That’s a sweet sound. Approaching NASCAR rpm is impressive on pump gas with low compression. Nice build. I’m sure the customer will be happy with that.
Nice build, very thorough and like your commentary along the way.. well done.With more comp as you mentioned, this engine would be way up over 600 hp with ease… The cam and head package would really come to life then. Brent from Lykins Motorsprts did a similar combo with simple off the shelf parts ,custom cam,AFR 205cc heads,11:1 comp.Made 592hp@7200 &517 torque @5400.. Also a stout motor. He mentions too that more comp over 11:1 and up will also push this combo way over 600… Down here in Australia we get 98 octane at the pump so Many guys can run up to 11:5 .1 comp on street engines happily.. Keep the great content coming.
These little 363's are pretty sweet. Short deck=short pushrods, short intake runners, short stroke. Most folks don't take advantage of those aspects. The few that do? They've learned. The pro-stock guys (DRCE 2/3/4/5/etc) go to great lengths for those short pushrods, short deck, short stroke and big bores but the old 8.2 deck Ford's came that way. They're just limited in bore size due to the bore spacing. Throw a good IR intake on it and feed it some methanol. Of course it'll want a cam change to take advantage, and with the fuel you can get away with a lot more compression (E85 might also work....), but 700hp N/A SHOULDN'T"T be much issue assuming the heads will support it. Prepare for some RPM though... 33 degrees is the sweet spot on mine, 438" SBF AFR heads. 34, drops off just a little, 32 drops off just a little. I'd like to play with individual cylinder timing and fueling but ran out of dyno time. Made 794 at 7700, N/A.
794hp with AFRs? Which ones? Rich Holdener did a RUclips where AFR 225 out the box made 660Hp/565tq on a 427 with super victor, 12.25:1, and a 272@.05" cam with .735" lift. Edelbrock Vic Sr ported to just over 400cfm made 750hp/615tq on the same combo.
Did you guys port them? From the AFR website it says they peak at 331CFM@.800" with 295CFM@.500". I could see like you say with a 14-16:1 compression and the C16 or E85, they will make those numbers. @@turbojoe9554
I'd love to see a Dyno video of this engine with a tunnel ram and a Holley EFI low ram. It'd be cool to see a comparison of the 3 intake manifolds. Thanks for the videos. Really enjoy watching you and your methods for building engines.
Wow that's a great engine. 8k RPM's . That is awsome on a engine design that old. It's not like a 5.2 GT 350 type engine. The sound she makes is awsome. I could listen to that thing all day.
A year late, but it's wild how high these old engines rev. Everyone talks about LS motors, my 363 makes power up to 7,100rpm could be more with a bigger cam. But that's a lot for a small block. Super impressive.
You build a nice motor. I would've went a different route, but the customer is always right. I would've went: bbf 521, 6500 rpm max, nade 700+ hp on 93 octane and for thousands of $ less.
Very methodical approach to tuning, lash, etc. Nice build! What'd be your ball-park hp guess / difference on ethanol with bumped up compression on this set-up?
That was awesome build like you say higher compression would require high octane/race fuel to obtain higher power numbers. As it sits now it’s Pretty killer for a 302 based street motor. I could see this in a 289 FIA cobra replica. Great job👍🏼
I had a mentor that built a 289 pushing 504 HP@9,000 rpm, and raced it all season long. His 1st session was Black Flagged at Daytona. They swore he was running 427SCJ. 168.76mph lap speed. 210 in the back stretch. They teched it and conceded. He was the only one stomping the gas pedal in the turns. Ford wins. Now gear drives let Chevies keep up. Push the inside wheel down and you can go faster.
What sucks is i have a Ford racing, all aluminum 427 in my 1995 mustang that only makes about 437whp. I thought i had plenty of supporting hardware to make at least 500whp. Maybe the issue is in the EFI tuning. I have a dyno tuned SCT chipped 95 cobra EECIV doing the engine management. I just came across your channel, I'm looking forward to seeing your Ford 427 builds for some clues.
@@MaxDankOG nah bro, i want to keep my car period correct, but OEM+ i have enough hardware on this engine that should support 500 N/A WHP. i just have to get to it.
