Assembling a 410 Mopar with High Flow Induction - Engine Power S7, E9
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- čas přidán 13. 06. 2020
- Mopar fans rejoice! Chrysler’s venerable muscle car powerplant gets a big cubic inch increase and the induction package you’ve been asking for.
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PARTS USED IN THIS EPISODE
ARP
ARP Main Bolts
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Holley
Ultra XP Carburetor 850 CFM
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Matco Tools
Matco Maximus Thermal Imager
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MSD Ignition
MSD Pro Billet Distributor
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Permatex
Permatex Products
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Supplied by Summit
Innovate Ethanol Content Gauge
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Trick Flow Specialties
PowerPort 190 for MOPAR 360
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Supplied by Summit
Aluminum Valve Covers
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Supplied by Summit
Autolite ATL-3924 Spark Plugs
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Supplied by Summit
Canton Racing Oil Filter Plate
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Supplied by Summit
Chrome Water Neck
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Supplied by Summit
Cometic Head Gaskets
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Supplied by Summit
Comp Cams Camshaft
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Supplied by Summit
Comp Cams Engine Finishing Kit
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Supplied by Summit
Comp Cams Hydraulic Roller Lifter
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Supplied by Summit
Crane Cams Hydraulic Roller Lifter
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Supplied by Summit
Dorman Timing Cover
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Supplied by Summit
Fel-Pro Header Gasket
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Supplied by Summit
Fel-Pro Intake Manifold Gasket
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Supplied by Summit
Fel-Pro Rear Main Seal
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Supplied by Summit
Fuel Pump Block Off Plate
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Supplied by Summit
Harland Sharp Heavy Duty Roller Rockers
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Supplied by Summit
Harmonic Balancer
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Supplied by Summit
Holley Carburetor
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Supplied by Summit
Holley Carburetor Throttle Bracket
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Supplied by Summit
Holley Fuel Bowl Fitting
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Supplied by Summit
Holley Fuel Lines
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Supplied by Summit
Holley Throttle Ball Lever Studs
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Supplied by Summit
Mahle Piston Kit
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Supplied by Summit
Melling High Volume Oil Pump
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Supplied by Summit
Meziere Water Pump
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Supplied by Summit
Milodon Dipstick
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Supplied by Summit
Milodon Oil Pan
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Supplied by Summit
Milodon Oil Pan Gasket
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Supplied by Summit
Milodon Oil Pan Studs
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Supplied by Summit
Milodon Oil Pump Driveshaft
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Supplied by Summit
Milodon Oil Pump Pickup
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Supplied by Summit
Mopar Distributor Hold Down Clamp
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Supplied by Summit
Mopar Valve Cover Gaskets
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Supplied by Summit
MSD Distributor
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Supplied by Summit
MSD Spark Plug Wires
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Supplied by Summit
RAM billet steel Flywheel
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Supplied by Summit
SCAT Rotating Assembly
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Supplied by Summit
Timing Set
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Supplied by Summit
Trick Flow Cylinder Head Stud Kit
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Supplied by Summit
Trick Flow Rocker Stud Kit
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Supplied by Summit
Valve Cover Breather
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Matco Tools
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Tools, Hardware, Shop Supplies - Auta a dopravní prostředky
More Mopar builds please! We demand it!
413 Max wedge, 426 max wedge. Shut um down beach boys Mopar song
If they don't put this engine on the dyno soon, I am reporting this video to You Tube just purely for the frustration factor!
Literally still haven’t posted it😭
PowerNation please keep these 2 hosts. Best hosts in the history on Engine power and horse power.
Amish Mike and Pat?
Get it on the dyno
What’s the holdup getting this on the Dyno and the video aired?
@@number1catfish959 they use the Magnum block with LA heads and the block doesn't have the oil passages to feed the heads, maybe they already Dyno it and found this out and it burnt up the valve train
Steve Howard the trick flow heads with work both la and magnum block
@@Zachsmoparandmashedpotatos 0nly with these rockers Harland Sharp S72025K, lifters and the correct pushrods to feed the top end
@@steve6992 they are using Harland Sharp here
Was really wanting to see those dyno numbers
Look at the solid LA smallblock style pushrod lifters they installed into that Magnum Block. The LA oiled through the head but the Magnums had hollow pushrod lifters which oiled the valvetrain. My guess: They destroyed the engine on the dyno, that‘s why they don‘t show it.
