I had a 1970 440 in my Plymouth Fury Police Interceptor I bought in 1976. It had the Police Package including the dual point distributor. I rebuilt the motor going .030" over using high compression pistons and a Direct Connection Purple shaft cam. I added a mid rise Wieand aluminum intake manifold, headers and glass packs along with a Holley 650 double pumper carb. I drove that car back and forth from college (1,600 mile round trip) many times and it ran great. It dynoed at a little over 500 H.P. and got 20 mpg on the highway thanks to the cop gears. I pegged the 140 mph certified speedometer more than once on those trips. A Kentucky State trooper once clocked me at 147. (Pretty serious as we had 55 mph national speed limits back then) I loved that car. PS Mine had Petty Blue valve covers from the factory, not orange like this one.
I still have my Dad's old 1973 Dodge Polara California Highway patrol car number matching 440 police interceptor. Very fun car to drive.1st gear does 70mph 2nd gear does 118mph drive I had it to 140mph.
Nick..I just want to say a big THANK YOU. I have gotten old and can not get around as well as I used to any more.. But was a good shade tree mechanic form the 50's, 60's and 70's I actually though about making it a career at one time (I eventually became a carpenter more travel ;-) But I miss those days.. I did my last car two years ago it was a 62 t-bird and it was a real struggle for me. So that was the last one.. But I miss it so much.. and like you it was the engines I love to build the most.. This program you run here help me remember with joy those younger years.. The days go by so fast it seem.. I never thought I would get old.. and never ever knew I would be in this poor of shape when I did.. well such is life.. thanks my friend.. you help an old man stay young.. carry on!
@@harwoods11 Sorry to hear that brother.. it is a tough time.. But there are some good YT places to go.. I also like "Precision Transmission" they have a good channel.. and a few more.. Well be of good cheer.. you will find something else.. Carry on! Always!
Sitting here Monday morning with my Nick's Garage T shirt on watching my all time favorite channel! I am 66 years old and a MOPAR man my entire life. Your videos bring back a lot of great memories from my early cruising days. Thanks Nick and crew!
@@sparkywirenut I wish we could go back and order some of these great MOPARs from the past. I paid $2800 for my used 1969 Roadrunner in June of 1970. It had 10700 miles when I got it. It was repoed from the original owner. He could not afford the $43/month car payment! The good ole days my friend!
@@billjamison2877 I had a good sleeper , a '66 coronet convertible , a buddy totaled his '69 Roadrunner , I got the motor & trans for $400 { 4 weeks pays in 1970 ! } , after that came 12.5 pistons , cam , hi-riser , double pumper Holley , headers , 4:10 dana posi from another guys 440-6 pack runner , he didn't like the gas mileage and traded me even . Only thing I never had was a dyno tune to get the most out of it , nearest dyno is 500 miles away - had a LOT of fun dusting the " big boys " !
My dad had a 440 GTX once it was trade for a Chevy Panel Van . Sadly he sold it almost immediately as a family man with three young boys he didn't need it , he got about $2500 for it , what a shame in retrospect but it was simply a used car to my Dad with no other value to him. Oh well at least we had it for a few weeks to ride around in great memories and bragging rights to my 12 year old buddies .
Video editor, we don't need music over the running engine. Maybe you think the videos are boring without a little background music, but the people who watch these videos would rather listen to the sounds coming from the engine.
Excellent results. I also found it interesting how the before and after results of the manifold vacuum readings at wide open throttle. Before the rebuild it was at neg 1 inch of vacuum, and after the build it was at 1.6 inches of vacuum. Also with the air filter it went up to 2 inches of vacuum. You can see it was definitely breathing better after the rebuild, and would benefit with induction upgrades like Edelbrock Performer, or Performer RPM intake and K+M filter insert.
So cool to see a 440 again. These were the days of simplicity, No harsh computers or electronics to fool you around & cost you thousands of dollars. I remember I could time & tune one of these with a wooden screwdriver. That was all that was needed.
This is a more realistic dyno pull than I am used to seeing here: 1) carb with vacuum secondaries instead of double pumper 2) air cleaner on the engine 3) timing that is livable on the street under all conditions rather than bumping it to get a flash reading 4) Vacuum advance hooked up. All they above are how an engine on the street must live.
I've been collecting Mopar since I was 8 years old. My everyday driver is a 76 Plymouth fury sport. It has the original motor. I just replaced that nasty original time gear with a double roller and she is something. Very cool. I would love to work with Nick. Great minds think alike.
@@throttlebottle5906 I caught it right when it happened. Had to replace the pump also. I checked the main bearings and lucky enough they didn't get damaged. She's been running very well. Oil pressure is good even on long hauls.
@@matthewbridgeman4133 ay, if you pulled the oil pan and cleaned it, all is well! damage most always occurred well after the fact, because the popular hack was slamming in a new chain and sprockets without removing the pan and cleaning it and the pickup. Always a fatal mistake(unless grandma drives it at idle for eternity) lol
Great video, my dad had a '71 Chrysler Imperial with a 440, he would let my brother and I drive it all the time in the 1980's. The Imperial probably weighed several hundred more pounds than a GTX or Roadrunner , but it would still get up and move when you open up the 4 barrel carb. I later bought a 1972 Plymouth Satellite police model with a 318 motor and my dad bought a 1981 Cadillac with a 350, We ended up selling the Imperial with 220,000 miles on it for $2500 and the guy that bought it was till driving it years later and it still looked like it was in show room condition.
Watching 440s on the dyno never gets old. Back in '75 I bought a '68 Charger R/T (440 with a 727) for a whopping $800. Hey ... it only had 97,000 miles on it. :). I would have loved to see what it would have made on a dyno. I just know that it rarely let me down on Friday nights in "Mexico." Completely different driving experience than my '15 Challenger SRT 392 with a 6-speed. Both very enjoyable!!
With Nick, he always gives you something with a different slant on it from week to week. A MoPar one week, a Chevy the next week, another MoPar, then a Ford, etc. This time around he gives us the same engine with the "before and after" nuance. I've not seen something like this before. Thanks to Nick for doing it.
I had a 70 gtx 440 with a direct connection PURPLE CAM.. Radical to say the least. Wouldnt idle below1100. Finally chilled it out all stock on a rebuild. Miss that car
wake up on Monday morning for the cup of coffee watching Nick's garage love what you guys to keep doing a great job thanks for the great video and thanks for sharing stay safe from Alabama
Back in the day 1970 a friend of mine wanted to build a Dune Buggy. VWs were pretty rare in the southwest so he decided to go the Corvair route. He went down to the El Paso, TX, Auto Auction where he bought a 1965 Corvair Monza 140hp with a 4 speed. This car started and ran a little bit. I went with him to pick it up. A 1969 Chevelle 350 sbc and 3 on the tree his POV was our flat tow car to take it back to WSMR where we were both Lieutenants in the Army. I only threw in the Chevelle bit for a little eat your heart out. After getting the car back to WSMR, White Sands Missile Range, NM, and the auto craft shop, we dropped the engine and our jaws. The first thing we noticed was that there was a brand new harmonic balancer. When we pulled it off we saw why. The outer part of the balancer, which is connected to the hub by a band of rubber, had separated like Nick’s was about to and ground a groove in the aluminum back plate which carried a lot of oil passages and was cut right through. Next we took off the oil filter adapter which hangs off this plate and has oil passages to and fro from the filter. Someone had short circuited this by drilling a hole between the two passages and packing them with bits of rags. The Corvair was air cooled of course and required a large amount of sheet metal bolted to the engine. None of the nuts and bolts matched. We took the flywheel off and rang it on the floor with a dull thud. Corvair flywheels were multilayered pieces held together with large rivets. If you tap it on a concrete surface, it should ring. Otherwise it’s junk. Finally we started dismantling the engine. Clark worked one bank and I worked the other. After I removed my head, I saw that there was a hole burned through one of the pistons on my side. This engine ran, sort of. One more story. The Corvair had the crank above the cam. The pushrods ran to the heads through tubes underneath the engine. These tubes were a big source of leakage in these cars. So Clark wrote a letter to several aerospace companies on WSMR stationary saying that he was 1Lt Clark B. Blah,blah, blah. I need O-rings to work between a hot air and hot oil environment, blah, blah, blah. I am starting my investigation and will eventually need a run of 10,000 units. Please provide a quote and a sample of a minimum of 24 units. See 2per valve, 2 valves per cylinder, 6 cylinders, ergo 24. The quotes came back at about $10 per unit, and we got his engine built. Clark was a good old boy from SC and knew his stuff. The Dune Buggy never got built.