@@PANTYEATR1if you have a 427 ci motor that only makes 435 hp, you are leaving a lot on the table even with a Ford ecu. Plenty of 331-347’s make 425hp easily. Without knowing the parts involved though it’s anyone’s guess why you aren’t making good power
@@luckymanham302 thanks for your input and confirming what i was thinking about my lack of power. I looked at my dyno sheet and I made 434whp and 474 wtq. My car is managed by the 95 factory computer with a tunable chip. It's an ordeal to tune the car this way since there are so many laborious steps, so i think my tuner didn't want to deal with it, since it's old tech and laborious. Here are the specs of my engine that i remember: 10.8:1 compression, .600 lift cam, AFR 205 CNC heads, Trickflow 351R upper & lower intake manifolds, 75mm throttle body, 60lbs Deka injectors, 8an fuel lines to and from the tank, billet fuel rails, Jessel shaft rocker system, long tube headers 1 7/8 primaries to 3 inch collectors and 3 inch exhaust to the rear, MSD digital 6AL. If you have any more questions, feel free to ask.
@@PANTYEATR1 on paper every component is really good, and it certainly seems like it is down on power. Was the cam degreed properly? Is it a manual or auto car? Obviously automatic transmissions suck up more hp than a manual will. Anytime you make more torque than hp, typically there is at least one component that is holding the potential back. What cc chamber size are your heads? I’m tempted to say your motor might be happier with a bigger cam, perhaps a dual pattern would wake it up? What is your timing set at? There are a lot of variables, and I’m just taking a shot in the dark saying bigger cam. It could just as easily be a tuning flaw. It would be best to consult a reputable engine builder who is knowledgeable with Fords. You could also try posting on one of the forums. Lots of experienced people who are very helpful seem to be on there frequently… Best of luck my friend!!!
I'm new to the channel. Great motor! One thing i would like to see is people not moving the timing around at 2 degrees at a time. We have found thru dyno testing that some engines are very timing sensitive. We had a 400 cleveland that want 28.5 total on the money. A degree either way lost 25hp approx. Thx for showing us ur work..
@@bigboreracing356 - Your right. I was in a hurry and didnt explain it correctly, was just trying to type something. I meant a lot of rod to throw around, in general.
it's pointless to rev that to 8000 RPM look at the torque and look at the horsepower it's laying over way before 8000 RPM. you build awesome Motors keep up the good work
Totally agree on the 7k. Rather have a higher figure there and stop. I guess it’s a good test for nothing blowing up at 8k. I guess anything to 7500 is awesome for me. Do any hydraulic roller cams go past 6500 rpm, or do they fail/collapse when pushed past 6500. Love to know anyones insite
Awesome build, thanks for detailing and explaining what went into it. I had close to the same build but with 374", MCRP ported T/W head, R box intake, loved that motor ran 10.37 @ 129 @ 3240 Lbs. Any reason you chose the AFR intake over the super victor? Great job, love to see builds on the 8.2" deck!!!
This cam is huge for a street car. Durability factor with big drag cams on a street car. Very hard on the valvetrain parts and lash must be consistently checked. Ramp rates on drag roller cams are brutal on the street. I would never use a drag roller solid roller cam on a street car. Comp cams sells solid roller street cams which actually make crazy power and last a long time.
Awesome video. Love how you broke thing down. How did you do the lash so fast. I saw the remote crank. Are you adjust all intakes 1st and then exhaust or are you using a technique for each cyclinder. Would love to know your prefer technique on adjust lash. Thanks so much. Love your channel
HOLY crap! I just realized yalls shop is like an hour and a half from my front porch up here in Bertram, TX. What kinda power do you think this lil 363 would make at 13:1 with a giant E85 carb?
Years ago I saw a small block Ford on a Dyno that behaved more like a Ferrari engine with a flat plane crank. He would just touch the throttle and the thing would zoom up super fast to 8000 RPM. I’m not sure what the combination was in terms of camshaft, stroke and displacement. From what I understand displacement does not affect how quickly an engine revs, on the other hand, I was told to build an engine with a short stroke and lighter internals and that would make the engine respond quickly like road racing engine does. The only thing that helps make an engine rev quickly is using a small clutch and fly wheel. I don’t know if the management system would help in this area what’s your opinion?
Higher Compression gets a faster respons. A dragrace or Nascar engine for example with 13 or up to even 16 to one Compression gets a much more explosive respons.
@@gordocarbo Tuning? My friend switched to a smaller lighter fly wheel and clutch now his car shits a lot faster. I’m not sure I understand how tuning plays a role in this.
How come that the AFR 220 SBF heads come with a warning NOT to use the Jessel sportsman shaft rocker system? Says- must use PRO series. I have a set of heads that I haven't installed yet.