Trickflow heads are different
@@Epik-hm8ws BINGO! same bs with the Stroker big block mopars , they spend 10 grand and get less HP than a garage built engine using iron heads , No wonder Greg Anderson fired him!
@@MrR6guy Was always wondering about the low horsepower numbers.
In a car with a waterpump, alternator and a more restrictive exhaust those numbers are not that impressive given the dollars thrown at it.
Maybe they don‘t match displacement, headflow and cams that good together.
Yeah I watched the whole video for a dyno they never did too...
I'm glad you all are given a good engine some love. You don't see alot of parts for the 360 its about time .love to see the dyno soon
#POWERNATION - Do you see all these positive comments, lately? Thanks for the show, format, and putting them here on CZcams so we can all see them.
I could watch professional guys do this work all day long, it's great stuff to watch and learn about.
I agree but these guys Aren't Professional at all
I wouldn't let these guys work on my wheel barrel
@@FrankensteinsMonster-1313 They can't help you with that anyway, now if you had a wheelbarrow, that might be different hey? LOL
@@regsparkes6507 you know what I mean peckerwood durp.
How about a finish up video with some dyno time and some intake swaps and maybe some different cams!!!? Please???❤
If you’re gonna use E 85, be prepared for a lower fuel mileage as the air fuel ratio is higher. I saw this right away when ethanol was added to our fuel. I also know this by hearing about modifying carburetors for racing with methanol.
5.9 Dakotas are about to become sleepers. Those heads are very nice!
There are already sleeper Daks. There are a few 440 big block daks too but the swap kits are harder to get cause they stopped making the whole kit. Pro Charger has a kit for magnums too.
Edelbrock heads have existed forever and so have EQs. Both are fine options
@@xjsc16x Correct, I don't recall any of them being able to bolt up to newer 360s, which are everywhere compared to an early 360.
@@NVzla uhh I don't know where you've been for the last 10-15 years, but both of those options are available in either an LA or Magnum pattern.
How about a bottom line cost to build an exact duplicate of this engine, and dyno results...
Trick Flow has been doing good things for some time...
Thanks so much for showing us moparts some love 💪🏿💪🏿
I'd like to see them take an old, forgotten, never loved, off the wall engine and see what could be done with it. Something like a B series 400 Chrysler, 318 Poly, 301 Pontiac, 425 Caddy!
Craig Roth the 400 strokes really nice.
ive got a cheapy built stock comp 400 in my dart. it is pretty damn impressive. revs like hell and is responsive too.
One of the Mopar mags still alive, did a 318 poly build. It will take an LA stroker crank, and go out to 392 cid. But the heads only flow so much, so it make more torque--like 500--than HP. There's new intakes, too, so you don't have to hunt down a 1957 dual quad.
As for the 301 Pontiac and 425 Caddy, the main webs are too thin to cut down on weight. Even the Turbo 301 isn't worth working on, step up to the 326 (which is actually 336 cid if you run the formula, Pontiac wanted to come in under GM's 330 cid restriction in the mid 60's for intermediates until they saw how many 389 Goats were selling and stepped up to 400 cid) or bigger engine.
The Caddy does have three companies selling parts. The 425 crank has to be replaced, the Armasteel connecting rods need to be replaced, and a 472 cid is still affordable and its the same block so it bolts in rather than stealing its crank.
A forgotten motor would be the Pontiac 301 turbo not many people know about them.
@@2010HarleyDynaFXD
Or the 303 short deck. But that might only of been produced for the 69 Trans Am Firebird
But the big reason you don't see them straying too far from Ford small blocks and LS motors is parts availability.
There is one type of stroker you forgot, the welded stroker. in the early days of hot rodding and high performance there were very little in aftermarket parts, so people would be forced to use stock components. This included welding up parts and regrinding them, this was particularly used for camshafts for more lift and duration, but a competent shop could easily do the same to cranks without sacrificing durability due to weakening through hardening or smaller journals.
BTW the offset grinding method of stroking, requires either a shorter rod (if you planned to retain the stock pistons) or aftermarket pistons (if you wanted to retain the stock rods), but that would require special bearings that might slip. One of the best known budget grind strokers was the 360 dodge with the crank journals offset ground to the size of a 350 chevy rod (5.7") the offset would allow the stock 350 rod to run with no changes to compression
I know its just an "infomercial"m but he seems to be a man in the know and can do it himself. Thanks
When are you going to put it on a dyno and let us see what the numbers are.