The 1970 GTX is one of my favorite body styles. I've seen vintage factory Mopar dyno tests from the 1960's for the 375 hp 440's and they were usually around 350 hp to 355 hp with random engines pulled from the assembly line for testing. Mopar limited the valve springs to protect the cast pistons from high RPM and the 1970 440 has the pistons farther down from the deck than the 1968 and 1969 440's. As the valve springs wear, the valves start to stand open and leak a bit more at lower RPM that they do with new valve springs.
@@nickpanaritis4122 not true my 1969 Dodge Charger RT 440 100% factory original numbers matching on the dyno put just over 375hp don't recall the exact hp. I still kick myself in the ass for selling it back in the 1980s.
@@nickpanaritis4122 I truly enjoy your information on mopars the information you share with all of us is priceless. I'm a Mopar Man first and FOREMOST then Chevy. I enjoyed your information on the 1972 Dodge Polara police car with the 440 interceptor. I still have my Dad's old 1973 Dodge Polara California Highway patrol car number matching 440 police interceptor. It does 70mph in 1st gear 118mph in second gear and had it to 140mph in drive. It still has the factory piston and everything still a virgin block I put new rings and turned the crankshaft and a valve job the only mistake I made was changed the cam and degree the cam 4 degrees advanced to help give it some lowend.
I've had a lot of cars. In excess of 250. I'm happy with 350 horsepower. $20 and a hot dog. I like sweet reliable road ability. Nice build Nick, from the office of motor management.
That was Awesome 😂💯👋👋 , love this Channel, I can't get enough of these Mopar's , engines , cars , everything period , what a pleasure to watch , great job as always 💯 , always makes me smile and happy , Thank you and your team very much 👍😀🙏
Nick / Dr. Mopar, Love that GTX . When I was a kid a guy in my neighborhood bought a new GTX same color. My little buddies and I would stand around and just look at it. More than once. Cool groovy man. I lived in Near Lions Drag strip.
Good morning Nick, Just sitting here watching Monday morning at Nick's Garage, having a hot cup of coffee, and wearing my RUN 440, T-shirt no better way to start the day. I've been waiting to see this comparison video on Andrew's 440. The engine made some really great numbers with all the stock manifolds in place after the rebuild, good job Nick. 400 Hp will make the car a great driver for Andrew. Another great video George. I don't know how you do it, but the videos keep getting better and better.
@@moparedtn Greetings from central texas, Ed. Good to hear from you. I hope everything is going well, with you, and your family, as we approach the Holiday season. The progress on the Charger is coming along very quickly. If parts are available it would be a great Christmas present if it was in paint by the new year. Take care Ed, and stay safe.
@@eugenecastles7475 Grace of God, we're all still above dirt and eating. my friend, thanks. Wow, that would be great indeed - I tell you what, there doesn't seem to be quite the "bodyshop jail" problem up there as there is down here in the states (where we hear of project cars sitting in paint shops for years sometimes!). Be safe down yonder and we'll holler soon, Ed
Nice!!! Thanks for this vid, love those engines. 440 is a scary fast street engine!! Old story, 1985, same friend of mine who was into 318s went to NH to buy a 71 Roadrunner, guy didn't want it anymore and hand painted it w/paint brush, LOL that you would use on a house, black, to keep it from rusting. 500 bucks for the car, body was straight no dents and the 440 (whatever original mileage at the time) was a beast, when he brought back to MA and picked me up in it the next day, the car was an absolute torque monster that pinned me the minute he floored it. Stock 440, 727, 3.55's, Carter AFB. He knew how to pick em fast for cheap. Car ran 13.5's on snow tires at NE Dragway. Treated the car as a beat on throwaway and was trashed the following year. Man, if we only knew what we had back then - now! Peace.
Older carburetors often have problems with the butterfly shaft moving... this causes hard-starting and problems idling, especially when cold. I trust that the carb rebuild addresses this... I'm sure a few ponies were left on the floor due to the old carb in other respects.
@@lautburns4829 Yes... my 1970 Dodge motorhome had an original Holley with a throttle shaft that would move about 1/16th inch... impossible to set idle, or idle mixture... if you don't change the air filter, then air and dust is sucked through the gap, widening it... that shaft should be lubricated every so often, and the filter changed. You can drill it out and re-bush it to renew it. If you've ever examined the throat of a carburetor and looked at where the idle jets lie in the bore you can understand the problems. It also had a worn-out distributor, those need occasional lubrication too.
I know this is an old video. But I am building a 440 6 bbl. Bored 30 over with aluminum heads. Old purple shaft cam. Melling high volume oil pump. Milodin 7 qt. pan. Stock exhaust manifolds. I also will be putting this in my 70 GTX 727 automatic. Thanks for the quality video and very inspiring Nick. Thank you.
I appreciate nicks passion to want to know every story behind every engine! Its how a true car lover works and how a scientist thinks! :) and to the owner don't be scared! Nick won't break anything he can't fix!
Nick: Your Holley bias is showing through, the Carter AVS does NOT have vacuum secondaries. The secondaries are actuated by air flow. The flap above the secondaries is spring loaded only. AVS stands for Air Valve Secondaries.
@@ohwell2790 A Carter is admittedly harder to setup than a Holley, but a fully sorted Carter can perform as well or better than most Holley's. That said, I am currently running a Holley on my 67 GTX so what can I say :)
pretty sure he meant the vacuum choke pull off/s, likely also electric or intake manifold heat operated. they generally had two vac. pots (often coined dash pots) to slightly pull open the choke upon vacuum increase(engine start) and the second controlled further choke pull-off and vacuum secondaries so it didn't fall flat, backfire or stall when an unskilled person attempted to drive ;) I grew up driving carbureted vehicles, rebuilding carbs. setting distributors, timing, points, dual points or more doesn't scare me the least bit. I can tune most anything by ear and make it run near factory or better if they failed from the start ;)
@@throttlebottle5906 Not sure what you are talking about, Nick was talking about the operation of the 4bbl secondaries, with no comment regarding the choke. A Carter has a single vacuum pot (1 1/4" diameter) for pulling the choke back slightly from full choke position when the engine starts. Holley is the same, one vacuum pot for the choke. The vacuum secondaries on a Holley (2 1/2" diameter) has no association with the choke other than the choke must be fully open to disengage the mechanical interlock that prevents the vacuum secondaries from opening when the choke is not fully open.
Bro not sure how old you are but anything around 300 hp ran pretty good a 66 Chevelle 396/325 hp was a scary fast car those Dodge RTs 383 mag also 325 hp they were pretty light as well but very respectable.
There was some power available with an aftermarket intake and your HP Holley carb/air hat but the way you tested it was honest since it's a restoration. I'm a bit surprised your BSFC didn't raise once you installed the air cleaner assembly, obviously it's well designed and the duel inlets weren't a restriction. Nice build!!
That's still impressive power. Nice Build.👍🏼💪🏼 We always flipped the breather lid upside down to grab extra HP for racing then flipped it back around for normal driving. That was always why I ended up throwing 225/6 Rods growing up. 😁 I spun a few bearing in other engines with this old school trick but nothing like those /EYED 6's I RUINED! 🤔 Same trick ended up driving a Olds 307 Crankshaft out the timing cover Way too much Play & this was 30,000 miles after I paid engine machine shop to bore & Bal bottom end. I believe the machine shop was at fault for thrust bearing wiping out. My 94 lumina Z34 3.4 TWIN Dual cam , I flipped the air box , removed air filter & removed hood louvers , adjusted TPS SO COMPUTER SAW FULL THROTTLE, COMPUTER PROGRAM w stage 2 chip & cams degreed . I grabbed a bunch of power, I just hated the dead lag off the line cause it killed that cars potential. I always took that car home to either bring out the Corvette I built for someone or my 65 mustang & head back to the races in southwest Philly. Keep Having Fun Mopar Man 😁👍🏼 💥BADA BING BADA BOOM 💥 Nj'sJfJr 👍🏼💪🏼❤️🇺🇸
i am 78 years old really appreciate the engines you choose to work on and your mastery when it comes to making them rune like they were designed to do.. you are a veery knowledgeable , meticulous craftsmen. thank you and look forward to more videos.
Nick nice job. What difference it makes when you rebuild 440. Just on start up you can hear the difference. Runs like new and screams a like the devil. Those numbers are impressive. The before and after results truely shows what you can do as master engine builder. I love 440's probably as much as you do. LoL Great job George on editing and l love the music. All the best to boys and Merry Christmas to you all!