Total Seal recommends proper ring break in to start up engine and immediately bring up to 2,00p to 2,500 rpm for 20 to 25 minutes under 50 to 75ft lbs load on the dino.. what is your thought on that??..
I thought about that to but he can't run it that long with no water flow. No motor on the pump. He can't be running more the 5mins a time. The rings heat cycle is off. They might be brittle now.
Turning a 363 to 8k to make less than 600hp? I’d be disappointed. Something is mismatched. We’ve made more power at 7500 with a 302 and 10:1 static comp.
@@Greenskies321 D3 Rousch but they aren’t ported to nascar spec. You can get the same flow from lots of sbf heads. Lots is being missed in camshaft and inlet manifold
Awesome video sounded good. Im sure u are a busy man but, wanted to ask a question cause mixed reviews on internet how far u can safely rev a 427 stroker.I have 427 10.37.1 dart block ford it's got afr 220 heads, scorpion shaft rockers, bam tie bar solid lifters, cam 258 in 266 ex. Lobe separation 110, 689 in 681 ex lift, with 750 qft double pumper. I was wondering how far u would rev this combination out to safely and what u would change in combination. On the dyno it made 605hp at 6100 and 554 to at 4900.
It's a simple answer. You have 600hp at 6100rpm. You shouldn't go much further than 6600rpm. There's no magic above that and more importantly no point. Whoever dyno'd the engine should have told you if you asked him. Comparing a LS to your windsor is crazy. Not even in the same realm. Dart vs LS the LS has better oiling,6bolt mains,better valve train geometry,windage,head clamping force,head flow, yada yada yada. And it's fuel injected. 600hp from a 363 is pretty damn good. Your combination change if needed would be determined by your dyno graph.. If your hp and ftlb drop like a rock after peak you're in need of changes but if it stays fairly flat you're ok if you have a balanced rotating assembly. A dyno graph that's wavy means issues and you have to look at Air Fuel Ratio, timing and fuel pressure closely to diag what's going on. But a fairly smooth graph is what you want. I don't know this guy but doing dyno pulls with no water pumping(has no electric motor on pump)is not a good practice one for the heat and two how are you testing for a cooling blockage or leak. He could have a pump in the holding tank but again he's not using the pump and some Windsor pumps turn backwards.
Nice engine however engine was done just after 7,000 which I suspected it would be with that camshaft. 8,000 here is unnecessary and sounds more like a ‘marketing’ approach.
Im a BBC lover ans have built many of them . My last was 565 ci. You must have one huge camshaft if yours is still making power at 8600 . At least 850 lift 290plus at .050
Not impressed by the heads... a better head should have had you in low to mid 600s with that Cid and rpm. I don't think compression is the issue. A Yates head would have stomped that number... but I understand customer constraints. Maybe it's going in an early shock tower car?
the roller rockers are mounted on4 small separate shafts like jessel ! your saying a single shaft ! - mounting plate may be - but your WRONG ! HA HA HA >
That’s a sweet sound. Approaching NASCAR rpm is impressive on pump gas with low compression. Nice build. I’m sure the customer will be happy with that.
Fuel type and compression have little to nothing to do with rpm
@@aaronliddell4280it sort of does though your gonna make a lot less power with low compression and pump gas
@aaronliddell4280 then why they run nitro methane in funny cars.
@@fordnut4914 "those" engines are highly boosted, totally different. N/A nitro engines "like" to be loaded, a little lower RPM.
Nice build, very thorough and like your commentary along the way.. well done.With more comp as you mentioned, this engine would be way up over 600 hp with ease… The cam and head package would really come to life then.
Brent from Lykins Motorsprts did a similar combo with simple off the shelf parts ,custom cam,AFR 205cc heads,11:1 comp.Made 592hp@7200 &517 torque @5400.. Also a stout motor. He mentions too that more comp over 11:1 and up will also push this combo way over 600…
Down here in Australia we get 98 octane at the pump so Many guys can run up to 11:5 .1 comp on street engines happily..
Keep the great content coming.
These little 363's are pretty sweet. Short deck=short pushrods, short intake runners, short stroke. Most folks don't take advantage of those aspects. The few that do? They've learned. The pro-stock guys (DRCE 2/3/4/5/etc) go to great lengths for those short pushrods, short deck, short stroke and big bores but the old 8.2 deck Ford's came that way. They're just limited in bore size due to the bore spacing.