Good way to start my day.
The best
Love it
410 sprint car. Mopar Performance booth at last year's SEMA spectacular. It's aluminum, it's got stack injection and dry-sump oiling, and it makes 830-850 hp at around 7,800 rpm while weighing only about 345 pounds. And as mentioned, it will do it for 30-40 laps (about 15-20 miles of racing) at a time, reliably. Mopar Performance W9 heads.
Thanks from a Mopar guy in sweden :)
Still waiting for that elusive dyno
More mopar builds Tks
69AARVIPER , GO TO UNCLE TONY ON Y TUB.
@@bigboreracing356 nice bait.
@@littlevman2997 lol. "MUH THERMOQUAD KNOWLEDGE IS SUPREME" "IVE WRITTEN TONS OF ARTICLES AND AM FAMOUS FOR MY MIND!" uh-huh...
I love new parts. Even a new carberater makes anything run 99% better.
When are you going to dyno the 410 Mopar motor?
Right on!! 3000-7000 rpm range intake manifold...awesome you could drag race from stop light to stop light with about a 3500 rpm stall converter in a 727 torqueflight trans. Or us a t6060 6 speed manual on an oval or road course
Was there any follow up/dyno session ?
So disappointed that it never made it to the dyno.
Please run that 410 on the dynamic soon. The suspense is killing me. Did one of the suits have you guys put it in their toy?
They never mention how to get oil to the rocker shafts? Magnum blocks do not have a passage in the block to send oil through the head to the shaft. Magnum blocks oil the valve train trough the pushrod, however the LA smallblock rocker shafts/rockers do not have a provision to carry that oil to the rocker tip or valve spring cup. I was hoping this video would make mention of how they are going to get around that problem. Hopefully the TFS instructions say something about it.
Those HS rockers are made specifically for these heads and only these. They use the Magnum pushrod oiling setup. They also cost a damn pretty penny too.
The heads are drilled from trickflow so you can T off the sending unit to provide oil to them there’s pictures on google if you research LA heads on magnum block. Hope this helps
That 410 would be awesome in my 77 w200 4x4. I wish driveway rescue would drop it in
I enjoy watching you beef up those old engines with more HP. That being said I would like to see you take an old stock engine and instead of HP make it get some crazy MPG of double or triple.
Thanks for making my morning 🤠
I like how he is using a speed handle to run the nuts on. OG HRing.
Yes, I watched an 'professional' mechanic in our service shop, do this many years ago, while re-building our General Motors Diesels, and as his work proved to be just about perfect, so I copied that method for my work. ( no I am not saying that I do perfect work, lol I ain't that good ) but it's an easy technique to master and it does save time...a little.
@@regsparkes6507 vs.a ratchet , a speed handle saves a lot of time ! , ( thank God for speed handles when we were removing/replacing panels on our F-15's !! :) )
Like using 3/8 impact on everything else, goes super fast :)
Great show. I love good film work.
Has anyone else give up on this build coming to a conclusion?
The motor died. They didn't oil think about oiling to the rockers with LA heads on a magnum block. Two different ways to oil the rockers, and the way this motor was built, it WONT oil the rockers.
That’s pretty good, but AMC’s 390 made 529 hp in 1969 with Crane designed heads. Slightly less with square port factory heads. The best of the era came in 1970 when they came out with small combustion chambered Dogleg heads, which had a raised floor in the exhaust port, which helped direct flow up and out of the port compared to the early square port heads which had a port floor that dipped down directing flow the wrong direction. Now let’s see what they get when they Dyno this engine!
Nice job.
Highly suggest using acid etch primer on bare engine block, to enhance adhesion of paint, seal block against rust.
What kind of acid? Muriatic?
@@DobermansRock acid etch primer can be purchased at auto parts hardware store.
@@jakespeed63 Very good. I was thinking about pressure washing my block. Drying it then wiping it down with gags soaked in alcohol. Then a high temp epoxy primer then paint. Never heard anyone mention acid etching before but, if you are careful why not.
I have used muriatic acid to clean parts.