@@mikek5298 Why put an OLD CARB. that sat for ? on a NEWLY rebuilt engine, THAT'S STUPID. You will never know what you'll find inside that Carb. Nick had his done over WHY ?
@@mikek5298 Seriously? Did you just ask that? 50 year old carbs ware out, that's why. There's no way in hell it's working and is as efficient as the day it was made. You don't know this?
Thanks. Glad you like the video! The ads are not the channel's sponsors directly.. they are sold and placed by youtube.. and they recently upped the number of ad breaks. Thanks for understanding that advertising supports free content like this.
Nick. I would make sure that balancer hasn’t slipped. Maybe that’s why the timing said 50° because it moved after somebody set it. So it’s possible that the total timing is not really 34 and is less. Which would cause lower horsepower and torque numbers as you know. It would be curious to see if you could index it as you take it apart to see if it was correct or not
EXACTLY.... Why didn't Nick catch that?? He pointed out the shitty balancer and even removed his timing light to keep it safe, but not a thought about it slipping half a million times....
DREW! It's obvious Nick did a really nice job on your 440. If you've been around those particular engines often in this life, they have a sound to them when they're happy - and this one is very happy. :-) Taking into account the stock manifolds, older carb and that $%@#$ heat riser on the exhaust (and don't forget the stock air cleaner!), the numbers Nick got are VERY respectable. That engine will serve you well for many years to come. I'm jealous. :-) Congrats and take care, -Ed on the Ridge
Greetings from Michigan,Nick mentioned how much work it takes to put the engine in the dyno room,how about a complete start to finish video of that? Love your channel!
I see it's an externally balanced engine, meaning cast crank, but maybe it's a lower comp. "smog" motor like a 1974 or 1976, I enjoy watching your channel, thanks Nick.
Great comparison testing... That overhaul made a huge difference... I wonder how much difference , the absence of a heat-riser valve would have made? It is surprising that the air filter assy took 11hp... It would have been an interesting test-to use a K&N air filter element in the stock air can for another comparison test between the K&N and a standard pleated air filter element...
Nice Nick. Always a pleasure to watch & listen to you. Lol I have found that when my mind wakes me up at from 1 to 4am in the morning and I'm a little wired. It helps watching your videos and it keeps my attention focused and off thinking about other times & places. Take care man, your Golden.
Hey Nico I just want to tell you a little something I watch the boxing match and it was a Greek fighter tonight he lost the match but he felt like hell and never hit the mat it was a decision match he gave it all I had so much respect for him
Great Episode!!! The un-restored 440 put out a lot less power than the restored unit... A lot of times, I have noticed that opening-up engines with over 80k. miles and several years of normal usage, they have stuck rings, lifters that are not working properly, loose camshaft(s) timing components, lots of carbon in the intake & exhaust passages, valves / valve seats / valve guides and stem seals that are not sealing properly, worn distributor shaft bushings / primary timing components / inoperative distributor vacuum & centrifugal advancers, and carburetors that are not atomizing the fuel properly because of restricted/clogged jets, air bleeds and leaking float valves, along with various places that allow engine oil , coolant and vacuum to leak... A decent overhaul will greatly help to cure these issues and make them go away... As Nick displayed with this nicely overhauled machine. My guess is, after the new engine parts and re-machined surfaces have become fully seated and broken-in, that engine will produce an additional 20-30 h.p. and another 30-40 ft.-lbs. of torque.
Just checking in again , a year after first viewing this excellent episode... These Dyno checks reveal so many things about the engines... Very interesting results...
While I don't have the love for Mopar that Nick does (the only thing that was more expensive, part-breaking or 'constantly needy' than my 70-1/2 340 AAR Cuda was my '69 L88 Corvette), I have to agree that unlike today's 'computer controlled' 800-hp musclecars, 'back-in-the-day', anything really over 400-hp was just about 'back-breaking' to drive much on the street...and nothing could ruin a 'Saturday Night' more, than being wore out after shifting-shifting-shifting, headache-from-noise, nervousness from 'tire-barking' (beside the cop sitting next to you at a red-light), etc. There's a REASON we'd drive to town, and sit in a parking lot all night, back then! (if you've ever tried to 'street' a musclecar with 4:11 gears and an M-22 Muncie (Rockcrusher), then you KNOW what I mean about 'light-to-light city driving')
So Cool, you use the same old "Motors Auto Repair Manuals" that I do, Mopars rule !I'm almost 73 yrs. old and still building Mopars in B.C. Watch Cooks Cuda on RUclips, that's me .
Yeah awesome Nick, I would want to know too !! Appreciate you sharing, every time I watch, brings back great memories for me. Love this stuff. I'll be watching for more
Well Nick (since you said you doubt it) if you want to drive around in some 1200WHP aka 1500-1600 Crankshaft horsepower cars that drive like stock you should come on down to Oklahoma where we build this type stuff at APS Automotive.
I drive my 17' SS Camaro 6 speed daily driver pulling 455hp and 455 lbs tq. I had a 69 Ply Road Runner back in the day something like your 70 GTX. My RR had a 383....Stock bhp was 335 with about 425 lbs tq.
Awesome Car Drove 440 GTX When I was 19 & My Oldest son In baby Car Seat & Car Had Power Loud & Very Very Fast. Nice Car Thanks from Big MOPAR Muscle Car Lady Fan In Ontario Canada 🇨🇦✌️✌️👍😊😘
400hp is just not enough, hopefully I can upgrade the intake, cam,carb, headers, to get 500 HP ,at least, out if my 1970, 440. Always appreciate your videos.
@@glengillham4629 YUUUPPPP. or just dial indicator on mag or bolt base(aluminum). can do with heads on also carefully via spark plug holes. hillbilly valve clearance test? assemble fully, dial indicator and manually operate valves until light piston contact LOL. I've never done such a thing :)))))
as for the running true part, I think it was just the camera stroboscopic effect, dirty balancer(uneven paint job) and your eyes. it looked near dead nuts on stable to me for the 50yr age of it ;)
@madskills72clthe lighting and odd paint job can make it look fully out of whack to the eye and camera both. while it didn't look perfect, I'm not sure it rotated any and was likely offset from being supported by it in shipping ;)
@madskills72cl you cannot obtain reliable readings with magical junk-tronics devices to start with. while I'm not specifically a mechanic, I have seen plenty of bad/spun balancers, also watched them spit the rings off and go bouncing the drag track pavement ;) I have repaired many things other shops, tradesman and dealerships have failed to diagnose and repair. book time and trying to get it done fast is what harms them all.
i think the ouier ring on the balancer has slipped and what you thought was 55 degrees of timing was just 35 - should check for top dead centre and run that thiung again
@@CoastalAutoReactionCAR 445+/-ci with a mild cam making 390hp is kind of weak in my opinion. That untouched 1970s carb should have been rebuilt as well. It looked like secondary's fuel flow was being interrupted during the pulls.
@@mobeydick37 How so? Based on your years of engine building and testing? Unlike other guys and channels and heck even major auto makers Nicks numbers are REAL world numbers. Can you set up a dyno to read higher and hype up nu,bees? Oh heck ya he could he just chooses to not be like everyone else!(prob why we get along so good)Have you ever drivin a car with a real 400hp? The pre test was just that as Nick stated “tested as is” Cheers and thanks for watching!
@@CoastalAutoReactionCAR Based on the chance that 50 year old carburetor has good gaskets/seals and no trash in the jets. Maybe your extensive engine building tells you that it was in perfect working condition. BTW:My 07 GT500 puts dow around 600hp to the wheel's.
@@mobeydick37 Lol I’m sure on the right dyno it does my friend. The point of the test was to test as is out of the car. You missed the point. That mustang of yours must run in the 10’s no problem hey? All good bud enjoy your car that’s all that matters Cheers
Cmon Drew . You came this far . Gotta have that Carter 4 barrel refurbished too . Awesome Job Nick . Makes me wish I still had my 1st car . A 1970 340 scatpack dodge swinger !
I had that same engine in my 1969 Century Coronado runabout. Had a double-pumper Holley on it. Ran like a top. Tons of low-end grunt....would plane out with 12 adults.
Nick , thanks so much for all your great videos ! I never got to see anything like this in 1970! Also it’s nice to see George sometimes from an incar or other stationery camera .
Oh ok. I thought something must be way wrong here. That's what I figured. Thanks for clarifying. I didn't think there was a sensible reason to build these so close to factory power ratings as 50 years ago lol. I'm like, umm. We big block ford guys can do a hell of lot better than that with pure, drive around street engines all day long.