Throw a good IR intake on it and feed it some methanol. Of course it'll want a cam change to take advantage, and with the fuel you can get away with a lot more compression (E85 might also work....), but 700hp N/A SHOULDN'T"T be much issue assuming the heads will support it. Prepare for some RPM though...
33 degrees is the sweet spot on mine, 438" SBF AFR heads. 34, drops off just a little, 32 drops off just a little. I'd like to play with individual cylinder timing and fueling but ran out of dyno time. Made 794 at 7700, N/A.
794hp with AFRs? Which ones? Rich Holdener did a RUclips where AFR 225 out the box made 660Hp/565tq on a 427 with super victor, 12.25:1, and a 272@.05" cam with .735" lift. Edelbrock Vic Sr ported to just over 400cfm made 750hp/615tq on the same combo.
@@dennisrobinson8008 afr 1451. You have to throw the compression at it, cam the daylights out of it, spin some RPM, and feed it some good fuel.
Did you guys port them? From the AFR website it says they peak at 331CFM@.800" with 295CFM@.500". I could see like you say with a 14-16:1 compression and the C16 or E85, they will make those numbers. @@turbojoe9554
That thing sounds so crazy above 7000 Rpm. Nice build
I'd love to see a Dyno video of this engine with a tunnel ram and a Holley EFI low ram. It'd be cool to see a comparison of the 3 intake manifolds. Thanks for the videos. Really enjoy watching you and your methods for building engines.
I think Freiberger did that one already on one of his small block shootouts.
Wow that's a great engine. 8k RPM's . That is awsome on a engine design that old. It's not like a 5.2 GT 350 type engine. The sound she makes is awsome. I could listen to that thing all day.
Nice build. That cam really works well on that combo.
What a great video series on this build. Thanks for posting the vids, it's given me some good ideas for a future project build.
A year late, but it's wild how high these old engines rev. Everyone talks about LS motors, my 363 makes power up to 7,100rpm could be more with a bigger cam. But that's a lot for a small block. Super impressive.
How did you go about buying/building one? I want to put one in my fox
@@connerluke8377 Fordstrokers, woody built mine and he's a genius. I told him exactly what I wanted and he more than delivered.
Why put extra stress on the engine by revving it to 8k when power maxes out at 7k ?
Better ported intake maybe and a carb spacer will give you that 600hp number
You build a nice motor. I would've went a different route, but the customer is always right. I would've went: bbf 521, 6500 rpm max, nade 700+ hp on 93 octane and for thousands of $ less.
ford ❤❤❤
Man
Id love to have this in my street car!!! The sound in those high rpms is its on song!!!!!🎶🎶🎶🎶🎶🎶🎶
It would be cool to see this same type of build with a stock block you might not be able to get 363ci but take it as far as a stock block can go
That’s one bad ass motor. I’d put it in a ‘88 5.0 with EFI on top of it.
Now imagine this set up twin turbocharged, I have a feeling it would be amazing!
Bad Ass! You guys know what you’re doing. Thought you were just another ls guy……. I was wrong.
I can feel the dampness from all the GM guys pissing their pants .
Sick engine 🎉luv the build!! Keep it up! 👍 GREAT VIDEO
Nice gradual roll off past peak, decent street/road course combo.
Great video Ford powered forever baby l love the way you tune great job
That thing sounded wicked man 😮
Awesome video and good power for a small cubic inch street motor on pump gas
What a ripper for low cr and pump gas if it was 11 to 1 or 12 to 1 on e85 or 110 it would put down some mid to upper 600
Very methodical approach to tuning, lash, etc. Nice build! What'd be your ball-park hp guess / difference on ethanol with bumped up compression on this set-up?
8 inches with 2 inches of foreskin is still just six inches. Glad to see you made it work though
Good job, Jim fanatic but forwards can run good to can't say that's not a good running engine keep up the good work
That was awesome build like you say higher compression would require high octane/race fuel to obtain higher power numbers. As it sits now it’s
Pretty killer for a 302 based street motor. I could see this in a 289 FIA cobra replica. Great job👍🏼
I had a mentor that built a 289 pushing 504 HP@9,000 rpm, and raced it all season long. His 1st session was Black Flagged at Daytona. They swore he was running 427SCJ. 168.76mph lap speed. 210 in the back stretch. They teched it and conceded. He was the only one stomping the gas pedal in the turns. Ford wins. Now gear drives let Chevies keep up. Push the inside wheel down and you can go faster.
