You as well. Sorry I didn't find the M1, but I was glad to see someone did. I did locate the heat stove like the GTX for your KOWALSKI 440 car. I sent you the link in gmail. I had an 82 Dodge diplomat with the slant 6 loved it. The car was good on gas.
Yiassou Nick! Love your videos. You may know this, but some of those black XP Holley carbs have an idle air bypass valve adjustment down in the air cleaner stud hole! Cheers !
@@kevinsavard5998 I had a 1985 Dodge Diplomat,but mine was a ex California state high way Police car that had a 340 4brl,that car was fun,and very fast.
Nicks show is normal as well. No drama with staff and friends , very one is respectful and you see projects come together. That is all I want to see. Glad I’m North of the border. Nicks garage is awesome!
Thanks Nick for the positive content in this time of bad news. The B and RB engines are so well engineered with their long block skirt, flat oil pan, external oil pump, front distributor and no coolant in intake. Easy to work on and great performance. Mopar for life!
In the US we called these engines: "Slant 6" back in the day. My next door neighbor had one, his 1st car. The salesman told him to be sure to check to oil monthly. Not knowing any better, he did this for almost 8 years, adding oil as needed, SAE 10W or 30W. It's 71 and I was working on my '66 Mustang in the driveway when he walks over and asks me to look at his car, Black '62 Dodge Dart, says it won't accelerate any more. I start it and the valve lifters are pretty loud so I pull the valve cover. It is so caked with used, burnt oil sludge that I barely got the cover off. I asked him when was the last time he changed the oil; he says what, never. I did just like the salesman told me I checked it once a month and added some. I knew Diesel mechanics used kerosene to run thru motors before a rebuild because my uncle was a 18 wheeler owner/driver. I had him clean all the sludge out of his cover and off of the top of the head. We drained his black SYRUP (oil), changed his filter and added about 6 Qts of kerosene. He started it up, let it warm up, drove it about 20-25 minutes and we repeated. Drained the 2nd flush, put in fresh oil, 3rd new filter and a new air cleaner. He drove it around the block and came back. He said it was like a brand new car and gave me $20. Which I immediately invested in new 8 track tapes.
Joseph Behmke, I was told to add a quart of trans fluid (high detergent) to that change of oil to help clean it out, then drive for an hr. or so, then change to new oil. Just a thought. Thanks for sharing.
Diesel fuel, Kerosene - old school tricks. BUT, I wouldn't have even run the motor with that in there, rather let it sit for 24 hours, pour a quart thru the head (remove the valve cover), drain it, clean out the oil pan, repeat, then do the oil fluid/oil filter change. Some guys have gone so far as to use 4 qts of "LA's Finest" mixed with 1 qt of oil, but RAN the motor, and claim it cleans out everything. I dunno, running a motor with some sort of degreaser is asking for trouble.
@@RockerDave12 I did this back in 70-71; it was new school back then. My Uncle Bill was a long-haul driver and taught me that while he rebuilt his 59 T-Bird Convertible W/390 4bbl and leopard skin print seats.
@@radioguy1620 Since my '66 notchback was my 1st car, all I could afford at the time was 200 cui 6 w/3 speed. But it had power steering and power brakes. I bought it from a friends Mom for $500.
The 383s were used in the M113 armored personnel carriers. The M114 armored scout vehicle had a 283 Chevy engine. The Army phased out all gasoline engines and the Detroit Diesel 6v53 replaced the 383. The reliability of the 383 is amazing. Love your channel.
The fact that you can swap intakes (and water pumps, oil pumps, and distributors) so easily, without losing water or removing the distributor, is why the BB Mopar is my favorite engine. I also love the shaft rocker arms.
Boy did that 64dart bring back memories! We had 3 64's, a bottom of the line with a170 slant six, a 225 six with the hyper pak and a 4 speed, and a 64 GT with the 273 and a pushbutton torque-flite, all great cars, we pulled the 273, and dropped in a punched 360,out to 380 cubes, and Hillborn fuel injection, best run 10:24,134mph, not a real winner but fun to play with back in the day. Thanks for the memories.
Those 225 CI slant 6 engines were pretty reliable, in 1979 I bought a 67 dodge van that had a slant 6 w 3 on the tree tranny, the shifting linkage was about 5 foot long as i remember. I paid 50 bucks for it and it needed the engine replaced. Being that the engine was between the seats the only way we could get it out (because we didnt have a engine crane) was to have me and a friend lift it out a few inches at a time, and we did just that. I secured the engine with a stainless steel wire cable and put a long barbell bar under it and we lifted it out that way. We put the replacement engine the same way
As always, great content Nick and Roger! Thanks for sharing all of the tedious updates on this 383 with us. Just wanted to share a story real quick... My late grandmother bought a 1965 Dart, baby blue four door with a slant six and a three on the tree manual trans. She bought the car brand new in 65' and sold it to my step dad in 1974 when he was doing door to door sales. At the time it only had 40,000 miles on it. He drove that car all over the Northwestern U.S. for nearly ten years and sold the car in 1984 with 350,000 miles. The car was still running good but he wanted a Mercedes. To this day, he said it was the best and most reliable car he had ever owned and never bought another Mercedes again! See you next week Nick.
Honest Guy ! Never seen before, but he doesn’t just show highlights. It’s like a live show warts & all. It takes a person with great confidence to do this.
I had an '81 Cobra Mustang. I bought it new and kept it for many years. After the second engine rebuild, I had to mill the heads for warpage. The original intake which used a valley intake gasket similar to the BB Mopars would never seal after the heads had been milled. I had to replace the original intake manifold with a next year style (1982) which was closer to a Chevrolet small block design. This resolved my vacuum leak problem. I love your videos. I have fond memories of my first car from watching. It was a 1970 Challenger RT with the 440 Magnum. Black with black vinyl roof and red rally stripe down the sides.
Seeing that push button automatic brought back some memories! When I was 17 - 18 years old, I built a custom 1958 Dodge D100 stepside pickup with a 383 Magnum and a push button 727 trans. Painted in midnight blue. There has never been another like it!
The 1964 Dart brings back memories. My first car was a 1964 Dodge Dart GT with the 273 cu in V-8. At the time, I didn't appreciate it. But, like the one in your shop, chrome everywhere. Mine also had the push button automatic. Again, being 18 years old, I couldn't wait to get something "more cool". Those were quite the vehicles back in the day!
On the M1, it was a problem from the onset. It leaked when first put on without the paper gasket to seal it. That is a fairly good indication that the intake to head plane is off. You had the heads and the intake milled. Either or both could have been off by just a half degree or off by just a few thousands of an inch. With the intake being off, the port matching at the intake/ head junction is probably off as well. If the port matching is off where there is a inlet stepdown ridge or inflow high ridge, this could set up a high turbulence area causing flow restrictions into the cylinders. Just a thought. W
I have that exact same intake that was match ported to a set of ported heads. They had to use epoxy to fill the sides of the runners to keep the profile the same on the heads. I think it was all the runners on one side and only some on the other. Maybe 1/8” max ish on the fill. So yeah, there may be a propensity to core shift in the casting of the manifold
Love these dyno tests and really appreciate the way Nick talks through all the problems hey Nick dynos can vary and hot Rod magazines much older dyno was likely optimistic IE your 425 bhp may indeed equate to hot rods 455 bhp. Your dyno is new and likely more realistic
Possible... but the Hotrod test was done by Steve Brulé at Westech, they have a lot of resources to keep their dynos calibrated. I suspect this M1 has a problem. There are just too many tests over too many years where, regardless of absolute power, it has performed better on B/RB Mopars than the Torker does.