Okay Trickflow now it's time for a 220 cc powerport head.
Also need to come out with some 3xx + cc intake runner big block heads
I have the same build my cam lifter is .590/.590 and i have unported Indy iron heads 2.02/1.60 and an Indy intake with a 950 carb my engine makes 550 crank HP i was hopeing to see the dyno and see what the improvement the trickflow setup could give me besides weight off the front end please do a dyno video of this
More engine building videos please!!!!
hotrod test was 416" /w ith 570 Hp They added a windage tray, with 11.3 compression and Comp 286x Mech roller . with ported dual plane ed rpm and 950 hp holley head flow was down 10 cc and about 12 cfm from TF after a full porting job on RPM's
Ok, am I missing something here? They use retrofit roller lifters, on a block (Magnum) that was already designed for roller lifters? Also, they're using LA heads on a Magnum block? I hope it was a very very early Magnum block, otherwise I do not believe it will have the oil passage to through the head to feed oil to the rocker shafts. Not sure when Chrysler stopped drilling those two passages. It should also be noted that they are using an LA timing cover and not a Magnum timing cover. I've been wanting to find one of those elusive roller LA/Magnum blocks. Magnum small blocks typically have stud mounted rocker arms. When valve lift is mentioned, keep in mind that LA's used 1.5:1 rockers and Magnum used 1.6:1 rockers. So when he said "stock", I"m assuming he meant for LA engines. Another thing to keep in mind is that LA 360's and 5.9 Magnums are both externally balanced but use different balanced dampers.
YES, u-r 1000% right about everything u said. Joey u-r on your game!! U clearly kn the inner details of the Magnum engines. Dis engine will make a great replacement for the stock 5.2 Magnum MPI i put in my 75 Scamp. SBEC w/wiring harness. Will Trick Flow have the correct angle [vertical] bolt holes for the stock MOPAR beer-barrel or M1 intake? So we can keep owe fuel injection systems?? I hope someone starts selling a create-version of this engine.
I took a screenshot of the video and this Magnum block does not have the oil in hole to supply the top end with oil, if they run this engine will burn itself up in no time, maybe they did and that's why there's no dyno runs
Also nothing was mentioned about pushrod oiling, Mopar shaft systems like on the LA engine aren't meant to be pushrod oiled
Glad I wasn't the only one that thought he said it was a Magnum engine.
Probably due to time constraints, they couldn't go into all the details of the Magnum block and it's quirks and differences between an LA block. I did look into those Harland Sharp rockers. Apparently they are special (which wasn't mentioned) and designed to be oiled through the push rod. So the push rod is hollow and ball end on both sides so oil can flow through it, which wasn't really explained well enough. It's not explained that this is an odd combination for Chrysler shaft valve train. My guess, the script had to be shortened to fit within the time slot. But they should explain it better next time around. Still, not sure why factory lifters couldn't be used since Magnums oil through the push rod anyway. Should work, right?
Trick flow heads work on either LA or Magnum blocks ....Magnum blocks need oil thru pushrods..and Harland Sharpe or PRW stainless steel rockers...they allow the oil to get into the shaft.....the adjuster have an oiling hole that oils the rockers ...and into the shaft
You could have called me, I have a can of HEMI-ORANGE. Geez!!
A question for someone who knows Mopars better: This is a magnum block, which oils the heads through the pushrods. 360 LAs fed oil through the rocker shaft. Am I missing something? These looked like solid rods.
The COMP lifter they used are not oil feed though either. She cooked on the dyno cart before it was even broken in... but they won't say...
The pushrods are 5/16" and have an .080" wall thickness which tells you that there is a hole running through it. You can also look up the part number for the pushrods and see that they are hollow. Those heads can be used on either and harland sharp makes rocker systems for LA or magnum for those heads specifically.
@@jeffnewton3507 I own a set of those heads and have them on a magnum block with the Harland rockers. The problem is without a passage though the lifters to oil though the pushrods, the top end of that motor didn't stand a chance no matter what pushrod they used. I'm using a set of factory magnum lifters. no problemo for me!
@@BSIncorp what hydraulic roller lifter doesn't have an oiling passage through the pushrod rod cup???? They used a comp retro-fit roller lifter, I think part 8920, which definitely has a oil passage just like your stock Magnum hydraulic roller which means it oils the valvetrain through the pushrod
How could you tell if they had holes. He did say they had .080 wall thickness so they were hollow.