You had a lot of restriction on that carburetor. I noticed more than 1 inch of manifold vacuum. You can gain 10 hp with a larger carburetor. Also, the new cam had a lot of vacuum at idle, it was not a radical cam at all. On the original engine setup ... I am wondering if you could have gained some hp by advancing the timing. The harmonic balancer may have slipped and not showing the timing correctly.
Demetri. Had the damper mark checked and was OK. Yes, maybe I would have gained some HP with a larger carb. But we wanted to stay with the factory carb. Thanks for the info.
@@nickpanaritis4122 Dear Niko, thank you for your reply. From many sources, the stock 440 HP should be good for about 330 hp at 4000 rpm (marine 440, limited by speed prop) and about 350 hp at 4800, street engine. That was all with the AVS carb. It is possible that your engine was a bit worn out, but the compression was healthy. Maybe the cam was worn out a bit and was not opening fully. Who knows? In your engine, you were also not driving the water pump by the engine but by an external source, that can be 3-5 hp extra. I see your coolant temperature increases rapidly in the pull. My guess is the water pump is not turned fast enough by that little motor as it would have if it would have been by the water pump belt. Of course, you have no fan. The fan is worth another 10 hp easily, even the clutch fan that the 440s had. Thanks again. D.
@@craigbenz4835 Nick likes to use the Comp Cam's .474 intake , .488 exhaust (268,280) which is a bit more aggressive than the stock HP cam. I have the same cam on my 440, but there is no way I can get 19 inches of vacuum at 800 rpm. Perhaps my carburetor is a bit lean at idle.
The reality is that factory HP ratings on the 440cu in motor which were 350hp, 375hp & 390hp were very accurate. When I was 16 years old (1979) a friend had a dark green 1969 charger with an original 375hp 440. It was an automatic and if my memory serves me right he had .355 gears he raced it 4, maybe 5 times but not very successful. He spun a bearing and sold it for $2k in 1980. I would love to have that car today.
I had a small block mopar damper slip. I'm curious too, if that is the case. Especially since it bogged so hard when the 4 barrel cracked. Something fishy. Oh, AVS is vacuum operated secondaries - not.
@@nickpanaritis4122 Hey Nick - thanks for the reply - love the channel and what you get to work on - and thanks for sharing your work and experience. I'm really surprised you read my comment. It might be good to review this AVS operation detail with us viewers (they might enjoy it). My perspective - I'm typing wishing I were there with you to discuss. I wouldn't call the AVS secondaries vacuum controlled. They are mechanically controlled, but have a naturally-closed airflow-operated choke plate at the throat top. The secondary butterflies will open any time you ask for them (excepting if temperature constrained, ....and the reason for zip tying it out of that mode....). I call that mechanical, because the secondaries will open any time you ask for them via mechanical linkage. Now, to the mystery plate on top. I've heard debates on what the secondary choke plate does, as some call it a vacuum plate. For myself, I have concluded the plate is to prime the secondary venturies (i.e. make sure the fuel flows, before the air..). So, to avoid a lean condition, and accompanying bog, during the transition from primary to secondary opening. It richens the mixture temporarily. A signature trait of an AVS is a puff of black smoke exiting and curling up around the valence and tail lights when the secondaries open, caused by this transitory rich mixture (love it......this is evidenced well by a yellow 'cuda blackened rear valence, or watch in Bullitt when the secondaries crack on the Charger....). I think most or all OEM carbs after the AVS use a similar secondary priming choke plate system? Whereas, double pumpers use a secondary spray pump to help accomplish the same richening effect. I think it would be way cool to do a dyno day of experiments on this subject. It would be fun to watch your O2 sensor react to a properly operating AVS actually. I've heard debated if setting the spring bias more or less reduces the secondary bog. For mine, I just try to follow the spring bias specifications given, and it works ok. Andrew's GTX seemed to bog real bad, but strangely excessive for an AVS (man, you were really babying opening the secondaries trying to keep it from bogging). That excessive bog is partially what made me wonder if something else was wrong. An AVS doesn't bog like that usually, in fact simply due to that secondary chokeplate. My perspective. It would be a cool dyno exercise to experiment and tune the AVS secondary opening. While peak horsepower is a fine play, having an AVS work right when its secondaries hit is, well, making the world right everywhere else. All that said, I don't know how the dyno experience directly compares to in-car. I only know in-car experience. Respectfully submitted.
![BLACK BAG - Official Trailer [HD] - Only in Theaters March 14](http://i.ytimg.com/vi/Du0Xp8WX_7I/mqdefault.jpg)
I had a 1970 440 in my Plymouth Fury Police Interceptor I bought in 1976. It had the Police Package including the dual point distributor. I rebuilt the motor going .030" over using high compression pistons and a Direct Connection Purple shaft cam. I added a mid rise Wieand aluminum intake manifold, headers and glass packs along with a Holley 650 double pumper carb. I drove that car back and forth from college (1,600 mile round trip) many times and it ran great. It dynoed at a little over 500 H.P. and got 20 mpg on the highway thanks to the cop gears. I pegged the 140 mph certified speedometer more than once on those trips. A Kentucky State trooper once clocked me at 147. (Pretty serious as we had 55 mph national speed limits back then) I loved that car. PS Mine had Petty Blue valve covers from the factory, not orange like this one.
I still have my Dad's old 1973 Dodge Polara California Highway patrol car number matching 440 police interceptor. Very fun car to drive.1st gear does 70mph 2nd gear does 118mph drive I had it to 140mph.
Nick..I just want to say a big THANK YOU. I have gotten old and can not get around as well as I used to any more.. But was a good shade tree mechanic form the 50's, 60's and 70's I actually though about making it a career at one time (I eventually became a carpenter more travel ;-) But I miss those days.. I did my last car two years ago it was a 62 t-bird and it was a real struggle for me. So that was the last one.. But I miss it so much.. and like you it was the engines I love to build the most.. This program you run here help me remember with joy those younger years.. The days go by so fast it seem.. I never thought I would get old.. and never ever knew I would be in this poor of shape when I did.. well such is life.. thanks my friend.. you help an old man stay young.. carry on!
Me too, I have a hard time keeping my lawn mowers tuned up without having so much pain I have to rest for 2 days. Carry on my friend
Mine was replacing the plastic intake on my 98 4.6 Lincoln,damn near killed me. Ouch.
I'm getting there right now. My "car n bike" time is fast coming to an end I think. 😩😩
@@harwoods11 Sorry to hear that brother.. it is a tough time.. But there are some good YT places to go.. I also like "Precision Transmission" they have a good channel.. and a few more.. Well be of good cheer.. you will find something else.. Carry on! Always!
@@safn1949 yeah the newer cars are worse huh? Be careful out there!
Sitting here Monday morning with my Nick's Garage T shirt on watching my all time favorite channel! I am 66 years old and a MOPAR man my entire life. Your videos bring back a lot of great memories from my early cruising days. Thanks Nick and crew!
I'm 70 years young and same here , nuthin but Mopars all my life /
@@sparkywirenut I wish we could go back and order some of these great MOPARs from the past. I paid $2800 for my used 1969 Roadrunner in June of 1970. It had 10700 miles when I got it. It was repoed from the original owner. He could not afford the $43/month car payment! The good ole days my friend!
@Ragingbull340 Mopar or no car ! lol
@@billjamison2877 I had a good sleeper , a '66 coronet convertible , a buddy totaled his '69 Roadrunner , I got the motor & trans for $400 { 4 weeks pays in 1970 ! } , after that came 12.5 pistons , cam , hi-riser , double pumper Holley , headers , 4:10 dana posi from another guys 440-6 pack runner , he didn't like the gas mileage and traded me even . Only thing I never had was a dyno tune to get the most out of it , nearest dyno is 500 miles away - had a LOT of fun dusting the " big boys " !
My dad had a 440 GTX once it was trade for a Chevy Panel Van . Sadly he sold it almost immediately as a family man with three young boys he didn't need it , he got about $2500 for it , what a shame in retrospect but it was simply a used car to my Dad with no other value to him.
Oh well at least we had it for a few weeks to ride around in great memories and bragging rights to my 12 year old buddies .
Video editor, we don't need music over the running engine. Maybe you think the videos are boring without a little background music, but the people who watch these videos would rather listen to the sounds coming from the engine.
Note taken. Thanks.
Excellent results. I also found it interesting how the before and after results of the manifold vacuum readings at wide open throttle. Before the rebuild it was at neg 1 inch of vacuum, and after the build it was at 1.6 inches of vacuum. Also with the air filter it went up to 2 inches of vacuum. You can see it was definitely breathing better after the rebuild, and would benefit with induction upgrades like Edelbrock Performer, or Performer RPM intake and K+M filter insert.