@@stevelacker358 But how many years ago? From what I have heard it is 20 year ago. Westech probably had a couple of updates as well. I know personally that different dynos give different numbers. Three reputable shops in my area, same engine three different numbers, least number engine has marginally better performance Avgas V E85. One shop has closed, one shop changed hands
Love the segment on the dart. A fellow had a Turbine car in Pittsburgh in ‘66. One thing about being our age Nick is having grown up with these cars. Lots of great memories when I watch your channel.
59:46 1. Look @ spark plugs 2. Remove intake manifold, Without a intake pan or intake gasket, bolt the M-1 intake (hand tight), look for Gap. Use feeler gauges, L.E.D. flashlight. Cover the carburetor mounting surface (intake) with duct tape. Pump smoke 🚬 into the M-1 intake manifold. Look for SMOKE 🚬.
Love your garage Nick, my family had a mobile gas station and garage back in the 50s. I sure do miss that time in my life. It is a plumb pleasure to watch you on u-tube. thank you so much! !
@@NicksGarage I have idea 💡 for the channel have you ever done a foe hemi ( also know as a budget Version thats easier to build ) aka hemi heads ( I’m mostly taking about the factory heads and not the conversion ones same thing that hot rod did back in the 1980-2000 time frame but some how didn’t dyno it it had a roller camshaft I think 🤔 and nascar was running that combo at one point ) on a 383 or 440 ?? I think 💭 it might make good content
Thank you, guys, for taking time from your holiday to think of us fans. You’re the best! Thank you also for taking time to show us the work and effort that goes into solving the mysteries almost every car presents to hobbyists like us. Successfully figuring out what’s wrong and getting a car to run its best is rewarding, and watching you and your crew work at it is a lot of fun. Thanks, guys!
Ah the good old simple days of engine basics. Wow that 64 Dart is in incredible shape!!!! Thanks for the tour again Nick,I miss those days of those beautiful old monsters in my driveway and roaming the streets daily! Thankfully you and your talented crew keep those dinosaurs alive and well!!!!
and thanks to George - you're video editing skills really makes Nick's channel fantastic as it is and so enjoyable to watch! this was a another great one
I was a duster fan I had a 1970 340 4sp with 391 gears. and in the late 70' I turned it into a racer. I installed a 426 30 over Hemi super stock engine in it, with a slick shift Chrysler 4 speed and a shorten Dana rear end with 538 gears. Man what a ride.
How neat to see the Duster! When I was born and until I think 1982, my parents had a 1969 Plymouth Valiant with that 225 straight six (which I'm pretty sure is the Plymouth version of the Duster). It had the three on the tree manual transmission and made it to well over 100K miles when they sold it. I remember helping my Dad do work on it, servicing the brakes, changing the oil, all the things. 👍
boy that 383 wakes right up as soon as you put on load! usually you get the bog down when you put the low load on it on most engines, then they climb out after the cam catches up, but the first run this engine just loved it! I know you'll work out the gremlins to get the best performance possible from it, the Maestro of the mechanical! lol! thanks again guys, love the videography and the sound production as always!!!
I thought Hotrod magazine lied and they ported the heads with their test. Maybe as well as a few other things they did not mention in the article like a different cam.
@@bobbysanders7725 i've long suspected they have a happy dyno, their engines always seem to dyno a little on the optimistic side down at westech. Richard Holdener claims otherwise but he may not have access to the "calibrations" there.
Nick, I have a 1966 Plymouth Satellite with a 383 and a 4spd since 1982. I’ve been using the Edelbrock 383 Torker Intake Manifold with my HP Holley 3310-1, 780 Carburetor with Vacuum Secondaries. It has #72 Primary jets, and #76 Secondary jets, a 8.5 Primary Power Valve, and 10.5 Secondary Power Valve. It’s one of the few Holley Carbs that uses 2 Power Valves, instead of 1 Primary, and and Power Valve Plug. I’ve NEVER had a single issue or loss of power with this same intake manifold you are using. I swear by it. I’ll NEVER change that intake manifold. It’s the Perfect CFM combination on this Big Block 383. It breathes absolutely fantastic. Great Power, Great Torque, Great Performance! I just cleaned, and rebuilt my carburetor completely from the ground up. If you would like to try it out and test the performance of it with your 383 engine, I’d be more than happy to ship it to you and let you use it to see what kind of numbers you would get with it. Let me know. I love watching all of your videos. Keep up the great work! Tom from Long Island, NY
This 383 problem reminds me of the problems I had in the 1980's when switching between carbs. Still to this day I have no idea why that engine would not run with a Holley but had no issues running with a Predator. The Holley resulted in all cylinders backfiring and acting like all the valves were bent. I checked all the vacuum leak areas and made sure all bolts were tight. Back then I was a Machinist, so you can imagine the fit of metal to metal surfaces was within tolerances.
I had a 71 Duster Twister 225 slant 6 with a three speed standard on the floor. It was one of the experimental cars. Manual transmission with automatic transmission fluid in the Trans and the rear end. I always liked the fact that on a cold morning the gears shifted as smooth as could be.
I think the engineers figured having 3 different intake runners among 6 cylinders would help smooth out the torque curve along the rev band might be more beneficial than the perfect swirl/pulse.
My Dad had a '69 Chrysler Town & Country woody wagon with a 383 4-bbl / Dual Snorkel Air Breather & Dual Thrush shorties. This takes me back - that SOUND, Tho ..... ! ! ! 👍🎯😎
I had a Wiend Team G on my built 383 and it was always lacking. I rolled the dice on an Edelbrock RPM and it was night and day. The short stroke motor with the higher powerband Edelbrock dual plane worked great. I bet the Edelbrock would beat the Torker. I'd love to see you try that one on the dyno! Cheers!
I have a 383 Edelbrock Tarantula intake. It's a bit taller than the Torker and specifically designed for higher HP from 4500 rpm & up. The Torker is a great intake for lower rpm driving. Thus the name.
I had a '64 Dart GT with a 361 dual quads. Tri-wye headers, automatic and Sure-Grip rear end. Drive train was installed by the guy I bought it from. I installed a 727 that I had shift kitted. In the early '70s she turned In the 12.80/90s. Bought part for trans, I did, from Roger "Color Me Gone" Lindamood. Thanks for the memories. 👍✌😂
@@hotrodray6802 Ok, ok not maged , dye crack checked, but there very well could be a vacuum leak in that intake with them backfires like that. Plus the mixture keep showing lean on O-2 even after much bigger jets installed so yep you very well could have a vacuum leak somewhere in that intake , I would have ran a dial indicator over that top carb flange plate of the intake to check for flatness plus pulled spark plugs and had a look at them as well.
Its always nice to see what Nicks working on. It brings back sweet memories of being young and my sweet 63 Plymouth sport fury 383 4 speed. Thanks to Nick and his great tech's
My first car was a 64 Dart GT 2dr ht! My brother was driving it through Saskatoon just before he gave it to me and got stopped b a police officer who wanted a closer look at the car. The RCMP officer said it was the only 64 Dart GT on the road in Canada at that time(1983) I now have the opportunity to get it back at a very reasonable price. Mine was a very dark blue with blue interior.
My mom had one when I was 7 years old. I remember hers had a dealer installed Mopar Cool Aire AC system. It was pretty much loaded with all the options, which weren't many. They were good looking cars. You really should try to get that one back. Due to their really light weight, with a small block engine swap, they're really quick. The biggest problem is the narrow wheel wells limit tire size. But even with the slant six, they still are quick enough.
Greetings from northen Sweden. Nick, when that Red Block Slantsix started up,, oh man, what music to my ears. I had a - 64 Valiant V100 when I was a bit younger. Too bad that car is no longer with us as I accedentally wrapped it around a birch tree. Great channel by the way. Stay safe and take care.
@@nickpanaritis4122 - Doesn't say MPH or KPH on it, does it? Must be KPH... When we were kids, we thought whatever the speedometer went up to was how fast the car could go... This car might go 180 KPH/110 MPH... looks like a new speedometer reading 3,000 KM?
