ANOTHER GREAT DYNO DAY AT NICKS GARAGE ! ! ! Thank you!
Good afternoon Nick & George, Happy to be here for the continuing saga of Old Weaky , the low power 383. I have been waiting for this episode, to see if this engine will finally produce some decent torque numbers. Nick's Garage is a great place to be on a Monday. I hope that you guys have a great week. Here We Go!!!
Hi Eugene, how are you enjoying the beautiful yellow Charger that Dr. Nick built for you a couple of years ago?
@@martyg2011 I think it is a '68 Charger 500
@@pappy017Yes! You are correct. Thanks for pointing it out!
@@martyg2011He's not enjoying it because it is still sat in Nick's shop.
@@stephenholland5930 Oh my goodness! I had no idea that it was still at Nick's Garage. It was completed almost 2 years ago..... No wonder Eugene has not responded when I asked him how he is enjoying it.... I wonder if he has even driven it yet....
Nick, you're no hack!! Back in the day, Mother Mopar knew everyone would use headers. I bet they got those numbers by testing with HEADERS. In any case, they knew very well what the 383 is capable of.
Boy I sure look forward to Monday Nights at Nicks. I learn new things every time I watch. And I have been putting engines together since 1976. 318,340,360,383 and 440. We used to street race in the 70s. My first car was a Hemi Orange 72 Duster. I built a really stout 318 and drove it through High School. My last year in High School I bought a 69 R/T Charger 383 to compliment my Duster. Me and my younger brothers along with my best friend built that 383 up pretty good. 2-4 bbl carbs,headers and a hot ignition. Hit the streets with thoughts of drag racing on our minds. Thanks for a brief trip down memory lane Nick. Now I will climb into my 70 White Vanishing Point Challenger and get some ice cream.
Teds junkyard is a few miles from my house.
Honestly Nick, you're the most amazing, humble and dedicated professional I've ever seen! There's some really good content out there, no doubt!, but here, it's just something special!!!
Prof. Panaritis is an active educator. He's working products brought in by actual clients and not models with no practical application or use.
Hey Nick, greetings from Brisbane Australia. As a Mechanical Fitter myself, I totally agree with you. The grease around the top of the piston will catch the swarf.
Been waiting to see the results so far .....can't wait to see George's 6 when it's built
Oh yeah, that's what I'm looking forward to as well.
Mr. George's 64 Chevy Bellair 230 inline 6. (I wrote down, to follow and learn)
It's always an adventure at Nick's garage, what an awesome place! Looks like the final chapter for the not so weak, "Old Weaky" 383? The torque curve looks great, and this engine will pull through the gears. It's not only about max torque and hp, it's also building good power getting there.
The 383 is an over-square engine, so it'll wind tight and build good power, which this one does!
Another great job , this is what customer service looks like. I know for a fact that Chrysler pointed their Dyno down hill and used a tailwind to spec out those engines.😜
Isky cams used to rent that tool because I used it before and it worked great they had some kind of spiral cutter on the bottom of them and they worked really good
Nick we did this process on a 289 Ford after putting 1.94 in. valves in early 289 heads . We had a local chainsaw shop solder the cutters to an old 350 intake valve. It worked like a champ. The engine is still running today down here in Brenham Tx. Love watching ya'll apply your knowledge to real world projects .
Most expensive low budget engine in history considering the man hours spent on it from Nick and all the video production around this one project. Not complaining at all… love the content and old school ways.
Did this exact thing to a 302 build back about 10 yrs ago. Needed just a little more intake clearance for 2.02 aftermarket aluminum heads. Worked like a charm. Welded my own cutters! Lol
Good…no…GREAT JOB Nick! You went way above and beyond to get that 383 to where you knew it would satisfy your customer. That’s why so many people come to you from all over the place. You have high standards and a love for these legendary machines from a very special era. We might never relive that era, but we can still drive those cars and re-capture some of that magic.
What a fantastic display of the amount of work it takes to improve a stock engine!
While that 425 mark was elusive I believe this series served this channel well!
I’ve had numerous back and forth conversations with other viewers of this channel and everyone of them had something of value to state. Most of all I felt we all kept it professional and respectful towards one another and to me that’s gold. Bunch of good people are following this.
I don’t think Chrysler fudged their numbers at all. Nor do I think this engine will not make 425 lb/ft of torque. I think it’s making it now. Just environmentals making it tough to see.
One thing I know about these stock heads is they have smaller than optimal cross sections in the intake ports. Good for velocity and torque but the moisture in the air is taking up some that space right now and reducing power like we are seeing.
A different day with better environmentals will likely show a big difference.
I’d be interested in knowing what the weather report looked like the day this was done.
Additionally I think that crankcase ventilation would show a significant difference but I think it could be stepping outside of the factory stock realm.
Great job working the problem and showing us all. I had fun watching this series and visiting with others about it.
Dr.Nick I enjoy when you show your tricks of the trade, on the now NON Weaky 383, that RoadRunner will be one sweet ride, cheers.