Hello Sir I have a question what's the highest compression can you run on 94 octane fuel?
12.7 comp on that engine matched to that cam . Yes please
What sucks is i have a Ford racing, all aluminum 427 in my 1995 mustang that only makes about 437whp. I thought i had plenty of supporting hardware to make at least 500whp. Maybe the issue is in the EFI tuning. I have a dyno tuned SCT chipped 95 cobra EECIV doing the engine management. I just came across your channel, I'm looking forward to seeing your Ford 427 builds for some clues.
Ditch the EFI for a well tuned carb and a single plane and she’ll make 500 EZPZ
@@MaxDankOG nah bro, i want to keep my car period correct, but OEM+ i have enough hardware on this engine that should support 500 N/A WHP. i just have to get to it.
@@PANTYEATR1if you have a 427 ci motor that only makes 435 hp, you are leaving a lot on the table even with a Ford ecu. Plenty of 331-347’s make 425hp easily. Without knowing the parts involved though it’s anyone’s guess why you aren’t making good power
@@luckymanham302 thanks for your input and confirming what i was thinking about my lack of power. I looked at my dyno sheet and I made 434whp and 474 wtq. My car is managed by the 95 factory computer with a tunable chip. It's an ordeal to tune the car this way since there are so many laborious steps, so i think my tuner didn't want to deal with it, since it's old tech and laborious. Here are the specs of my engine that i remember: 10.8:1 compression, .600 lift cam, AFR 205 CNC heads, Trickflow 351R upper & lower intake manifolds, 75mm throttle body, 60lbs Deka injectors, 8an fuel lines to and from the tank, billet fuel rails, Jessel shaft rocker system, long tube headers 1 7/8 primaries to 3 inch collectors and 3 inch exhaust to the rear, MSD digital 6AL. If you have any more questions, feel free to ask.
@@PANTYEATR1 on paper every component is really good, and it certainly seems like it is down on power. Was the cam degreed properly? Is it a manual or auto car? Obviously automatic transmissions suck up more hp than a manual will. Anytime you make more torque than hp, typically there is at least one component that is holding the potential back. What cc chamber size are your heads? I’m tempted to say your motor might be happier with a bigger cam, perhaps a dual pattern would wake it up? What is your timing set at? There are a lot of variables, and I’m just taking a shot in the dark saying bigger cam. It could just as easily be a tuning flaw. It would be best to consult a reputable engine builder who is knowledgeable with Fords. You could also try posting on one of the forums. Lots of experienced people who are very helpful seem to be on there frequently… Best of luck my friend!!!
Man that awesome
I'm new to the channel. Great motor! One thing i would like to see is people not moving the timing around at 2 degrees at a time. We have found thru dyno testing that some engines are very timing sensitive. We had a 400 cleveland that want 28.5 total on the money. A degree either way lost 25hp approx. Thx for showing us ur work..
😂😂😂
Very nice build 🏁 I prefer a longer rod like a 6 inch but if it works it works
6" on a 8k rpm engine?????
@@mistersniffer6838 I am building a 8000+ rpm 502ci short stroke Big Block Chevy with 6.535" rods.
Nothing wrong with 6" rods in a SBF
@@bigboreracing356 - Thought that was a bit of a rod to throw for 8k rpm!?
@@bigboreracing356 - Your right. I was in a hurry and didnt explain it correctly, was just trying to type something. I meant a lot of rod to throw around, in general.
@@bigboreracing356 - okay
What would this combo cost, as it sits, minus the headers?
something was arcing , maybe by the cap? could see it in the reflection of the chrome handle
pretty awesome motor just add boost
it's pointless to rev that to 8000 RPM look at the torque and look at the horsepower it's laying over way before 8000 RPM. you build awesome Motors keep up the good work
@lennyperson6441 exactly my point
Totally agree on the 7k. Rather have a higher figure there and stop. I guess it’s a good test for nothing blowing up at 8k. I guess anything to 7500 is awesome for me. Do any hydraulic roller cams go past 6500 rpm, or do they fail/collapse when pushed past 6500. Love to know anyones insite
@@mikepaul396 Can start pumping up at 6200. Higher rpm engines just use a solid. No parts to fail
You must have missed him saying that the client wanted a 8K engine, power is limited by fuel octane, mentioned several times.