Love that awesome old Dart. That is a sweet ride. That slant six truly was a workhorse. I think Chrysler put those in everything. Cars, trucks, buses, delivery vans, farm equipment, boats, portable electrical generators, everything but an airplane, LOL I understand the army had that engine in some sort of transport until the 1990's.
The speedometer in the Dart is probably a KM/H not MPH gauge, 180 km is around 110 mph. I have 2 Mopars but i can not wait for that 427 Side oiler dyno test thats coming up :)
Christian I am sure you are right, I wonder if KPH speedo's were common as early as '64 for the canadian market or if the canadian dealer installed this or if its later installed. Cool car anyways :D :D
I seem to remember that, 30 years ago, in the Mopar Performance Engines manual, Larry Shepard wrote that, only on the B motor version of the M1, little dividers or "dams" were required in the plenum, made from popsicle sticks and epoxy, to get the fuel distribution right in all cylinders. As I recall, the dams were recommended between cylinders 2 & 4, and 5 & 7. Curiously, the RB version didn't require them.
I love the 383 that I have and I've ran a Torker, TM6 Tarantula, and a Performer RPM on the 383 before. With the combination I have now.with a Comp cam 1800 to 6000 RPM range and the same type Holly 750 it likes the Performer RPM best. I would love to see you try the Performer RPM.
I had very good luck with the Performer RPM also......very good manifold.......I was running 750 AFB and could get the jets/needles perfect. I'm not a big Holley guy except for absolute top end. Hope I didn't put a target on my back.
always entertaining to see you scratch your head an take us along with ya, no hiding the real world problems that seems to always pop up, curious to see you tinker with it some more an maybe find out what exactly is going on with that M1, happy Canada day!
Nick You Just Warmed My Old Heart I Used To Own a 1973 Plymouth Gold Duster With a 225 Slant Six Auto Trans With A/C console Shift !!! I Love Those Old Slant Sixes They Are Hard To Kill!!!
I use a propane torch just turn the propane on run it around the intake while it's running if the engine starts running faster (Idles up) you know where the leak is at
Only if the air leak is big enough you are running lean. If you have a known good carb, your technique is dead on accurate. If you are running fat, the rpms can actually go down. I like the idea of the propane torch. Hmmm, can you start an engine on the propane torch as well?
Hey Nick George & Manny That slopper as we called then down under here in New Zealand was one sweet ride aye. I remember using those motors in the early days of stockcar racing as so reliable and just kept going thus winning many a race. There was some sweet rides in the shop the day that awesome video was made Nick. I'm sure you will work some more of your magic Nick and that 383 will do what it's meant too. Stay safe & well guys, have an awesome week.
Thats a sweet sublime dart there Nick, and really like your channel alot. Just about bought a 71 the same color last summer, but with built to the nuts 413 wedge and was a lil badass. Man that hemi orange charger is super hot and are really special to me. Mainly because my first car was a 68, and have owned two of them. I've been building a hi powered late model challenger and is altta fun, but am really wanting some old muscle and miss that rawness
There's was an article in a Mopar magazine in the early 2000's..it was a 383 build with edelbrock performer heads, m1 intake and demon 950 carb and it was making over 500hp...forgot the magazine..it was one of the smaller Mopar publications
That Cam just sounds too mild, Back then every one of those mechanics lied about what they put in their motors you need a higher lift cam probably ported heads and one of those carbs will work ,can’t flow the air can’t pull it through the cylinders ... what is there has definitely reached it’s limit!.. Love your channel Nick and everything that’s going on in that shop is awesome!!!!👍👍👍👍✌️
Nick, I can't remember when the article in Hot Rod was published but if it's from the 70s then they might have been using a high octane leaded gasoline which could make a difference. Your friend in Thailand, Byron.
@@dartgts383 Unleaded gasoline was introduced in the 1970s when health problems from lead became apparent. In the United States, leaded gasoline for use in on-road vehicles was completely phased out as of January 1, 1996. When was the article written?
@@rdrokit pretty sure this was in the 90's , I may even have the article in my collection at home , though I have thrown a lot of my old mags away over the last few years . But the fuel quality isn't the big issue if you build for it. In 2003 I was involved in an engine built for Popular Hot Rodding's Engine masters competition , it made 716HP on 92 unleaded gasoline naturally aspirated , no power adders , 469 Cubic inch 400 low deck Mopar based stroker with Mopar stage 6 heads that were reworked , compression ratio of the engine was 12.2:1
Nick, on milling the heads and cutting the intake- I took .050 off the heads of a 400 ci. and was concerned about the intake being milled as direct connection recommended. Tried to trig it out myself and l came up to only a slight amount, much less than they recommended so just assembled it. You could see the difference in the bolt holes but no problem sealing. Everything worked and is still working years later.......
on a big block mopar you take .0123 off for every .010 off the deck , you can take .010 or .020 off and still get the intake on without having to egg shape the intake bolt holes . Have you seen intakes at swap meets with the intake holes filed oval , it's because the heads weren't cut on the intake side , and you can only take so much off before you turn the valve cover rail razor thin.
Good day eh! Hope everyone is staying safe and cautious. I remember my late uncle Bob, who passed when I was like 6-7 years old, had one of those Dart GT’s. I remember the car cause my aunt took that car and drove it like a demon!
I was working on my 67 dodge custom sports special pickup and noticed the firewall connector contained all of 12 wires. That was the good of days of electrical!!
Just a crazy thought: When it's like below 0 degrees F outside, if you had a big air intake pipe through the roof down into the carb, wouldn't you get more power on dyno?
That's what I'm thinking. With the intake being the only thing changed, and with it having been machined and then not being sealed properly on the first pull. I'd rather machine the intake surface of the head any day so you can change to any manifold. Poss. tiny leak still or a port mis-match at the roof. I've seen MP's claim of 10-15 hp over older (at time of it's intro) single planes (like Torker) born out in other dyno tests. But I guess I better watch the rest of this before I ramble on anymore. adding-keeps running lean, maybe cuz slight loss of signal because small vac leak has engine not drawing all of its air through the carb-thus the insensitivity to large jet changes.
It's always great to watch a craftsman at work and Nick you are at the top of your game sir. Brilliant video and editing as well. Thanks for sharing. Amazing.
I'm unfamiliar with dynos but I do remember from watching episodes of Engine Masters they were discussing how your altitude affects power numbers due to air density. Perhaps down in Cali where the test was likely made they're much closer to sea level than in QC Canada. You also mentioned about it being a hot day - I'm sure you go to great lengths to maintain cooling but if the shop and dyno room are already warm, that might affect things too. I've not seen an air conditioner in your dyno cell so that might be something to look at.
Thank you Nick , I'm sure Hot Rod tried the torker I had a great time hanging out with you in the shop. Thanks to the guy behind the camera and the whole production team lol Central California watching
I been a Mopar nut for 45 years and yeah many intakes I have used did the same thing. I had bought every intake you could think of and over a dozen Carbs , some different types of carbs but , it seemed only 2 types of set up's that were close to the same worked and made the near same. That took about 8,000 dollars worth of parts for testing, only good thing is that I still have all them parts to the day , several set ups in use. I was lucky back in the days my friends dad owned a machine shop were we could test things after hours , I know how it feels , watching this video took me back to them long nights but , worth every second of it now💯👍😀
Good test but thee might be something with the engine taking fuel at the beginning of each test. Maybe timing or the advance mechanism. The new 750 is a great carb. Thanks
Nick's Garage would be where I'd hate to go home after work, milking it for as long as possible....then in the morning, hanging on the door to get started! Always enjoy the videos folks! 👍🏻👌🏻👏🏻🍻
Yes. I have a 71 440, cut/ balanced crank, and Streetmaster Alloy heads with Hedman long tube headers. I liked the Torker 440 but it had the power and of a 340cc racing snowmobile. I put on a Holley Sniper EFI and it's now super streetable. But everything that I have heard backs up how great the Torker 440 is. Apparently the same thing goes with the 383 as well
Nick usually makes things look straightforward. His projects make progress in a straight line. It is nice to know that he has to deal with inexplicable crap like this too.