That's a 50-year-old engine and it's a bit tired still very impressive for that age.
Not so tired as we thought.
So cool to see a 440 again. These were the days of simplicity, No harsh computers or electronics to fool you around & cost you thousands of dollars. I remember I could time & tune one of these with a wooden screwdriver. That was all that was needed.
And moms emory board right?
@@johnnystafford1826 No kidding. You are right. I wonder if it's still in my toolbox on the bottom? Haha
This is a more realistic dyno pull than I am used to seeing here: 1) carb with vacuum secondaries instead of double pumper 2) air cleaner on the engine 3) timing that is livable on the street under all conditions rather than bumping it to get a flash reading 4) Vacuum advance hooked up. All they above are how an engine on the street must live.
I've been collecting Mopar since I was 8 years old. My everyday driver is a 76 Plymouth fury sport. It has the original motor. I just replaced that nasty original time gear with a double roller and she is something. Very cool. I would love to work with Nick. Great minds think alike.
I hope you did so before it started spitting chunks of nylon off into the pan, if not it will clog the oil pickup screen and game over ;)
@@throttlebottle5906 I caught it right when it happened. Had to replace the pump also. I checked the main bearings and lucky enough they didn't get damaged. She's been running very well. Oil pressure is good even on long hauls.
@@matthewbridgeman4133 ay, if you pulled the oil pan and cleaned it, all is well!
damage most always occurred well after the fact, because the popular hack was slamming in a new chain and sprockets without removing the pan and cleaning it and the pickup.
Always a fatal mistake(unless grandma drives it at idle for eternity) lol
Great video, my dad had a '71 Chrysler Imperial with a 440, he would let my brother and I drive it all the time in the 1980's. The Imperial probably weighed several hundred more pounds than a GTX or Roadrunner , but it would still get up and move when you open up the 4 barrel carb. I later bought a 1972 Plymouth Satellite police model with a 318 motor and my dad bought a 1981 Cadillac with a 350, We ended up selling the Imperial with 220,000 miles on it for $2500 and the guy that bought it was till driving it years later and it still looked like it was in show room condition.
I set my alarm clock at 4:40 a.m. to get up for work! Great before and after comparison. Can't wait to see it back in the car. Love that GTX!
Oof. That’s early.
My Dad used to call me Mr. 440 but not for my superbee with one. He called me that because of the time i used to come in the door. Rest easy Dad.
Wow....the before and after in ONE video...that's what makes this channel awesome! Thanks Nick and the gang at Garage Indy!
The super commando lived up to its name they’re nice numbers Nick great job on that,Back in the early 80s those 906 heads were highly talked about
Watching 440s on the dyno never gets old. Back in '75 I bought a '68 Charger R/T (440 with a 727) for a whopping $800. Hey ... it only had 97,000 miles on it. :). I would have loved to see what it would have made on a dyno. I just know that it rarely let me down on Friday nights in "Mexico." Completely different driving experience than my '15 Challenger SRT 392 with a 6-speed. Both very enjoyable!!
A stock orange on the outside 440 Super Commando to me is the way I like them too look like but built up on the inside.
Thanks Nick.
Glad you like them!
I think that it is great that you gave us before and after dyno tests all in one episode.
With Nick, he always gives you something with a different slant on it from week to week. A MoPar one week, a Chevy the next week, another MoPar, then a Ford, etc. This time around he gives us the same engine with the "before and after" nuance. I've not seen something like this before. Thanks to Nick for doing it.
I had a 70 gtx 440 with a direct connection PURPLE CAM.. Radical to say the least. Wouldnt idle below1100. Finally chilled it out all stock on a rebuild. Miss that car
Also ditched the hooker headers. Mopar laughed at me looking for stock exhaust H pipe and manifolds. That was in 1979
wake up on Monday morning for the cup of coffee watching Nick's garage love what you guys to keep doing a great job thanks for the great video and thanks for sharing stay safe from Alabama
Love this guy. Old school savvy
Good morning to " All ". Breakfast with Nick is Fantastic. Thank you. Stay safe. Be safe.
Good morning!
Back in the day 1970 a friend of mine wanted to build a Dune Buggy. VWs were pretty rare in the southwest so he decided to go the Corvair route. He went down to the El Paso, TX, Auto Auction where he bought a 1965 Corvair Monza 140hp with a 4 speed. This car started and ran a little bit. I went with him to pick it up. A 1969 Chevelle 350 sbc and 3 on the tree his POV was our flat tow car to take it back to WSMR where we were both Lieutenants in the Army. I only threw in the Chevelle bit for a little eat your heart out.
After getting the car back to WSMR, White Sands Missile Range, NM, and the auto craft shop, we dropped the engine and our jaws. The first thing we noticed was that there was a brand new harmonic balancer. When we pulled it off we saw why. The outer part of the balancer, which is connected to the hub by a band of rubber, had separated like Nick’s was about to and ground a groove in the aluminum back plate which carried a lot of oil passages and was cut right through. Next we took off the oil filter adapter which hangs off this plate and has oil passages to and fro from the filter. Someone had short circuited this by drilling a hole between the two passages and packing them with bits of rags. The Corvair was air cooled of course and required a large amount of sheet metal bolted to the engine. None of the nuts and bolts matched. We took the flywheel off and rang it on the floor with a dull thud. Corvair flywheels were multilayered pieces held together with large rivets. If you tap it on a concrete surface, it should ring. Otherwise it’s junk. Finally we started dismantling the engine. Clark worked one bank and I worked the other. After I removed my head, I saw that there was a hole burned through one of the pistons on my side. This engine ran, sort of.
One more story. The Corvair had the crank above the cam. The pushrods ran to the heads through tubes underneath the engine. These tubes were a big source of leakage in these cars. So Clark wrote a letter to several aerospace companies on WSMR stationary saying that he was 1Lt Clark B. Blah,blah, blah. I need O-rings to work between a hot air and hot oil environment, blah, blah, blah. I am starting my investigation and will eventually need a run of 10,000 units. Please provide a quote and a sample of a minimum of 24 units. See 2per valve, 2 valves per cylinder, 6 cylinders, ergo 24. The quotes came back at about $10 per unit, and we got his engine built. Clark was a good old boy from SC and knew his stuff.
The Dune Buggy never got built.
The 1970 GTX is one of my favorite body styles. I've seen vintage factory Mopar dyno tests from the 1960's for the 375 hp 440's and they were usually around 350 hp to 355 hp with random engines pulled from the assembly line for testing. Mopar limited the valve springs to protect the cast pistons from high RPM and the 1970 440 has the pistons farther down from the deck than the 1968 and 1969 440's. As the valve springs wear, the valves start to stand open and leak a bit more at lower RPM that they do with new valve springs.
Jim. I had always said that the 440 4 BBL engine from the factory never made more than 350 HP.
@@nickpanaritis4122 not true my 1969 Dodge Charger RT 440 100% factory original numbers matching on the dyno put just over 375hp don't recall the exact hp. I still kick myself in the ass for selling it back in the 1980s.
@@norristammislideshowmulgre877 . And many others have done the same thing and selling what they had in the past.
@@nickpanaritis4122 I truly enjoy your information on mopars the information you share with all of us is priceless. I'm a Mopar Man first and FOREMOST then Chevy. I enjoyed your information on the 1972 Dodge Polara police car with the 440 interceptor. I still have my Dad's old 1973 Dodge Polara California Highway patrol car number matching 440 police interceptor. It does 70mph in 1st gear 118mph in second gear and had it to 140mph in drive. It still has the factory piston and everything still a virgin block I put new rings and turned the crankshaft and a valve job the only mistake I made was changed the cam and degree the cam 4 degrees advanced to help give it some lowend.
Great idea for a video…. A Mopar, a dyno and a cup of coffee. It is going to be a great day!!!
I've had a lot of cars. In excess of 250.
I'm happy with 350 horsepower.
$20 and a hot dog. I like sweet reliable road ability. Nice build Nick, from the office of motor management.
Eric. I tell most of my clients that 400 HP on a cruiser is great. Thanks for watching.
@@nickpanaritis4122 500 is better if reliable
saaame. im done with trying for high hp. anything over 450hp on the street is useless. 350hp is perfect imo. more tq is even better.
480 ft lbs of torque and 350hp is good enough for me. It's that torque that I like.