I agree on the fuel restrictions on peak horse power. 112 octane and some advance to total timing would probably gain 90 or 100 more horses easily.
A 1in carb spacer mat have picked up the numbers
Needs a procharger ya
😮😮😮
Love to have one of those!!!!💪💪💪💪
I know a guy with this combo leaves at 8500 shifts at 9200 13 to 1 though.
Nice work !!!
That extra 2 degrees may help between 7 and 8 thousand
Any idea what makes fuel shoot out the carb vent tubes when the throttle gets chopped at the end of the 8,000 rpm run?
fuel pressure and/or floats too high
Awesome build, thanks for detailing and explaining what went into it. I had close to the same build but with 374", MCRP ported T/W head, R box intake, loved that motor ran 10.37 @ 129 @ 3240 Lbs. Any reason you chose the AFR intake over the super victor? Great job, love to see builds on the 8.2" deck!!!
sv is too big for those ci
Super victor would be perfect for high rpm
Imagine como ficaria com 14:1 e utilizando álcool de posto aqui no Brasil!
Now do a windsor 460 cubic inch Ford
Awesome is that maverick lady's 😮
Drop it into an old TVR Griffith 200. Around 1800 pounds soaking wet, short wheelbase.
This cam is huge for a street car. Durability factor with big drag cams on a street car. Very hard on the valvetrain parts and lash must be consistently checked. Ramp rates on drag roller cams are brutal on the street. I would never use a drag roller solid roller cam on a street car. Comp cams sells solid roller street cams which actually make crazy power and last a long time.
How much for this delivered to California?
Makes a little more then my 347, I'm running 93 octane also big damper on power
What does one have to spend to get an engine like that?
Did anybody catch what size carb he has on this engine?
No cooling pump?
Impressive 👍
Awesome video. Love how you broke thing down. How did you do the lash so fast. I saw the remote crank. Are you adjust all intakes 1st and then exhaust or are you using a technique for each cyclinder. Would love to know your prefer technique on adjust lash. Thanks so much. Love your channel
You can run 12:1 and use ca e85 from the pump
If you can find it. I havent seen an e85 pump for many yrs
I want one !!!😂
Looks like the fuel boiled on decel @15:15. Was it boiling under high RPM under load and the engine eats it? carrot juice for fuel?
Maybe I missed it in your earlier videos, but couldn't you have advanced the cam a bit to push the torque curve higher in the RPM range?
E85 and much higher compression setup would that produce better results?
Wonder how the weight of that engine would compare with a LS3.
Sounds good 👍🏽👍🏽👍🏽👍🏽👍🏽
HOLY crap! I just realized yalls shop is like an hour and a half from my front porch up here in Bertram, TX. What kinda power do you think this lil 363 would make at 13:1 with a giant E85 carb?
Years ago I saw a small block Ford on a Dyno that behaved more like a Ferrari engine with a flat plane crank. He would just touch the throttle and the thing would zoom up super fast to 8000 RPM. I’m not sure what the combination was in terms of camshaft, stroke and displacement. From what I understand displacement does not affect how quickly an engine revs, on the other hand, I was told to build an engine with a short stroke and lighter internals and that would make the engine respond quickly like road racing engine does. The only thing that helps make an engine rev quickly is using a small clutch and fly wheel. I don’t know if the management system would help in this area what’s your opinion?
Higher Compression gets a faster respons.
A dragrace or Nascar engine for example with 13 or up to even 16 to one Compression gets a much more explosive respons.
tuning makes it rev quick. Shorter stroke just raises the critical limit or piston speed thats all .
@@gordocarbo Tuning? My friend switched to a smaller lighter fly wheel and clutch now his car shits a lot faster. I’m not sure I understand how tuning plays a role in this.
@@surreallife777 Im sure that helps but a good tune gets that snap in response regardless of clutch weight.
How about some 2.25" headers? 2.5's?
How come that the AFR 220 SBF heads come with a warning NOT to use the Jessel sportsman shaft rocker system? Says- must use PRO series. I have a set of heads that I haven't installed yet.
how is the longevity considering the rod angle ratio
did I miss the HP and torque?
how durable is the bottom end on these motors? Yall dont give warrantys do you?
What can I do to get the most out of my 2018 6.2l gmc Denali
😂
What's the price on this build?
Total Seal recommends proper ring break in to start up engine and immediately bring up to 2,00p to 2,500 rpm for 20 to 25 minutes under 50 to 75ft lbs load on the dino.. what is your thought on that??..