As a graduation present my dad bought my sister a new 65 Plymouth Valiant convertible with the slant six. She had it for 6 years. In 71 my parents bought a new Chrysler they gave my sister their 68 Plymouth Fury III 2 door hardtop. My brother got the Valiant.
I always assumed a smaller runner could increase velocity and improved cylinder filling which = more power. Also was the carb spacer and type the same as the hotrod test. Anyway Nick thank you for being the guy putting in the hours and showing the honest results regardless what direction the HP number goes. So much crap going on & your videos help me forget for a while.
As has been said, my money would be on a port mismatch between the intake manifold and the heads, especially at the port bottoms. If there is a disturbance there, the intake charge will tumble and won't be able to make the turn at the short side going into the chamber. It's easy to check with an inexpensive inspection camera.
Great video again Nick! We are taking a quick 5 day break after tomorrow’s upload(be sure to watch you will like what we found) I will be in touch next week! Cheers my friend 👍🏻🇨🇦
I have a question as I know nuthin bout nuthin. Would an issue of that nature cause a 40 hp difference from what HR saw much less a 10hp drop for Nick?
@@DVSNTHERE Altitude? if Hot Rod tested in Los Angeles they're under 100 feet above sea level, not sure exactly where Nick is but I'm betting they're 300-500 feet. He also said it was a hot day and that thins the air out even more. The gasoline can also affect horsepower even between simmer and winter blends or ethanol blend or blend percentages.
@@fk4515 Octane is a big difference in fuel as well. I don't know when HR did their test but its possible they used a higher octane as it used to be readily available back in the day. Higher octane allows more ignition timing before preignition or detonation will occur. The more timing the more power you can make. Nowadays guys are running e-85 blends to get that extra octane plus a better cooling effect as it evaporates quicker than pure gas. A cooler intake charge with more octane and more timing = more power. Flex fuel cars usually run better on e=85 than they do gasoline but fuel mileage drops off big time.
My dad had a 1972 I believe Valiant with the slant 6cyl and one time on a trip back from maritimes the oil pump was failing. Thank goodness for the mechanical oil guage he put in. It was a Sunday and a garage was closed but let my dad change the pump because the guy there had an old Fargo truck we used the pump off it. Nice that the pump is in outside of block. And my dad also had a 1977 Volary but 4 door and 225 slant 6. Engine was good but trany failed and body rusted out.
Us ford guys are sitting back laughing. Mopar and Chevrolet both had to increase displacement just to match what a new coyote 5.0 puts out. Mopar 6.4 and Chevy 6.2. 1 horsepower per cubic inch used to be the standard for excellence Ford said hold my beer and watch this. 5.0 liters 302 cubic inches 465 hp
Engines are just air pumps, Chevy ford dodge, if they flow the same air number they make the same power. Even if I owned a ford, I still would have a ford engine in it. Why you can’t break a ls.
@@Hillside-Hotrods So what you're saying is Chevrolet and mopar just can't quite build as efficient of an air pump? You're right they are essentially just air pumps. But pumps are rated by the amount of air pumped through. A 5 liter air pump processing as much air as a 6.4 liter pump is impressive. Really it comes down to the 5.0 having separate intake and exhaust cams on each cylinder head with variable timing on all 4 cams and 4 valves per cylinder. It wasn't long ago only very expensive super cars had engines with 4 valves per cylinder and quad cams. Now its attainable in a ford.
@@BuzzLOLOL chevy 383 has NO stock parts left on it, 10.5:1 compression, big ass heads, and a big intake/cam. chevy guys jealous, small block mopars came with 18 degree heads and better rod ratio STOCK. also have a better rocker system. lets see you make 500hp on stock press in rocker studs LOL.
Hey Nick! I had a 64 dart gt all blaxk with a white strip. It was a 272 4 speed, had doule exhast. It was a freak , raced a lot of 289 mustangs. alway beat them. Probably the best car I ever owned, I bought it in 66 drove it I bought my 69 road runner.good times.
Have a fantastic week, everyone!
You as well. Sorry I didn't find the M1, but I was glad to see someone did. I did locate the heat stove like the GTX for your KOWALSKI 440 car. I sent you the link in gmail. I had an 82 Dodge diplomat with the slant 6 loved it. The car was good on gas.
You too, I love you and your team :) Great videos. Thank you from Australia!
Yiassou Nick! Love your videos. You may know this, but some of those black XP Holley carbs have an idle air bypass valve adjustment down in the air cleaner stud hole!
Cheers !
@@kevinsavard5998 I had a 1985 Dodge Diplomat,but mine was a ex California state high way Police car that had a 340 4brl,that car was fun,and very fast.
He lives in Canada......
Nick's Garage is a nice distraction from the Chaos in America.
Thanks. We appreciate that.
thanks nick from las vegas.
Most excellent distraction !
Nicks show is normal as well. No drama with staff and friends , very one is respectful and you see projects come together. That is all I want to see. Glad I’m North of the border. Nicks garage is awesome!
Everything at Nick's makes sence, Nothing else in the world does !
Thanks Nick for the positive content in this time of bad news. The B and RB engines are so well engineered with their long block skirt, flat oil pan, external oil pump, front distributor and no coolant in intake. Easy to work on and great performance. Mopar for life!
+ no taking the distributor out @ manifold changes.
In the US we called these engines: "Slant 6" back in the day. My next door neighbor had one, his 1st car. The salesman told him to be sure to check to oil monthly. Not knowing any better, he did this for almost 8 years, adding oil as needed, SAE 10W or 30W. It's 71 and I was working on my '66 Mustang in the driveway when he walks over and asks me to look at his car, Black '62 Dodge Dart, says it won't accelerate any more. I start it and the valve lifters are pretty loud so I pull the valve cover. It is so caked with used, burnt oil sludge that I barely got the cover off. I asked him when was the last time he changed the oil; he says what, never. I did just like the salesman told me I checked it once a month and added some. I knew Diesel mechanics used kerosene to run thru motors before a rebuild because my uncle was a 18 wheeler owner/driver. I had him clean all the sludge out of his cover and off of the top of the head. We drained his black SYRUP (oil), changed his filter and added about 6 Qts of kerosene. He started it up, let it warm up, drove it about 20-25 minutes and we repeated. Drained the 2nd flush, put in fresh oil, 3rd new filter and a new air cleaner. He drove it around the block and came back. He said it was like a brand new car and gave me $20. Which I immediately invested in new 8 track tapes.
Joseph Behmke, I was told to add a quart of trans fluid (high detergent) to that change of oil to help clean it out, then drive for an hr. or so, then change to new oil. Just a thought. Thanks for sharing.
Diesel fuel, Kerosene - old school tricks. BUT, I wouldn't have even run the motor with that in there, rather let it sit for 24 hours, pour a quart thru the head (remove the valve cover), drain it, clean out the oil pan, repeat, then do the oil fluid/oil filter change.
Some guys have gone so far as to use 4 qts of "LA's Finest" mixed with 1 qt of oil, but RAN the motor, and claim it cleans out everything. I dunno, running a motor with some sort of degreaser is asking for trouble.
@@RockerDave12 I did this back in 70-71; it was new school back then. My Uncle Bill was a long-haul driver and taught me that while he rebuilt his 59 T-Bird Convertible W/390 4bbl and leopard skin print seats.