That was Awesome 😂💯👋👋 , love this Channel, I can't get enough of these Mopar's , engines , cars , everything period , what a pleasure to watch , great job as always 💯 , always makes me smile and happy , Thank you and your team very much 👍😀🙏
Nick / Dr. Mopar, Love that GTX . When I was a kid a guy in my neighborhood bought a new GTX same color. My little buddies and I would stand around and just look at it. More than once. Cool groovy man. I lived in Near Lions Drag strip.
Good morning Nick, Just sitting here watching Monday morning at Nick's Garage, having a hot cup of coffee, and wearing my RUN 440, T-shirt no better way to start the day. I've been waiting to see this comparison video on Andrew's 440. The engine made some really great numbers with all the stock manifolds in place after the rebuild, good job Nick. 400 Hp will make the car a great driver for Andrew. Another great video George. I don't know how you do it, but the videos keep getting better and better.
Thank you sir!
well said.
Greetings from out in the holler, Eugene! Hope all is well with you and yours today, sir!
-Ed on the Ridge
@@moparedtn Greetings from central texas, Ed. Good to hear from you. I hope everything is going well, with you, and your family, as we approach the Holiday season. The progress on the Charger is coming along very quickly. If parts are available it would be a great Christmas present if it was in paint by the new year. Take care Ed, and stay safe.
@@eugenecastles7475 Grace of God, we're all still above dirt and eating. my friend, thanks.
Wow, that would be great indeed - I tell you what, there doesn't seem to be quite the
"bodyshop jail" problem up there as there is down here in the states (where we hear of
project cars sitting in paint shops for years sometimes!).
Be safe down yonder and we'll holler soon,
Ed
Nice!!! Thanks for this vid, love those engines. 440 is a scary fast street engine!! Old story, 1985, same friend of mine who was into 318s went to NH to buy a 71 Roadrunner, guy didn't want it anymore and hand painted it w/paint brush, LOL that you would use on a house, black, to keep it from rusting. 500 bucks for the car, body was straight no dents and the 440 (whatever original mileage at the time) was a beast, when he brought back to MA and picked me up in it the next day, the car was an absolute torque monster that pinned me the minute he floored it. Stock 440, 727, 3.55's, Carter AFB. He knew how to pick em fast for cheap. Car ran 13.5's on snow tires at NE Dragway. Treated the car as a beat on throwaway and was trashed the following year. Man, if we only knew what we had back then - now! Peace.
Ohhhhhhh sneaky 4 months later! You guys were one step ahead! Excellent Video George! Cheers
Older carburetors often have problems with the butterfly shaft moving... this causes hard-starting and problems idling, especially when cold. I trust that the carb rebuild addresses this... I'm sure a few ponies were left on the floor due to the old carb in other respects.
I hope the shaft moves, do you mean the base plate is worn allowing a vacuum leak? Poor mixture and uneven idle speed.
@@lautburns4829 Yes... my 1970 Dodge motorhome had an original Holley with a throttle shaft that would move about 1/16th inch... impossible to set idle, or idle mixture... if you don't change the air filter, then air and dust is sucked through the gap, widening it... that shaft should be lubricated every so often, and the filter changed. You can drill it out and re-bush it to renew it. If you've ever examined the throat of a carburetor and looked at where the idle jets lie in the bore you can understand the problems. It also had a worn-out distributor, those need occasional lubrication too.
I know this is an old video. But I am building a 440 6 bbl. Bored 30 over with aluminum heads. Old purple shaft cam. Melling high volume oil pump. Milodin 7 qt. pan. Stock exhaust manifolds. I also will be putting this in my 70 GTX 727 automatic. Thanks for the quality video and very inspiring Nick. Thank you.
Sounds great!
Loved it, Interesting numbers for the before and after rebuild. Nice work Nick and crew.
Hello brother! What Native Nation do you belong to? Mi'kmaq here.
@@nativenation3296 Cool! Ojibwe Rock band; War Bonnet puts out killer tunes! Great native rock, man.
I appreciate nicks passion to want to know every story behind every engine! Its how a true car lover works and how a scientist thinks! :) and to the owner don't be scared! Nick won't break anything he can't fix!
Nick: Your Holley bias is showing through, the Carter AVS does NOT have vacuum secondaries. The secondaries are actuated by air flow. The flap above the secondaries is spring loaded only. AVS stands for Air Valve Secondaries.
Well, Holley's do make more power.
@@ohwell2790 yeah, the sun will rise tomorrow morning
@@ohwell2790 A Carter is admittedly harder to setup than a Holley, but a fully sorted Carter can perform as well or better than most Holley's.
That said, I am currently running a Holley on my 67 GTX so what can I say :)
pretty sure he meant the vacuum choke pull off/s, likely also electric or intake manifold heat operated. they generally had two vac. pots (often coined dash pots) to slightly pull open the choke upon vacuum increase(engine start) and the second controlled further choke pull-off and vacuum secondaries so it didn't fall flat, backfire or stall when an unskilled person attempted to drive ;)
I grew up driving carbureted vehicles, rebuilding carbs. setting distributors, timing, points, dual points or more doesn't scare me the least bit. I can tune most anything by ear and make it run near factory or better if they failed from the start ;)
@@throttlebottle5906 Not sure what you are talking about, Nick was talking about the operation of the 4bbl secondaries, with no comment regarding the choke.
A Carter has a single vacuum pot (1 1/4" diameter) for pulling the choke back slightly from full choke position when the engine starts. Holley is the same, one vacuum pot for the choke. The vacuum secondaries on a Holley (2 1/2" diameter) has no association with the choke other than the choke must be fully open to disengage the mechanical interlock that prevents the vacuum secondaries from opening when the choke is not fully open.
Great comments Nick regarding "Useable" horsepower for "Street" driving. 400 ponies and 485 torque is Very respectable. Nice work.
Bro not sure how old you are but anything around 300 hp ran pretty good a 66 Chevelle 396/325 hp was a scary fast car those Dodge RTs 383 mag also 325 hp they were pretty light as well but very respectable.
Thanks for doing a 440 4bl. Reminds me of dads 440 in his 69' 1/2 440 cuda', thanks Nick.
Monday and a 440 super commando, sounds like a super Monday. Awsome work Nick !
Always nice watching a man who enjoys his job.
Another well spent 45 minutes on a Sunday afternoon! I really enjoy listening to the knowledge,
MOPAR KNOWLEDGE!
Thank you.
Thank you
There was some power available with an aftermarket intake and your HP Holley carb/air hat but the way you tested it was honest since it's a restoration. I'm a bit surprised your BSFC didn't raise once you installed the air cleaner assembly, obviously it's well designed and the duel inlets weren't a restriction. Nice build!!
Nick i been around engines since i was knee high to a grass hopper love to watch your channel
A day late but here now,sure glad l am....Excellent....Thanks Nick....!
Enjoy!
HI NICK - CAN'T WAIT FOR THIS ONE!!!
God Bless You & Yours
Hi Tex. Enjoy.
Beautiful build. That car looks great with the purple finish. The factory wheels would look amazing.
That's still impressive power.
Nice Build.👍🏼💪🏼
We always flipped the breather lid upside down to grab extra HP for racing then flipped it back around for normal driving.
That was always why I ended up throwing 225/6 Rods growing up. 😁
I spun a few bearing in other engines with this old school trick but nothing like those
/EYED 6's I RUINED! 🤔
Same trick ended up driving a Olds 307 Crankshaft out the timing cover
Way too much Play & this was 30,000 miles after I paid engine machine shop to bore & Bal bottom end. I believe the machine shop was at fault for thrust bearing wiping out.
My 94 lumina Z34 3.4 TWIN Dual cam , I flipped the air box , removed air filter & removed hood louvers , adjusted TPS SO COMPUTER SAW FULL THROTTLE, COMPUTER PROGRAM w stage 2 chip & cams degreed .
I grabbed a bunch of power, I just hated the dead lag off the line cause it killed that cars potential.
I always took that car home to either bring out the Corvette I built for someone or my 65 mustang & head back to the races in southwest Philly.
Keep Having Fun Mopar Man 😁👍🏼
💥BADA BING BADA BOOM 💥
Nj'sJfJr 👍🏼💪🏼❤️🇺🇸
Great job Nick and crew! A before and after dyno session in the same video is a real treat! Thanks!
i am 78 years old really appreciate the engines you choose to work on and your mastery when it comes to making them rune like they were designed to do.. you are a veery knowledgeable , meticulous craftsmen. thank you and look forward to more videos.
A great before/after dyno comparison!! Thanks Nick's Garage for putting this together. Lots of great comments and questions too.