I thought about that to but he can't run it that long with no water flow. No motor on the pump. He can't be running more the 5mins a time. The rings heat cycle is off. They might be brittle now.
How long would an 8k rpm engine run at peak performance?
Until it doesn’t
What is the price of this engine?
12.4 AFR. Lean it out on the top end for a few more HP?
Whats a cost estimate or range for something like this? Thx
Turning a 363 to 8k to make less than 600hp? I’d be disappointed. Something is mismatched. We’ve made more power at 7500 with a 302 and 10:1 static comp.
What heads were you using?
@@Greenskies321 D3 Rousch but they aren’t ported to nascar spec. You can get the same flow from lots of sbf heads. Lots is being missed in camshaft and inlet manifold
Can you please provide video proof?
@@sean5comet type in v8 Supercars into RUclips search bar. Before the 2023 rule change, all cars had 302 ci engines
D3 on 302 probably made no power under 7000.
What was the bsfc?
I was under the assumption that a 351 block was needed for a 363. Isn't rod angle to much ?
8.2 deck 302 block 4.125 bore x 3.400 stroke
Awesome video sounded good. Im sure u are a busy man but, wanted to ask a question cause mixed reviews on internet how far u can safely rev a 427 stroker.I have 427 10.37.1 dart block ford it's got afr 220 heads, scorpion shaft rockers, bam tie bar solid lifters, cam 258 in 266 ex. Lobe separation 110, 689 in 681 ex lift, with 750 qft double pumper. I was wondering how far u would rev this combination out to safely and what u would change in combination. On the dyno it made 605hp at 6100 and 554 to at 4900.
To many variables to tell you how high you can rev it. I turn my hyd roller 4.000” stroke LS 8,000
@@JacobVillemain which Pro Systems carb is that?
It's a simple answer. You have 600hp at 6100rpm. You shouldn't go much further than 6600rpm. There's no magic above that and more importantly no point. Whoever dyno'd the engine should have told you if you asked him. Comparing a LS to your windsor is crazy. Not even in the same realm. Dart vs LS the LS has better oiling,6bolt mains,better valve train geometry,windage,head clamping force,head flow, yada yada yada. And it's fuel injected. 600hp from a 363 is pretty damn good. Your combination change if needed would be determined by your dyno graph.. If your hp and ftlb drop like a rock after peak you're in need of changes but if it stays fairly flat you're ok if you have a balanced rotating assembly. A dyno graph that's wavy means issues and you have to look at Air Fuel Ratio, timing and fuel pressure closely to diag what's going on. But a fairly smooth graph is what you want. I don't know this guy but doing dyno pulls with no water pumping(has no electric motor on pump)is not a good practice one for the heat and two how are you testing for a cooling blockage or leak. He could have a pump in the holding tank but again he's not using the pump and some Windsor pumps turn backwards.
What’s the LSA of that cam?
What car is it going into?
I want one.
Those numbers are low. My 363ci made 646hp @ 7600 rpm with 91 pump gas
Nice engine however engine was done just after 7,000 which I suspected it would be with that camshaft. 8,000 here is unnecessary and sounds more like a ‘marketing’ approach.
Why not E85 if the fuel is the only factor limiting the compression?
Customer does not want to run E85.
Definitely not under cammed!
A V8 at 8,000RPM just sounds different.
First 👍's up thank you for sharing
So after all that yak yak and we got no numbers except for “almost 600hp”. Huh….
I'd like to see this engine in a Maverick with a stick. And I'm not even a Ford guy.
565 ci bbc during 8600 RPMs during burnouts the drag strip my son complain you can't revel big block that high I said maybe not yours but mine I can
Im a BBC lover ans have built many of them . My last was 565 ci. You must have one huge camshaft if yours is still making power at 8600 . At least 850 lift 290plus at .050
9200
@@hankclingingsmith8707 9000 is what I had it balanced to spend too
So what were theh.p. and tourqe numbers
In the video
I want one 😃
Not impressed by the heads... a better head should have had you in low to mid 600s with that Cid and rpm. I don't think compression is the issue. A Yates head would have stomped that number... but I understand customer constraints. Maybe it's going in an early shock tower car?
the roller rockers are mounted on4 small separate shafts like jessel ! your saying a single shaft ! - mounting plate may be - but your WRONG ! HA HA HA >
I'm sure he was talking about the stands.
Will this fit my 66 fastback?
yes