LOL I remember putting a whole new exhaust on a 66 toronado for 10 $ and thought i had a good deal, course filling my 66 Mustang cost 5 $
@@radioguy1620 Since my '66 notchback was my 1st car, all I could afford at the time was 200 cui 6 w/3 speed. But it had power steering and power brakes. I bought it from a friends Mom for $500.
The 383s were used in the M113 armored personnel carriers. The M114 armored scout vehicle had a 283 Chevy engine. The Army phased out all gasoline engines and the Detroit Diesel 6v53 replaced the 383. The reliability of the 383 is amazing. Love your channel.
361?
@@rodneybyrd9516 that's correct. Thanks
The fact that you can swap intakes (and water pumps, oil pumps, and distributors) so easily, without losing water or removing the distributor, is why the BB Mopar is my favorite engine. I also love the shaft rocker arms.
GM took a page out of the BB Mopar. The LS is the same way in a lot of respects.
@@hoost3056 Far more likely GM took a page from their own engineering history because Pontiac engines are the same.
GM also took several pages from Ford's Windsor engines as well when developing the ls.@@hoost3056
Boy did that 64dart bring back memories! We had 3 64's, a bottom of the line with a170 slant six, a 225 six with the hyper pak and a 4 speed, and a 64 GT with the 273 and a pushbutton torque-flite, all great cars, we pulled the 273, and dropped in a punched 360,out to 380 cubes, and Hillborn fuel injection, best run 10:24,134mph, not a real winner but fun to play with back in the day. Thanks for the memories.
Those 225 CI slant 6 engines were pretty reliable, in 1979 I bought a 67 dodge van that had a slant 6 w 3 on the tree tranny, the shifting linkage was about 5 foot long as i remember. I paid 50 bucks for it and it needed the engine replaced. Being that the engine was between the seats the only way we could get it out (because we didnt have a engine crane) was to have me and a friend lift it out a few inches at a time, and we did just that. I secured the engine with a stainless steel wire cable and put a long barbell bar under it and we lifted it out that way. We put the replacement engine the same way
As I remember the slant 6 was a popular engine in taxi cabs back then
As always, great content Nick and Roger! Thanks for sharing all of the tedious updates on this 383 with us. Just wanted to share a story real quick... My late grandmother bought a 1965 Dart, baby blue four door with a slant six and a three on the tree manual trans. She bought the car brand new in 65' and sold it to my step dad in 1974 when he was doing door to door sales. At the time it only had 40,000 miles on it. He drove that car all over the Northwestern U.S. for nearly ten years and sold the car in 1984 with 350,000 miles. The car was still running good but he wanted a Mercedes. To this day, he said it was the best and most reliable car he had ever owned and never bought another Mercedes again! See you next week Nick.
Honest Guy !
Never seen before, but he doesn’t just show highlights. It’s like a live show warts & all. It takes a person with great confidence to do this.
I had an '81 Cobra Mustang. I bought it new and kept it for many years. After the second engine rebuild, I had to mill the heads for warpage. The original intake which used a valley intake gasket similar to the BB Mopars would never seal after the heads had been milled. I had to replace the original intake manifold with a next year style (1982) which was closer to a Chevrolet small block design. This resolved my vacuum leak problem.
I love your videos. I have fond memories of my first car from watching. It was a 1970 Challenger RT with the 440 Magnum. Black with black vinyl roof and red rally stripe down the sides.
Seeing that push button automatic brought back some memories! When I was 17 - 18 years old, I built a custom 1958 Dodge D100 stepside pickup with a 383 Magnum and a push button 727 trans. Painted in midnight blue. There has never been another like it!
The 1964 Dart brings back memories. My first car was a 1964 Dodge Dart GT with the 273 cu in V-8. At the time, I didn't appreciate it. But, like the one in your shop, chrome everywhere. Mine also had the push button automatic. Again, being 18 years old, I couldn't wait to get something "more cool". Those were quite the vehicles back in the day!
On the M1, it was a problem from the onset. It leaked when first put on without the paper gasket to seal it.
That is a fairly good indication that the intake to head plane is off.
You had the heads and the intake milled. Either or both could have been off by just a half degree or off by just a few thousands of an inch.
With the intake being off, the port matching at the intake/ head junction is probably off as well. If the port matching is off where there is a inlet stepdown ridge or inflow high ridge, this could set up a high turbulence area causing flow restrictions into the cylinders.
Just a thought.
W
Warren Bro. I believe you are correct. Been thinking the same thing.
This kind of thing is why I've never had heads or an intake milled. Too easy to get it wrong AND ruin the manifold from fitting another engine.
Great thoughts Sir ,Ty
I have that exact same intake that was match ported to a set of ported heads. They had to use epoxy to fill the sides of the runners to keep the profile the same on the heads. I think it was all the runners on one side and only some on the other. Maybe 1/8” max ish on the fill.
So yeah, there may be a propensity to core shift in the casting of the manifold
Or the M1 intake could have been ported a bit as well when they did the other engine.
loved seeing that '64 Dart - what a cool ride!
Love these dyno tests and really appreciate the way Nick talks through all the problems hey Nick dynos can vary and hot Rod magazines much older dyno was likely optimistic IE your 425 bhp may indeed equate to hot rods 455 bhp. Your dyno is new and likely more realistic
Possible... but the Hotrod test was done by Steve Brulé at Westech, they have a lot of resources to keep their dynos calibrated. I suspect this M1 has a problem. There are just too many tests over too many years where, regardless of absolute power, it has performed better on B/RB Mopars than the Torker does.
yesH! i love nicks truth dyno! i know whom i'll ask to dyno my engines if they got the time.
@@stevelacker358 But how many years ago? From what I have heard it is 20 year ago. Westech probably had a couple of updates as well.
I know personally that different dynos give different numbers. Three reputable shops in my area, same engine three different numbers, least number engine has marginally better performance Avgas V E85. One shop has closed, one shop changed hands
@@stevelacker358 brule's dyno is famous for being optimistic. its baaaaad.
@@ldnwholesale8552 exactly and look how steeve brule had long hair its probably min 10 years ago for sure
Love the segment on the dart. A fellow had a Turbine car in Pittsburgh in ‘66. One thing about being our age Nick is having grown up with these cars. Lots of great memories when I watch your channel.
59:46
1. Look @ spark plugs
2. Remove intake manifold, Without a intake pan or intake gasket, bolt the M-1 intake (hand tight), look for Gap. Use feeler gauges, L.E.D. flashlight. Cover the carburetor mounting surface (intake) with duct tape. Pump smoke 🚬 into the M-1 intake manifold. Look for SMOKE 🚬.
The motor sounds way crisper with the Torker manifold. And it idles better too!
Torker 383 Manifold is the bang for the buck. Best in the industry.
that slant 6 will last a million miles plus. I've seen a lot of them run when most other engines wouldn't. Amazing engines.
weak e3ngine no stressed out parts
Back when car bodies had style and class! Even the low buck cars.
Love your garage Nick, my family had a mobile gas station and garage back in the 50s. I sure do miss that time in my life. It is a plumb pleasure to watch you on u-tube. thank you so much!
!
I'd love to have that Dart. Its spartan simplicity is very appealing.
Just the 180 mph Speedo lol
They have a great thing going over there.. wonderful channel. Great bunch of folks. AND sweet dogs.
@@NicksGarage I have idea 💡 for the channel have you ever done a foe hemi ( also know as a budget Version thats easier to build ) aka hemi heads ( I’m mostly taking about the factory heads and not the conversion ones same thing that hot rod did back in the 1980-2000 time frame but some how didn’t dyno it it had a roller camshaft I think 🤔 and nascar was running that combo at one point ) on a 383 or 440 ?? I think 💭 it might make good content
I love how you show the challenges and trouble-shooting as well, not just dyno runs. Learning so much.