Great editing of the GTX 440 before and after video! Nice job Nick and company!
Poor,tired old 440. I can't wait to see it come back to life.
Nick nice job. What difference it makes when you rebuild 440. Just on start up you can hear the difference. Runs like new and screams a like the devil. Those numbers are impressive. The before and after results truely shows what you can do as master engine builder. I love 440's probably as much as you do. LoL Great job George on editing and l love the music. All the best to boys and Merry Christmas to you all!
Watching a true Master at his craft is a rare privilege!
I love your real world honesty. With the stock manifolds, intake and carb very impressive. Thank you Nick. You are the real deal.
I'd rebuild the Carb. " FOR SURE " you did the motor so definitely do the Carb.
What do you expect rebuilding the carb will achieve?
@@mikek5298 another 3-5 HP, just enough to get it over the 400 HP mark.
@@mikek5298 Why put an OLD CARB. that sat for ? on a NEWLY rebuilt engine, THAT'S STUPID. You will never know what you'll find inside that Carb. Nick had his done over WHY ?
@@mikek5298 Seriously? Did you just ask that? 50 year old carbs ware out, that's why. There's no way in hell it's working and is as efficient as the day it was made. You don't know this?
@@NoWr2Run . This one is getting done also.
I was just a kid but I remember while growning up in Cali those Dodge, Plymouth, Chrysler engines were dominating 😊
Awesome video Nick. Happy you have sponsors we all love sponsors. Thought I was watching my TV with all the commercial brakes. 😆
Thanks. Glad you like the video! The ads are not the channel's sponsors directly.. they are sold and placed by youtube.. and they recently upped the number of ad breaks. Thanks for understanding that advertising supports free content like this.
adblock plus,its free
Thanks Nick for the Carb Guys POC as my 70' Charger's 4-speed Carter needs to be rebuilt as well.
PlumCrazy. Give Don a call.
Nick. I would make sure that balancer hasn’t slipped. Maybe that’s why the timing said 50° because it moved after somebody set it. So it’s possible that the total timing is not really 34 and is less. Which would cause lower horsepower and torque numbers as you know. It would be curious to see if you could index it as you take it apart to see if it was correct or not
EXACTLY.... Why didn't Nick catch that?? He pointed out the shitty balancer and even removed his timing light to keep it safe, but not a thought about it slipping half a million times....
Good one! Even pros ...
DREW!
It's obvious Nick did a really nice job on your 440.
If you've been around those particular engines often in this life, they have a sound
to them when they're happy - and this one is very happy. :-)
Taking into account the stock manifolds, older carb and that $%@#$ heat riser on the
exhaust (and don't forget the stock air cleaner!), the numbers Nick got are VERY respectable.
That engine will serve you well for many years to come. I'm jealous. :-)
Congrats and take care,
-Ed on the Ridge
Ed. Thank you ED.
@@nickpanaritis4122 My pleasure as always, Nick. :-)
That is decent power with your air cleaner on it!! Take care, stay safe ,stay healthy and God bless!!
I wished that you would have put up the factory specs on the cam, vs the other hot cam
Grant. Send me an email and I will have the specs for you.
Nick you give alot of us information for what we need to keep going, thank you for the awesome content always!!!
Oh the Sweet Sound of a 440
Super well done guys. Lovely engine it's soft n strong. Thanks Nick
Greetings from Michigan,Nick mentioned how much work it takes to put the engine in the dyno room,how about a complete start to finish video of that? Love your channel!
Interesting idea. Thanks.
@@NicksGarage was the balancer verified at TDC, before?
I see it's an externally balanced engine, meaning cast crank, but maybe it's a lower comp. "smog" motor like a 1974 or 1976, I enjoy watching your channel, thanks Nick.
The reward of horsepower declines the higher you go. Nick is the Greatest
Great comparison testing... That overhaul made a huge difference... I wonder how much difference , the absence of a heat-riser valve would have made? It is surprising that the air filter assy took 11hp... It would have been an interesting test-to use a K&N air filter element in the stock air can for another comparison test between the K&N and a standard pleated air filter element...
Nice Nick. Always a pleasure to watch & listen to you. Lol
I have found that when my mind wakes me up at from 1 to 4am in the morning and I'm a little wired.
It helps watching your videos and it keeps my attention focused and off thinking about other times & places.
Take care man, your Golden.
Hey Nico I just want to tell you a little something I watch the boxing match and it was a Greek fighter tonight he lost the match but he felt like hell and never hit the mat it was a decision match he gave it all I had so much respect for him
Great Episode!!! The un-restored 440 put out a lot less power than the restored unit... A lot of times, I have noticed that opening-up engines with over 80k. miles and several years of normal usage, they have stuck rings, lifters that are not working properly, loose camshaft(s) timing components, lots of carbon in the intake & exhaust passages, valves / valve seats / valve guides and stem seals that are not sealing properly, worn distributor shaft bushings / primary timing components / inoperative distributor vacuum & centrifugal advancers, and carburetors that are not atomizing the fuel properly because of restricted/clogged jets, air bleeds and leaking float valves, along with various places that allow engine oil , coolant and vacuum to leak... A decent overhaul will greatly help to cure these issues and make them go away... As Nick displayed with this nicely overhauled machine. My guess is, after the new engine parts and re-machined surfaces have become fully seated and broken-in, that engine will produce an additional 20-30 h.p. and another 30-40 ft.-lbs. of torque.
Just checking in again , a year after first viewing this excellent episode... These Dyno checks reveal so many things about the engines... Very interesting results...
While I don't have the love for Mopar that Nick does (the only thing that was more expensive, part-breaking or 'constantly needy' than my 70-1/2 340 AAR Cuda was my '69 L88 Corvette), I have to agree that unlike today's 'computer controlled' 800-hp musclecars, 'back-in-the-day', anything really over 400-hp was just about 'back-breaking' to drive much on the street...and nothing could ruin a 'Saturday Night' more, than being wore out after shifting-shifting-shifting, headache-from-noise, nervousness from 'tire-barking' (beside the cop sitting next to you at a red-light), etc. There's a REASON we'd drive to town, and sit in a parking lot all night, back then! (if you've ever tried to 'street' a musclecar with 4:11 gears and an M-22 Muncie (Rockcrusher), then you KNOW what I mean about 'light-to-light city driving')
Finally!! Closed Captions is working. Now, I am watching your channel. Yeah! Thanks.
At last! Sorry you had to wait.
So Cool, you use the same old "Motors Auto Repair Manuals" that I do, Mopars rule !I'm almost 73 yrs. old and still building Mopars in B.C. Watch Cooks Cuda on RUclips, that's me .
This is a great idea.
Thanks to our viewers for suggesting it! And to Andrew for the amazing engine.
Yeah awesome Nick, I would want to know too !! Appreciate you sharing, every time I watch, brings back great memories for me. Love this stuff. I'll be watching for more
Well Nick (since you said you doubt it) if you want to drive around in some 1200WHP aka 1500-1600 Crankshaft horsepower cars that drive like stock you should come on down to Oklahoma where we build this type stuff at APS Automotive.
do you have a fuel tanker truck following if you take it for a 50 mile drive ?
Bo. That is impressive. WOW.
I drive my 17' SS Camaro 6 speed daily driver pulling 455hp and 455 lbs tq. I had a 69 Ply Road Runner back in the day something like your 70 GTX. My RR had a 383....Stock bhp was 335 with about 425 lbs tq.
I live close to Tulsa, will keep my eyes open. I used to have a '70 RR, 440 4spd....I wish I still had it. Love the show.
Thanks for sharing this comparison Nick.. and Thanks to George for putting the video together.. Best Wishes to Everyone at Nick's Garage... 👍💪
Awesome Car Drove 440 GTX When I was 19 & My Oldest son In baby Car Seat & Car Had Power Loud & Very Very Fast. Nice Car Thanks from Big MOPAR Muscle Car Lady Fan In Ontario Canada 🇨🇦✌️✌️👍😊😘
Happy Holidays from California ! great job Nick and George
Thanks. Happy holidays!
@@NicksGarage Why don't you use your air-flow gauge on top of the carb anymore?
I am aware it is very time consuming , but i LOVE the before/after comparison Nick !! nice work my man !! :-)
400hp is just not enough, hopefully I can upgrade the intake, cam,carb, headers, to get 500 HP ,at least, out if my 1970, 440. Always appreciate your videos.
Maybe the TDC mark on the balancer slipped? Seeing as its not running true.