Nice build when we getting those dyno numbers?
This dude invented the pocket.
Lets talk about the money, Price this build out so we can start saving up.
10:40 maths.
My guess will be around 7K
powernation, you really need to ban that "No Prep Stretch" guy. literally lives in your comment section to troll, spam, and harass anything that he doesnt like.
That little girl is annoying.
Finally they uploaded it 🙏
When and where?
Thanx, Top-O! More, please :) Greetz from Germany!
When are you going to dyno that thing? Is trick flow not letting you broadcast that information? We had to wait so long for the build to come and now all this delay. I guess I'll have to switch to chevy if I want to see a complete build. Dyno dyno dyno.
Trick Flow doesn't know what happened either.
They probably blew it up and won't tell anyone.
2 months and 169K views and no dyno episode, 🤔?
*Rough price estimate* $1100 a piece for the trick flow heads, forged bottom end/ 408 striker kit $1900, cam shaft less than $300 top end internals another $3-$400, intake $600, along with everything else electric water pump, larger oil pan, new gaskets, ARP fasteners, oil, after market balancer, ext $1800. Not included (new machined block)
So in short 8k build for 500 realizable af buff horses and if you wanted to make it a little more spicy, throw on some form of forced induction, with 7lbs of boost you’d transform it from 500 to about 630 something to the wheels, might as well make her AWD at this point js these are my plans anyway
This is definately gonna be a beast motor i gotta start saving
Lol ive probably watched this 10 times
respected work
I still can't get over the 440 you built , the aspiration sat way up in the air on a manifold off the block. That is such a unique beautiful engine.
You took that engine out of the video. I went back to it to look at it and you took the image off. Why would you do that,I told y'all that it was a cool looking engine.
Man I wanna know how much power this thing made... I have a jeep grand cherokee with the 5.9 magnum and wanna see the numbers I'm looking at
Okay Pat you built it let's see it dyno test
Well done
I see a Magnum block which oils thought the pushrods, the proper Harland Sharp rockers that are designed for the Magnum oiling system, and then solid Crane pushrods and Comp retro lifters that are NOT oil through. Is this why it never hit the dyno? Am I missing something here?
Agreed, I'm confused
They clearly didn't do their homework
Apparently Harlan sharp make rockers specifically for these heads that oil through the push rods, now they just have to make sure the lifters they have will supply oil to the pushrods original equipment hydraulic lifters did not have a hole in them to facilitate this
@@steve6992 I have those rockers in my hand. pretty nice units but the pushrods they used are solid. The OEM hydraulic roller lifters in the magnum blocks are oil through but the COMP ones they used in the video are not.. I think this motor is smoldering pile of scrap metal in the bone yard.
They are not solid pushrods. I think someone wanted that engine really bad.
You could have used factory style hyd roller lifters as you have a mag block.
Was thinking same thing
Yup save a ton of cash also.
Yup, I was a bit confused when he talked about. "retro fit lifters"..
Magnum engines are factory roller cam.
1991-1993 360 LA engines were also factory roller cam.
1989-1993? 318 engines were roller cam as well.
(Not 100% sure of the 318 years)
@@sidewyndersshed1676 the 318 depended on the application some as early as 1986 trucks not till 88 or 89 not real sure. But I think most 85 and later 318 blocks have the bosses and are already drilled and tapped cause that's what I did to my 318
This why there's no Dyno run. Magnun blocks oil through the lifters and pushrods. . .they put LA heads on, and then dropped in SOLID PUSHRODS. SOLID people= no oil to the lifters= broken motor on the Dyno.
Why did you have to clearance a "Magnum" block for retro fit roller rockers??
He loves his speed wrench. I wish they would go through with how to degree a cam step by step. and how to meaure for what pushrod lengths and ratio rocker arms to use
I really like the small mopar. It's kinda like a Chevy-but with a real valvetrain setup from the factory. The magnum was quite well developed.
And the raised exhaust runner from the factory is great.
@@racecitypatriot5017 copy that. Thanks to UTG for explaining that
@@racecitypatriot5017 more a fluke and last minute thing than a performance mod
guys u should continue to educate ppl on how the engine block is built
very cool @powernation, let me know when you want to rebuild my 383
Never seen a welded stroker crank? I got a couple. Old Skool.