Thank you, guys, for taking time from your holiday to think of us fans. You’re the best! Thank you also for taking time to show us the work and effort that goes into solving the mysteries almost every car presents to hobbyists like us. Successfully figuring out what’s wrong and getting a car to run its best is rewarding, and watching you and your crew work at it is a lot of fun. Thanks, guys!
Ah the good old simple days of engine basics. Wow that 64 Dart is in incredible shape!!!! Thanks for the tour again Nick,I miss those days of those beautiful old monsters in my driveway and roaming the streets daily! Thankfully you and your talented crew keep those dinosaurs alive and well!!!!
and thanks to George - you're video editing skills really makes Nick's channel fantastic as it is and so enjoyable to watch! this was a another great one
I was a duster fan I had a 1970 340 4sp with 391 gears. and in the late 70' I turned it into a racer. I installed a 426 30 over Hemi super stock engine in it, with a slick shift Chrysler 4 speed and a shorten Dana rear end with 538 gears. Man what a ride.
How neat to see the Duster! When I was born and until I think 1982, my parents had a 1969 Plymouth Valiant with that 225 straight six (which I'm pretty sure is the Plymouth version of the Duster). It had the three on the tree manual transmission and made it to well over 100K miles when they sold it. I remember helping my Dad do work on it, servicing the brakes, changing the oil, all the things. 👍
boy that 383 wakes right up as soon as you put on load! usually you get the bog down when you put the low load on it on most engines, then they climb out after the cam catches up, but the first run this engine just loved it! I know you'll work out the gremlins to get the best performance possible from it, the Maestro of the mechanical! lol! thanks again guys, love the videography and the sound production as always!!!
I thought Hotrod magazine lied and they ported the heads with their test. Maybe as well as a few other things they did not mention in the article like a different cam.
A magazine lie? WHAT? LOl. You have a good point. Also could it be that they have a happy dyno at HRM? Either way something is fishy.
yeah 25hp down, it could definitely be the heads with either intake. Seems like this engine would love the performer RPM intake?
@@bobbysanders7725 i've long suspected they have a happy dyno, their engines always seem to dyno a little on the optimistic side down at westech. Richard Holdener claims otherwise but he may not have access to the "calibrations" there.
I actually think ive got that magazine. Have been collecting magazines for 20 years now
Maybe Hot Rod is doing the "correction factor" that compensates for temperature, barometer, altitude, etc, and Nick's doesnt.
NICK, THAT 64 DODGE DART GT CONVERTIBLE IS A REAL BEAUTY AND SURVIVOR!!!
Love your work mate quality workmanship never grows old . Perth Western Australia
Nick, I have a 1966 Plymouth Satellite with a 383 and a 4spd since 1982. I’ve been using the Edelbrock 383 Torker Intake Manifold with my HP Holley 3310-1, 780 Carburetor with Vacuum Secondaries. It has #72 Primary jets, and #76 Secondary jets, a 8.5 Primary Power Valve, and 10.5 Secondary Power Valve. It’s one of the few Holley Carbs that uses 2 Power Valves, instead of 1 Primary, and and Power Valve Plug. I’ve NEVER had a single issue or loss of power with this same intake manifold you are using. I swear by it. I’ll NEVER change that intake manifold. It’s the Perfect CFM combination on this Big Block 383. It breathes absolutely fantastic. Great Power, Great Torque, Great Performance! I just cleaned, and rebuilt my carburetor completely from the ground up. If you would like to try it out and test the performance of it with your 383 engine, I’d be more than happy to ship it to you and let you use it to see what kind of numbers you would get with it. Let me know. I love watching all of your videos. Keep up the great work! Tom from Long Island, NY
Takes me back, I had a 65 GT Dart \6 automatic but mine was floor shift.
I know this was 2yrs ago, but I was yelling g the whole time to go back to the 1st set up!! I love these videos!!!
This 383 problem reminds me of the problems I had in the 1980's when switching between carbs. Still to this day I have no idea why that engine would not run with a Holley but had no issues running with a Predator. The Holley resulted in all cylinders backfiring and acting like all the valves were bent. I checked all the vacuum leak areas and made sure all bolts were tight. Back then I was a Machinist, so you can imagine the fit of metal to metal surfaces was within tolerances.
Holly made junk in the 1980's. I put one on my older 360 i put in my pick up & it had lots of trouble.
I had a 71 Duster Twister 225 slant 6 with a three speed standard on the floor. It was one of the experimental cars. Manual transmission with automatic transmission fluid in the Trans and the rear end. I always liked the fact that on a cold morning the gears shifted as smooth as could be.
I concur with miss matched intake runners it only takes a bit to create bad swirl disturbance
I think the engineers figured having 3 different intake runners among 6 cylinders would help smooth out the torque curve along the rev band might be more beneficial than the perfect swirl/pulse.
Several were done that way.
Consider sonic tuning etc.
Today theyre using 4 corner cams for balance.
My Dad had a '69 Chrysler Town & Country woody wagon with a 383 4-bbl / Dual Snorkel Air Breather & Dual Thrush shorties. This takes me back - that SOUND, Tho ..... ! ! ! 👍🎯😎
I had a Wiend Team G on my built 383 and it was always lacking. I rolled the dice on an Edelbrock RPM and it was night and day. The short stroke motor with the higher powerband Edelbrock dual plane worked great. I bet the Edelbrock would beat the Torker. I'd love to see you try that one on the dyno! Cheers!
Agreed. I've dynod many Torker manifolds and they all suck. 2 plane always did better.
I have a 383 Edelbrock Tarantula intake. It's a bit taller than the Torker and specifically designed for higher HP from 4500 rpm & up. The Torker is a great intake for lower rpm driving. Thus the name.
Everything in Nick's garage is a treat, especially that un-molested Pushbutton automatic in the 64' Dart.
I used to use a propane torch ( not lit) crack it slightly open and move it around the carb base and intake manifold and listen for rpm increase.
I had a '64 Dart GT with a 361 dual quads. Tri-wye headers, automatic and Sure-Grip rear end. Drive train was installed by the guy I bought it from. I installed a 727 that I had shift kitted. In the early '70s she turned In the 12.80/90s. Bought part for trans, I did, from Roger "Color Me Gone" Lindamood. Thanks for the memories. 👍✌😂
Them backfires with the M-1 intake spells vacuum leak ! get that intake magnefluxed for cracks
I say that shiter is worn out
@@hotrodray6802 Ok, ok not maged , dye crack checked, but there very well could be a vacuum leak in that intake with them backfires like that. Plus the mixture keep showing lean on O-2 even after much bigger jets installed so yep you very well could have a vacuum leak somewhere in that intake , I would have ran a dial indicator over that top carb flange plate of the intake to check for flatness plus pulled spark plugs and had a look at them as well.
Its always nice to see what Nicks working on. It brings back sweet memories of being young and my sweet 63 Plymouth sport fury 383 4 speed. Thanks to Nick and his great tech's
My first car was a 64 Dart GT 2dr ht! My brother was driving it through Saskatoon just before he gave it to me and got stopped b a police officer who wanted a closer look at the car. The RCMP officer said it was the only 64 Dart GT on the road in Canada at that time(1983) I now have the opportunity to get it back at a very reasonable price. Mine was a very dark blue with blue interior.
My mom had one when I was 7 years old. I remember hers had a dealer installed Mopar Cool Aire AC system. It was pretty much loaded with all the options, which weren't many. They were good looking cars.
You really should try to get that one back. Due to their really light weight, with a small block engine swap, they're really quick. The biggest problem is the narrow wheel wells limit tire size. But even with the slant six, they still are quick enough.
Greetings from northen Sweden.
Nick, when that Red Block Slantsix started up,, oh man, what music to my ears. I had a - 64 Valiant V100 when I was a bit younger.