My thoughts exactly
@@glengillham4629 YUUUPPPP. or just dial indicator on mag or bolt base(aluminum). can do with heads on also carefully via spark plug holes.
hillbilly valve clearance test? assemble fully, dial indicator and manually operate valves until light piston contact LOL. I've never done such a thing :)))))
as for the running true part, I think it was just the camera stroboscopic effect, dirty balancer(uneven paint job) and your eyes. it looked near dead nuts on stable to me for the 50yr age of it ;)
@madskills72clthe lighting and odd paint job can make it look fully out of whack to the eye and camera both.
while it didn't look perfect, I'm not sure it rotated any and was likely offset from being supported by it in shipping ;)
@madskills72cl you cannot obtain reliable readings with magical junk-tronics devices to start with.
while I'm not specifically a mechanic, I have seen plenty of bad/spun balancers, also watched them spit the rings off and go bouncing the drag track pavement ;)
I have repaired many things other shops, tradesman and dealerships have failed to diagnose and repair. book time and trying to get it done fast is what harms them all.
i think the ouier ring on the balancer has slipped and what you thought was 55 degrees of timing was just 35 - should check for top dead centre and run that thiung again
Hmmmmmm valid point although it has been re built and is making great power now!
@@CoastalAutoReactionCAR 445+/-ci with a mild cam making 390hp is kind of weak in my opinion. That untouched 1970s carb should have been rebuilt as well. It looked like secondary's fuel flow was being interrupted during the pulls.
@@mobeydick37 How so? Based on your years of engine building and testing? Unlike other guys and channels and heck even major auto makers Nicks numbers are REAL world numbers. Can you set up a dyno to read higher and hype up nu,bees? Oh heck ya he could he just chooses to not be like everyone else!(prob why we get along so good)Have you ever drivin a car with a real 400hp? The pre test was just that as Nick stated “tested as is” Cheers and thanks for watching!
@@CoastalAutoReactionCAR Based on the chance that 50 year old carburetor has good gaskets/seals and no trash in the jets. Maybe your extensive engine building tells you that it was in perfect working condition. BTW:My 07 GT500 puts dow around 600hp to the wheel's.
@@mobeydick37 Lol I’m sure on the right dyno it does my friend. The point of the test was to test as is out of the car. You missed the point. That mustang of yours must run in the 10’s no problem hey? All good bud enjoy your car that’s all that matters Cheers
Cmon Drew . You came this far . Gotta have that Carter 4 barrel refurbished too . Awesome Job Nick . Makes me wish I still had my 1st car . A 1970 340 scatpack dodge swinger !
I had that same engine in my 1969 Century Coronado runabout. Had a double-pumper Holley on it. Ran like a top. Tons of low-end grunt....would plane out with 12 adults.
Excellent video! I liked the before and after testing. Probably the only engine video like this on RUclips. 👍👍😀
Great channel!!
His knowledge and rebuilds are well executed!!
I'm really enjoying this!
Glad to hear it!
Nick , thanks so much for all your great videos ! I never got to see anything like this in 1970! Also it’s nice to see George sometimes from an incar or other stationery camera .
Nick, your the greatest mopar guy ever. Thank you.
Nobody does dyno tests like nick awesomeness
If the owner put a aftermarket intake on that 440 and a set of headers that thing would be a 440/450 HP engine or more
Oh ok. I thought something must be way wrong here. That's what I figured. Thanks for clarifying. I didn't think there was a sensible reason to build these so close to factory power ratings as 50 years ago lol. I'm like, umm. We big block ford guys can do a hell of lot better than that with pure, drive around street engines all day long.
@Adam Chapman . In many cases yes. But I do have some that want 500, and others for 600 .
@@Warrior_Resisting_Colonialism . Yes, some are a few more ponies. But sometimes I have 500 or 600 HP clients.
You had a lot of restriction on that carburetor. I noticed more than 1 inch of manifold vacuum. You can gain 10 hp with a larger carburetor. Also, the new cam had a lot of vacuum at idle, it was not a radical cam at all. On the original engine setup ... I am wondering if you could have gained some hp by advancing the timing. The harmonic balancer may have slipped and not showing the timing correctly.
Demetri. Had the damper mark checked and was OK. Yes, maybe I would have gained some HP with a larger carb. But we wanted to stay with the factory carb. Thanks for the info.
@@nickpanaritis4122 Dear Niko, thank you for your reply. From many sources, the stock 440 HP should be good for about 330 hp at 4000 rpm (marine 440, limited by speed prop) and about 350 hp at 4800, street engine. That was all with the AVS carb. It is possible that your engine was a bit worn out, but the compression was healthy. Maybe the cam was worn out a bit and was not opening fully. Who knows? In your engine, you were also not driving the water pump by the engine but by an external source, that can be 3-5 hp extra. I see your coolant temperature increases rapidly in the pull. My guess is the water pump is not turned fast enough by that little motor as it would have if it would have been by the water pump belt. Of course, you have no fan. The fan is worth another 10 hp easily, even the clutch fan that the 440s had. Thanks again. D.
I'd like to know what cam was used. 19" vacuum impressed me.
@@craigbenz4835 Nick likes to use the Comp Cam's .474 intake , .488 exhaust (268,280) which is a bit more aggressive than the stock HP cam. I have the same cam on my 440, but there is no way I can get 19 inches of vacuum at 800 rpm. Perhaps my carburetor is a bit lean at idle.
Don`t miss the beat! Cheers from Brazil!
The reality is that factory HP ratings on the 440cu in motor which were 350hp, 375hp & 390hp were very accurate. When I was 16 years old (1979) a friend had a dark green 1969 charger with an original 375hp 440. It was an automatic and if my memory serves me right he had .355 gears he raced it 4, maybe 5 times but not very successful. He spun a bearing and sold it for $2k in 1980. I would love to have that car today.
As far as the 50 degree advance found before the power run I'm curious if the damper has slipped and showing an incorrect value.
I agree, if the engine was truly set a 50 degrees, in the car that engine would instantly ping and detonate if put under load.
I had a small block mopar damper slip. I'm curious too, if that is the case. Especially since it bogged so hard when the 4 barrel cracked. Something fishy. Oh, AVS is vacuum operated secondaries - not.
@@fd797 . Yes, secondaries are vacum controlled.
@@nickpanaritis4122 Hey Nick - thanks for the reply - love the channel and what you get to work on - and thanks for sharing your work and experience. I'm really surprised you read my comment. It might be good to review this AVS operation detail with us viewers (they might enjoy it). My perspective - I'm typing wishing I were there with you to discuss. I wouldn't call the AVS secondaries vacuum controlled. They are mechanically controlled, but have a naturally-closed airflow-operated choke plate at the throat top. The secondary butterflies will open any time you ask for them (excepting if temperature constrained, ....and the reason for zip tying it out of that mode....). I call that mechanical, because the secondaries will open any time you ask for them via mechanical linkage. Now, to the mystery plate on top. I've heard debates on what the secondary choke plate does, as some call it a vacuum plate. For myself, I have concluded the plate is to prime the secondary venturies (i.e. make sure the fuel flows, before the air..). So, to avoid a lean condition, and accompanying bog, during the transition from primary to secondary opening. It richens the mixture temporarily. A signature trait of an AVS is a puff of black smoke exiting and curling up around the valence and tail lights when the secondaries open, caused by this transitory rich mixture (love it......this is evidenced well by a yellow 'cuda blackened rear valence, or watch in Bullitt when the secondaries crack on the Charger....). I think most or all OEM carbs after the AVS use a similar secondary priming choke plate system? Whereas, double pumpers use a secondary spray pump to help accomplish the same richening effect. I think it would be way cool to do a dyno day of experiments on this subject. It would be fun to watch your O2 sensor react to a properly operating AVS actually. I've heard debated if setting the spring bias more or less reduces the secondary bog. For mine, I just try to follow the spring bias specifications given, and it works ok. Andrew's GTX seemed to bog real bad, but strangely excessive for an AVS (man, you were really babying opening the secondaries trying to keep it from bogging). That excessive bog is partially what made me wonder if something else was wrong. An AVS doesn't bog like that usually, in fact simply due to that secondary chokeplate. My perspective. It would be a cool dyno exercise to experiment and tune the AVS secondary opening. While peak horsepower is a fine play, having an AVS work right when its secondaries hit is, well, making the world right everywhere else. All that said, I don't know how the dyno experience directly compares to in-car. I only know in-car experience. Respectfully submitted.
@@fd797 . Just like Rochesters.
This guy loves his job, very fortunate.
great numbers your getting out of the motor nice work nick
Thanks 👍