Thank you finally a small block mopar and not a chevy or ford
They're just boring same old engines. Mopars are breath of fresh air.
@@bigboreracing356 i see the comment roach is back.
Hey Pat. Not sure you noticed, but you tell us what the intake centerline comes in at on every cam you install. Have you noticed that every comp cam you install is anywhere from a 1/2 degree to 1&1/2 degrees off??? The cam in this build was one degree off. Either quit degreeing the cam or switch to a different brand. We quit using comp about 8 yrs ago.
Did you guys make a mistake assembling this motor? Is that why your not showing the dyno run?
When my 360 was rebuilt, I painted it Cummins Apex Red.
I would like to see a dyno comparison on a stock motor like this with the only change being home porting the stock cylinder heads. Unshrouding the valves, back cut the valves, port casting cleanup, Gasket match, Etc.
Ok I'm gonna put this out there for the first time builder in regards to his "Stroker" commentary so that big problems dont come up. Get ahold of your piston supplier and find out where the skirt gauge points are and have them email you where those points are. This is VERY important. Never, under ANY circumstances, stroke the piston out of the cylinder past its skirt gauge points. It WILL lead to a very expensive boat anchor. I wish he would put this info out there before he talks about stroking engines.
I painted my 340 Ford Blue thinking nobody would say anything at the track. I didn't hear the end of it in the dragster. I had to get Mopar Valve Covers to stop everyone from asking if it was a ford XD
If it was able to use regular pump gas instead of E85 gas. This would be perfect motor for my car.
That engine would be sick in my 1985 dodge w150 4x4!
Could you give an insight to how much this build would be?
I would say like 6-7K depending on if you do the work yourself maybe less. Those heads are probably $1500-2000 and the stroker set probably another 1500
Hi, could you give me information about the tool you use for valve adjustment. So I try to buy it via web with shipping to Argentina
Cmon guys, DYNO that mo fo
The AMX had an engine that is underappreciated too. The 390 401 engine was in the Mark Donahue AMX that i wanted to buy so badly when it came out. How about beefing up one of them?
Hell ya brother 👍🏿
My guess is they had issues on the dyno and that's why that episode hasn't aired..... More than likely they had problems with those hydraulic roller lifters.....
Those lifters that don't oil through the pushrods on that magnum block. . . yup.
I wonder how much write-off Summit Racing does a year for shows/sponsorships?
Did I see that right ..they dyno'ed this engine before they showed the build? They restricked its air flow with those 190 cfm heads, only making 499 HP / 457 lbft. Conversely, when they built the stroked 408 Ford Windsor, comparable parts except they used a dual plane intake ..but used 225 cfm heads, the 408 Ford made 522 hp / 530 lbft. When they changed the intake to a single plane, the 408 Ford made 617hp / 537 lbft.
I think they could have done much better with the 410 Mopar.
@@bigboreracing356 you really do need to get a better hobby. hows chevy doing in NHRA atm? oh....thats right...gettin that ass whooped by dodge.
@@bigboreracing356 Maybe you guys haven't notice on the News lately that there's a major corporate plan the create dissension and tear apart our free country. We see it everyday when MSM fabraicates new stories specifically to create discord and fighting between the people ..especially with this Floyd thing and "BLM" bs ..when its all a efen Lie. I believe this global plan is refected by all network media corporations, ..even PowerNation who builds these engines to create discord in the small slice of society that they influence. We should all be aware of this and not give in to their control.
No, they didn't dyno it before the build. Watch the beginning again. Pat clearly states that was a 360 cubic inch dyno pull on Trick Flows in house dyno. They never did dyno the 410.
I think your wrong, I think they dyno'ed the engine first, then showed the build. I say that because there's no way in the world that a 360 with 190 cfm heads are gonna make 499 hp and 457 lbft.. What would be the point of not dyno-ing the 410? @@stevenc485
So the cam I can’t find it on comp cams web sight nor is there a selection for small block Mopar LA just B and RB motors
Can you guys do a low deck Mopar 383 stroker, with bolt on parts? I want to follow along:)
Where is the dyno run for the 410 small block Mopar on powernation.?
If you are using forged pistons as opposed to cast, make sure you are aware of how they are different. Forged pistons expand more than cast when hot. This has an affect on cylinder wall clearance.