Too bad that car is no longer with us as I accedentally wrapped it around a birch tree.
Great channel by the way.
Stay safe and take care.
Definition of optimistic. 180mph speedo with a single barrel slant 6 auto.... love it
Kilometers🤔🤔🤔
@@nellyfarnsworth7381 . I looked at it twice, MPH.
180kmh? I suspect so as I have never seen a 60s Mopar with 180mph speedo.
@@ldnwholesale8552 . I should call my client and ask him. It really does not make sense to be 180 MPH.
@@nickpanaritis4122 - Doesn't say MPH or KPH on it, does it? Must be KPH...
When we were kids, we thought whatever the speedometer went up to was how fast the car could go... This car might go 180 KPH/110 MPH... looks like a new speedometer reading 3,000 KM?
Love that awesome old Dart. That is a sweet ride.
That slant six truly was a workhorse. I think Chrysler put those in everything. Cars, trucks, buses, delivery vans, farm equipment, boats, portable electrical generators, everything but an airplane, LOL I understand the army had that engine in some sort of transport until the 1990's.
Anything over 400 horsepower is more than enough power in my books . Great job Nick .
Watching this channel makes me miss my 383 70 RT Challenger that I sold for basically nothing in 85' ---- sure there are many similar stories!
The speedometer in the Dart is probably a KM/H not MPH gauge, 180 km is around 110 mph. I have 2 Mopars but i can not wait for that 427 Side oiler dyno test thats coming up :)
Yes probably 180 km/h
Christian I am sure you are right, I wonder if KPH speedo's were common as early as '64 for the canadian market or if the canadian dealer installed this or if its later installed. Cool car anyways :D :D
I seem to remember that, 30 years ago, in the Mopar Performance Engines manual, Larry Shepard wrote that, only on the B motor version of the M1, little dividers or "dams" were required in the plenum, made from popsicle sticks and epoxy, to get the fuel distribution right in all cylinders. As I recall, the dams were recommended between cylinders 2 & 4, and 5 & 7. Curiously, the RB version didn't require them.
I love the 383 that I have and I've ran a Torker, TM6 Tarantula, and a Performer RPM on the 383 before. With the combination I have now.with a Comp cam 1800 to 6000 RPM range and the same type Holly 750 it likes the Performer RPM best. I would love to see you try the Performer RPM.
I had very good luck with the Performer RPM also......very good manifold.......I was running 750 AFB and could get the jets/needles perfect. I'm not a big Holley guy except for absolute top end. Hope I didn't put a target on my back.
i have a weiand action plus(same thing as perf rpm) on my 400 with a 1800-6200 cam and 750 street demon, and it pulls suuuper hard.
I learned to drive in a 1964 Plymouth with a push button automatic and 318 V-8... I still think of that car very fondly...
I made a request for a 383 thank you for posting one.
Nicks is Still The Best out there,I'm Glad II found it ,Thanks Nick
always entertaining to see you scratch your head an take us along with ya, no hiding the real world problems that seems to always pop up, curious to see you tinker with it some more an maybe find out what exactly is going on with that M1, happy Canada day!
Nick You Just Warmed My Old Heart I Used To Own a 1973 Plymouth Gold Duster With a 225 Slant Six Auto Trans With A/C console Shift !!! I Love Those Old Slant Sixes They Are Hard To Kill!!!
I use a propane torch just turn the propane on run it around the intake while it's running if the engine starts running faster (Idles up) you know where the leak is at
True
Very true
Only if the air leak is big enough you are running lean. If you have a known good carb, your technique is dead on accurate. If you are running fat, the rpms can actually go down. I like the idea of the propane torch. Hmmm, can you start an engine on the propane torch as well?
yes sir u smart
Hey Nick George & Manny That slopper as we called then down under here in New Zealand was one sweet ride aye. I remember using those motors in the early days of stockcar racing as so reliable and just kept going thus winning many a race. There was some sweet rides in the shop the day that awesome video was made Nick. I'm sure you will work some more of your magic Nick and that 383 will do what it's meant too. Stay safe & well guys, have an awesome week.
Thats a sweet sublime dart there Nick, and really like your channel alot.
Just about bought a 71 the same color last summer, but with built to the nuts 413 wedge and was a lil badass. Man that hemi orange charger is super hot and are really special to me. Mainly because my first car was a 68, and have owned two of them. I've been building a hi powered late model challenger and is altta fun, but am really wanting some old muscle and miss that rawness
There's was an article in a Mopar magazine in the early 2000's..it was a 383 build with edelbrock performer heads, m1 intake and demon 950 carb and it was making over 500hp...forgot the magazine..it was one of the smaller Mopar publications
That Cam just sounds too mild, Back then every one of those mechanics lied about what they put in their motors you need a higher lift cam probably ported heads and one of those carbs will work ,can’t flow the air can’t pull it through the cylinders ... what is there has definitely reached it’s limit!.. Love your channel Nick and everything that’s going on in that shop is awesome!!!!👍👍👍👍✌️
The chaos is where it has always been. Just smaller scale in the past. Great show Nick.
Nick, I can't remember when the article in Hot Rod was published but if it's from the 70s then they might have been using a high octane leaded gasoline which could make a difference. Your friend in Thailand, Byron.
I was wondering if fuel type/quality could potentially be an issue too...
Byron. The Greek from Thailand. I remember your Flag.
Not the 70's , early/mid 90's I believe .
@@dartgts383 Unleaded gasoline was introduced in the 1970s when health problems from lead became apparent. In the United States, leaded gasoline for use in on-road vehicles was completely phased out as of January 1, 1996. When was the article written?
@@rdrokit pretty sure this was in the 90's , I may even have the article in my collection at home , though I have thrown a lot of my old mags away over the last few years . But the fuel quality isn't the big issue if you build for it. In 2003 I was involved in an engine built for Popular Hot Rodding's Engine masters competition , it made 716HP on 92 unleaded gasoline naturally aspirated , no power adders , 469 Cubic inch 400 low deck Mopar based stroker with Mopar stage 6 heads that were reworked , compression ratio of the engine was 12.2:1
Nick, on milling the heads and cutting the intake- I took .050 off the heads of a 400 ci. and was concerned about the intake being milled as direct connection recommended. Tried to trig it out myself and l came up to only a slight amount, much less than they recommended so just assembled it. You could see the difference in the bolt holes but no problem sealing. Everything worked and is still working years later.......
on a big block mopar you take .0123 off for every .010 off the deck , you can take .010 or .020 off and still get the intake on without having to egg shape the intake bolt holes . Have you seen intakes at swap meets with the intake holes filed oval , it's because the heads weren't cut on the intake side , and you can only take so much off before you turn the valve cover rail razor thin.
Good day eh! Hope everyone is staying safe and cautious. I remember my late uncle Bob, who passed when I was like 6-7 years old, had one of those Dart GT’s. I remember the car cause my aunt took that car and drove it like a demon!
Right on, Michael. Keep it safe and let's kick this thing.
I was working on my 67 dodge custom sports special pickup and noticed the firewall connector contained all of 12 wires. That was the good of days of electrical!!
Nick,
It’s still 100 HP over factory so that’s still good.
You could see the excitement in Nicks face when he put that new carb on and started her up the first time on the dyno. :P I feel the exact same way.
Just a crazy thought: When it's like below 0 degrees F outside, if you had a big air intake pipe through the roof down into the carb, wouldn't you get more power on dyno?
Mopar slant 6, one of the best engine's produced, period. Great show Nick.
i am suspicious of the intake manifold. is it cracked/warped/machined strange surface match or has casting flash, port match?
It's a race intake , I'm not surprised it's running like it does . I'd love to see the Ebrock RPM run on this setup.