Dana "60" Glass. I think the end results of this '70 Roadrunner 383 were incredible. I think the cam choice, head work, and hitting that sweet spot with the timing made the difference. Going almost 20 hp over stock running manifolds is amazing along with hitting the 400 torque. Just goes to show that Chrysler tested this 383 with headers to get the torque at lower rpm. Great job!
Great show! From the previous video, I did not understand how little material you were removing from the pistons. And the same amount was removed from each piston, so there was no imbalance. Great job!
Old weaky 383 in. Good performance 383 out! 👍 I like the repair. It didn't break the bank. And it performs again.
Well Nick , you certainly busted your butt on this 383 to get 400 ft lbs. You did well beyond the factory build as stock . 1969 and 70 showed 425 ft lbs for both 4 barrels options , EXCEPT the compression in 70 dropped to 9.5 to 1 and the claims of 425 ftlbs of torque for 69 and 70 remained the same . This would not
be possible . I noted the HOTROD 383 stock build never reached 400 ft lbs, let alone 425 ft lbs. All of the big three automakers played with power numbers , usually lowering the actual power ratings , specifically for car insurance costs . This is also why chrysler produced the Twister for example , a Duster with all the goodies on the outside , with a slant 6 . My congratulations on your hard work . You certainly have proved out the rated torque of 425 ft lbs was and is incorrect from chrysler . Hot Rod couldn't make it either so don't feel bad .
Scottinsoca
Yes, HotRod had the same issues. Thank you.
Good old fashioned engine work that warms your heart. Keep it coming guys, I could watch this all day long
I never had a doubt Nick! You always keep moving forward! 👍
I appreciate that!
Great Job Nick. A Master at the craft of engine building. Nick is the best at getting what he wants out of an engine. Nick is the best at pulling all of the stops .
A True craftsman . You are the most respected individual for engine building.
Matt from RI
I have a Sept 1968 Hot Rod magazine with a 383 Roadrunner Stock Eliminator build. They had to notch the pistons .090” due milling the heads and decking the block. In the end the car ran 13.18 with slicks and 4.56 gears.
You’re a bulldog Nick and I love your videos. You love your dyno and your place is spotless compared to the dump I was working at for a while. Send that 383 !
Thank you for giving old weaky a new life.
Prof. Nick
Here we go! Again
Great job Nick.
I think the engine sounded healthier in the Dyno.
Certainly has a better sound.
The sound of Nick's Garage Power!.
Thanks for sharing the process.
BTW, Flycutting the pistons you lost maybe 2 to 3 grams max.
That is reciprocating weight and will not hurt your balance.
Racers have been doing that for years without rebalancing..
Have a good evening. 👍
We have had some engines with the exact same machine and parts be a 15 - 18 hp and up to 25 pounds torque difference. Anytime you mass produce a product you can and will have minor differences.
Seen some Hemis easily hit the 460 hp and others struggle to get 420 hp. A few thousands here, few thousands there, factory intake and heads with flashing inside the ports, the list is long.
Congratulations on achieving your mark brother, well done.
Awesome Nick!!! Thanks for preserving on the weaky 383
Thanks for that, Nick and George. That's one of the steps I had to do 40 some years ago to adapt Buick 350 hi compression pistons to a 231 V6. Guess where they cracked when the nitrous solenoid froze open. 😳
Prof. Nick,
You assessed the situation, identified the issue, isolated the problem, theorized a course of action, sought council of said theory, and then executed. That is Master Master work. Im always learning something new with Uncle Professor Nick Panaritis.
Nick, 400 is nothing to sneeze at! Congrats!
Nick, I used to build circle track race motors back in the day from stock blocks (IMCA Street Stock etc). I would degree the cam on every cylinder to make sure the block was machined correctly from the manufacturer. If the cam bore is not machined parallel to the crankshaft from front to back it throws each cylinders ignition timing and cam duration, lift and centerline off. you'll never get that motor to perform up to expectations. I tossed probably 1 out of 5 blocks due to improper factory machining and casting core shift. I've got a hunch that you have a poorly machined block with a canted cam bore. Love your channel!!
Jon kaase mentioned doing the same thing in a video
a greed is core shift of hydraulic bore
I have no choice but to stay with his block.
@@nickpanaritis4122 Great job ! I feel kinda bad for asking this but did you check the advance curve in the distributor ? I see you always check with timing light etc, but if the dizzy springs are stock (stiff) it won't hit 36 degrees at the low RPM you need for torque. On RB engines, i swap in 1 very soft dizzy spring from speed shop & the other spring use the chrysler factory spring with the elongated end (found in some smog era dizzy's). This gets you full 36 degrees advance by 2500 RPM.
@@nickpanaritis4122 correct Nick keeping within customers budget.
Thank you, Nick!!!! I really appreciate the follow through on the 383 Chrysler!!! Congratulations on making the 400 foot pounds of torque👍😸
This is surely one of your best instructional videos!
Wow, thanks!
Chrysler's 383 was the upscale equalizer V8 for its entire lineup. Nick proved how it was a balance of performance and entry luxury car motor option
Good stuff! I did the in engine fly cutting deal, using painters tape instead of grease, and finished with a Dremel. I finally did get 415 ft lbs out of my 302 Ford, though.