That clearance is normally built into the pistons though
THROW IT ON THE DYNO!!!!!!!
Man that would be bad ass in my 67 2 door Valiant.
You had a magnum roller cam block to begin with. Not sure why use 'retrofit' roller lifters.
Also wondering that
@@choppps5858 Cause they dont know what they are doing with a mopar...lol
@@tony52ssss Tony, 5 bucks says they toasted those pretty Harland rockers on the Dyno. . .that's why we don't see it.
I think the factory hyd roller lifters with there dog bone retainers aren't good past .500 lift is why there using the fancy shit
@@jayirving6996 Unfortunately the fancy shit isn't setup for pushrod oiling, neither were the solid pushrods that they put in this build=no oil to the rockers
Ford Red must have been the only paint color sitting on the shelf... Chrysler Corporate Blue!
Did you ever dyno this engine and what became of the finished engine?
Is there a link to the results?
Who all in total makes Mopar small block heads INDY MOPAR EDELBROCK TRICKFLOW BRODIX ?
Install the camshaft before the crankshaft--its easier since you can reach into the block to guide it into the cam bearings.
I did not kn dat!! Good lookin-out!!
Cams are easy to put in... just screw a long bolt into it...
@@BuzzLOLOL its just nicer on the bearings. Pick up a box by the handle on its side, pick it up by its bottom...which is more stable in your hands? just sayin'.
@@albertgaspar627 - Back in 1950's, 60's, 70's nobody ever pulled an engine just to change a camshaft...
@@BuzzLOLOL you are absolutely correct (i'm middle aged), they'd pull the radiator, cut the support, and do a complete bearing swap with the block in the engine. BUT respectfully you are forgetting the real reason :) There was no cheap engine hoists shipped from China to your door back then, and the only cheap engine stand to hold that block for the one-time worker was an old rubber tire, and most car owners were not going to afford a bore job on a high nickel block.
at best, if an engine had to really get worked on, you pushed the car under the strongest tree branch you had, and block and tackled that sucker--before the Chevy small block, V8's and even inline sixers were heavy mo'fo's. As long as the engine mounts were not broken, you left that heavy cast iron right in place and worked around the straight axle front suspension or rear steer tie rods. Even a rod knock got handled that way.
Back in the day, there were even garages who didn't have a car lift, they had a ditch dug and the car was parked over it. That came from the 1930's and 1940s, when greasing the chassis was a regular thing. it was easier to just get into the ditch and access the undercarriage that way.
today, in a perfect world, you ship the block off to the machine shop, work on the heads while you wait, learn what cam will work with the porting job and valve spring limitations. The block returns, you clean it, measure the ring gaps and then put on the heads just to look up the bores and see if the heads are centered perfectly or could use offset dowel pins to move the valves away from the bore walls to reduce shrouding the air flow
If the machine shop wanted your pistons to match to specific bore sizes (since they never perfectly match), you install new cam bearings and stab in the cam while measuring connecting rod, wrist pin and piston weights. you juggle lightest and heaviest components until you have eight complete piston-pin-rod assemblies that match in weight, and get them into the block with the crank.
but everyone builds the way they like. I also don't believe in painting the inside of a block--why? No one ever paints the crank or inside the cylinder heads to get whatever benefit they think painting does for them.
help oil flow? nope--look how rough the surface remains. Prevent rust during storage? the oil film naturally repells water. Holds in sand? look at your bearings when you take an engine apart-feel any grains of sand embedded? (hint, its all in the oil filter first used and in the oil pump screen). Far better to get the rifle bore brushes and dental pick and go after all that sand yourself.
again, everyone has their favored engine building technique. Just throwing another one out there. Its easier to guide a cam in without screwing up brand new cam bearings when you can reach into the block and grab that slick sucker. i mean, a proctologist or gynocologist could work on you thru your belly button, but....:)
I have a close build to this engine and it made 550 hp at 5800. The cam im using is a mech flat tappet. they should get at least 580 or even 600hp out of this combo. Oh and get a la block.
What cam you use? Duration @.50?
Got a grind #?
Lumati 258@ .050
Where do I find the dyno tuneing of this build? Thanks
What happened to the dyno video?
A good stoker kit is a couple of K's what does that "trick" top end sell for?
nice engine for a dart or duster