That's what I'm thinking. With the intake being the only thing changed, and with it having been machined and then not being sealed properly on the first pull. I'd rather machine the intake surface of the head any day so you can change to any manifold. Poss. tiny leak still or a port mis-match at the roof. I've seen MP's claim of 10-15 hp over older (at time of it's intro) single planes (like Torker) born out in other dyno tests. But I guess I better watch the rest of this before I ramble on anymore. adding-keeps running lean, maybe cuz slight loss of signal because small vac leak has engine not drawing all of its air through the carb-thus the insensitivity to large jet changes.
It's always great to watch a craftsman at work and Nick you are at the top of your game sir. Brilliant video and editing as well. Thanks for sharing. Amazing.
I'm unfamiliar with dynos but I do remember from watching episodes of Engine Masters they were discussing how your altitude affects power numbers due to air density. Perhaps down in Cali where the test was likely made they're much closer to sea level than in QC Canada. You also mentioned about it being a hot day - I'm sure you go to great lengths to maintain cooling but if the shop and dyno room are already warm, that might affect things too. I've not seen an air conditioner in your dyno cell so that might be something to look at.
Thank you Nick , I'm sure Hot Rod tried the torker I had a great time hanging out with you in the shop. Thanks to the guy behind the camera and the whole production team lol
Central California watching
I have been watching on how I should rebuild my 383s Chrysler b series, I cant wait to get the fury 3 1965 to install one of them in.
Right on! Goos luck with your build.
I been a Mopar nut for 45 years and yeah many intakes I have used did the same thing. I had bought every intake you could think of and over a dozen Carbs , some different types of carbs but , it seemed only 2 types of set up's that were close to the same worked and made the near same. That took about 8,000 dollars worth of parts for testing, only good thing is that I still have all them parts to the day , several set ups in use. I was lucky back in the days my friends dad owned a machine shop were we could test things after hours , I know how it feels , watching this video took me back to them long nights but , worth every second of it now💯👍😀
Chris. Good old days.
@@nickpanaritis4122 Absolutely Nick I wouldn't trade them days for anything, great memories that last my friend 😀👍🏁
Good test but thee might be something with the engine taking fuel at the beginning of each test. Maybe timing or the advance mechanism. The new 750 is a great carb. Thanks
Nick's Garage would be where I'd hate to go home after work, milking it for as long as possible....then in the morning, hanging on the door to get started!
Always enjoy the videos folks! 👍🏻👌🏻👏🏻🍻
Nick it looked like there was some blow by out the valve cover
Joe. When the oil gets hot, and no PCV valve it is normal to see some smoke come out from the valve cover openings.
Yes. I have a 71 440, cut/ balanced crank, and Streetmaster Alloy heads with Hedman long tube headers. I liked the Torker 440 but it had the power and of a 340cc racing snowmobile. I put on a Holley Sniper EFI and it's now super streetable. But everything that I have heard backs up how great the Torker 440 is. Apparently the same thing goes with the 383 as well
I'd like to see how it does with a performer rpm intake
Nick usually makes things look straightforward. His projects make progress in a straight line. It is nice to know that he has to deal with inexplicable crap like this too.
You have a more accurate dyno than they did years ago.
Great video Nick and you have DAMN good taste in motors and cars bro. This is one of the best sites RUclips has to offer.
This should be a well broken in engine when this is all over.
Cheef. It sure would be.
As a graduation present my dad bought my sister a new 65 Plymouth Valiant convertible with the slant six. She had it for 6 years. In 71 my parents bought a new Chrysler they gave my sister their 68 Plymouth Fury III 2 door hardtop. My brother got the Valiant.
I always assumed a smaller runner could increase velocity and improved cylinder filling which = more power. Also was the carb spacer and type the same as the hotrod test. Anyway Nick thank you for being the guy putting in the hours and showing the honest results regardless what direction the HP number goes. So much crap going on & your videos help me forget for a while.
When you work with this stuff, don't worry or get to upset. Your the man.!
As has been said, my money would be on a port mismatch between the intake manifold and the heads, especially at the port bottoms. If there is a disturbance there, the intake charge will tumble and won't be able to make the turn at the short side going into the chamber.
It's easy to check with an inexpensive inspection camera.
Great video again Nick! We are taking a quick 5 day break after tomorrow’s upload(be sure to watch you will like what we found) I will be in touch next week! Cheers my friend 👍🏻🇨🇦
My GUESS is that someone went in that M1 intake with a die grinder and changed the architecture,,,(modified it) over-ported it. Not she is junk.
Or maybe has a manufacturing anomaly, there might be something wrong with it in the manufacturing process
I have a question as I know nuthin bout nuthin.
Would an issue of that nature cause a 40 hp difference from what HR saw much less a 10hp drop for Nick?
That big plenum M1 needs a rich to spot on mixture, Nick ran it lean...
@@DVSNTHERE Altitude? if Hot Rod tested in Los Angeles they're under 100 feet above sea level, not sure exactly where Nick is but I'm betting they're 300-500 feet. He also said it was a hot day and that thins the air out even more. The gasoline can also affect horsepower even between simmer and winter blends or ethanol blend or blend percentages.
@@fk4515 Octane is a big difference in fuel as well. I don't know when HR did their test but its possible they used a higher octane as it used to be readily available back in the day. Higher octane allows more ignition timing before preignition or detonation will occur. The more timing the more power you can make. Nowadays guys are running e-85 blends to get that extra octane plus a better cooling effect as it evaporates quicker than pure gas. A cooler intake charge with more octane and more timing = more power. Flex fuel cars usually run better on e=85 than they do gasoline but fuel mileage drops off big time.
@51:15, at least you have your blood pressure jets in just right! You are a very patient person!! Awesome video
Should have put a performer RPM on it
My dad had a 1972 I believe Valiant with the slant 6cyl and one time on a trip back from maritimes the oil pump was failing. Thank goodness for the mechanical oil guage he put in. It was a Sunday and a garage was closed but let my dad change the pump because the guy there had an old Fargo truck we used the pump off it. Nice that the pump is in outside of block. And my dad also had a 1977 Volary but 4 door and 225 slant 6. Engine was good but trany failed and body rusted out.
Chevy guys must be jealous, intake change with no distributor or coolant to replace.
Chrysler guys jealous, Chevy 383 make 450 - 500 HP...
Us ford guys are sitting back laughing. Mopar and Chevrolet both had to increase displacement just to match what a new coyote 5.0 puts out. Mopar 6.4 and Chevy 6.2. 1 horsepower per cubic inch used to be the standard for excellence Ford said hold my beer and watch this. 5.0 liters 302 cubic inches 465 hp
Engines are just air pumps, Chevy ford dodge, if they flow the same air number they make the same power.
Even if I owned a ford, I still would have a ford engine in it. Why you can’t break a ls.
@@Hillside-Hotrods So what you're saying is Chevrolet and mopar just can't quite build as efficient of an air pump? You're right they are essentially just air pumps. But pumps are rated by the amount of air pumped through. A 5 liter air pump processing as much air as a 6.4 liter pump is impressive. Really it comes down to the 5.0 having separate intake and exhaust cams on each cylinder head with variable timing on all 4 cams and 4 valves per cylinder. It wasn't long ago only very expensive super cars had engines with 4 valves per cylinder and quad cams. Now its attainable in a ford.
@@BuzzLOLOL chevy 383 has NO stock parts left on it, 10.5:1 compression, big ass heads, and a big intake/cam. chevy guys jealous, small block mopars came with 18 degree heads and better rod ratio STOCK. also have a better rocker system. lets see you make 500hp on stock press in rocker studs LOL.
Hey Nick! I had a 64 dart gt all blaxk with a white strip. It was a 272 4 speed, had doule exhast. It was a freak , raced a lot of 289 mustangs. alway beat them. Probably the best car I ever owned, I bought it in 66 drove it I bought my 69 road runner.good times.