Nice work!
Not a hack, you're a real mechanic, looking forward to seeing the test drive and hopefully running into you and the crew at Carlisle.
Nick said cut the piston I thought he meant lapse the valves but nope😅! The man is a master-crafsman! I learned a new technique from this video, thanks for the content Nick👍!
Nick you are absolutely the best! If anyone you can get the ole Weeky nursed back to prime health Dr Nick can!
You truly are A Dr in this field & have a PHD of hard knocks & over the multiple decades of healings the sick & wounded, neglected, or forgotten dreams! Nick can, & he will get it back to the best possible in all areas of process of a combustion Eng. From the Suck Squeeze Bang Blow of any 4 stroke Nick truly is the Einstein of the V8!
Appreciate your efforts and quality content you create Nick & Crew! Glad to be on this journey of learning! Its more then i could of ever acquired "Ever"in my lifetime!
I Ty for that!
Luv&Peace, Sean&family
Cheers!🍻 Our friend to continued health, happiness & success I truly hope to meet you & your awesome & amazing crew one day! 💛✌🏼🤝🏼💫
Nick you are the Best ! Keeper coming !!! THANK YOU
Ive used those Linde cutters before and plunged .150" with no problem at all. Fantastic guy to deal with and he will buy the tool back from you too.
You're the man Nick. I would love to know quarter of the knowledge you have in your head.
Another fine quality video by Nick 's Garage
George, thank you for the fantastic quality of the videos. You are every bit as much of a master at your craft as Nick is at his.
Great series on this engine and a fascinating finish.
Glad you enjoyed it
Put a vacuum on the port to suck the filings out as you cut as well as the grease Mike from Australia
Nicks tricks!! I always learn a little something every episode!! Thanks Nick & Co !!
Nick is like a pit bull when it comes to getting to the bottom of a
provlem.Bites on and doesn't let go.
I have to admire that dauntless spirit you have and yes you reached your goals! congrats Nick and this is what keeps me tuning in to your videos! Great work!
The best thing about Nick is he won't give up. If it is not up to his expectations, He does not let it go. It has to be perfect! A true master.
Congratulations Nick you are the goat, I'm happy for you.
Glad to see you got your number. Knew you could do it. Congrats, see you soon.
definatly know what you are doing you cant be beat at what you do. well done Nick it is a pleasure watching your videos.
You're not a hacker u are the master!
Evenin Mr George an Mr Nick! Have Great week!!
I love the dedication and learning on this 383 build. I have a 1969 383/335 H-code out of my 69 Charger and the factory pistons are .005 above deck. This is common on 68/69 model 383's. Now I have it assembled with its original pistons and a felpro .037 gasket along with a small Lunati cam/spring kit. Now I'm worried about valve clearance. I'd install a Bob K (Mr. Sixpack) cam. He'd set you up. Worked great on my 71 440HP and 69 A12 RR.
No worries, keep it under 5800 and you're good.
With manifolds, cut the exhaust seats and valves for 40° seats. Helps blowdown.
With that flat of a torque curve, it will pull anytime you step on the throttle. Good street engine.
You will have to have the correct flywheel / clutch assembly or torque converter to either increase or decrease the factory rating unless they were indeed fudging the numbers. Size and weight of rotating mass will affect the reading. Did they replace the crank from the original, etc...😮💨
Congrats Nick for getting the "400". The customer will be super happy. Your determination and patience is at another level. I guess it comes with the age.
Thanks 👍
Nice 👍 did this my self tuned some cleavland valves into cutters then hardened them in oil worked for me on forged pistons 👌
Awesome Job Nick Thanks For The Excellent Camera Footage George You Guys Are Amazing 😇😀😊❤️😎👍🏼👍🏼👍🏼👍🏼
Thank you for showing us how it is done ,much appreciated
No problem 👍
Congratulants Nick. Your experience and dedication is amazing. I can't believe the effort put into this weak engine. What a lucky owner. Great video George. By the way, it looks like a drone zipping around the shop at the start of the video. That is really neat,. So happy to see this engine finally meet a minimal rating
Nick's a Mopar engine Genius! Great work Nick, I bet your customer is going to be thrilled!
Nick's shop is like going through a car show in the air. Love it.
nick is a instructor , i learn a lot from him
I've used Play-doh or modeling clay to check piston to valve clearance on Harley engines. Make a thin disc, press it onto the piston, bolt on head with no gasket, adjust pushrods, turn it over. Remove head and see how thin it crushed the clay. Head gasket added a safety factor.
Good job, Nick! You did as much as you could have done to get the numbers for Joe. I'm surprised you didn't use his carb during the last few runs to show him what the engine would make with HIS carb. Keep up the good work!
Been waiting for this episode for what seems like forever. Great diagnosis and great fix to get this motor back to where it should be. Cheers
I thought you'd change the timing. It sounds well tuned and smooth. Love it. 383 was always referred to as a boat anchor. 340 or 360 was the desired ci.
Good job Nick @ You did it! Congratulations
great job Nick no more weaky was not easy you hung in