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THE RV 440 GET NOS!!
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- Опубликовано: 9 май 2020
- FULL RESULTS-CAM AND NITROUS UPGRADE FOR THE 440 RV MOTOR. BACK IN PART 1, WE GOT THE LOW-COMPRESSION, LOANER 440 UP ON THE DYNO. After a valve spring upgrade, we ran the 440 with a Holley carb, long-tube headers and Edelbrock Perf 440 intake. After running in basEline trim, it was time for power upgrades like a Comp cam and NOS/Sniper Nitrous. What were the worth? Did we mention Part 3 will have a DIY turbo!!
![Chuckyy - Devil Hours [Official Music Video]](http://i.ytimg.com/vi/f3wZGj0VnZU/mqdefault.jpg)
Great to see Steve Brule. Really miss the shows with Dulcic, and Frieburger. Apologies for any misspelling. Thank you for what you do Mr. Holdener
They still make them
@@MarkCarr331 I didn’t know that. Thank you
@davidforsythe3037 its a great show, full of fantastic guidance just like this one. It's hard to replace and giant library to learn from. I've been blown away using their combos
My first car rivalry was with a good friend who was a "Mopar guy". He started with flat tops and set of bowl blended 452s and a "484 purple shaft". He later switch to KB stepped pistons, Mopar template ported 906s, a "509" cam and then later a set of Crower adj rockers and a couple different solid lifter cams, he tried different headers, mufflers, intakes, carbs, 3.23 gears, 3.91 gears, 9" converter, 8" converter. I was running a re-ringed 1970 350 with cast flat tops, 100% untouched Vortec heads, single plane, 3310-2 780 vac sec, Comp 282S with stock pushrods and self-aligning rockers with the lash set with a ground down narrowed feeler gauge. That 350 spanked that big ole 440 every which way. We ran them both like every weekend on the street and several times at the strip in Douglas, WY (4800 ft elev) and his car ran 13.2-3 at 102-103, mine ran 12.7-12.8 @ 107-108. He actually had a set of small slicks and i ran MT indy Profile SS tires, so it wasn't a traction deal. His car was 250 lbs heavier, 3720 vs my 3575. That was always his excuse, but i was giving up 100 cubes to him. And about 1000 man hours of labor. I slapped my 350 together in a couple evenings and he literally pulled his car into the shop every week and tore it down to make changes. His nickname was "camshaft" because he tried about 20 different grinds trying to catch that little 350. Lol. Great memories.
Yep, throwing speed parts at a motor that won't run right is never a solution. I'd definitely enlist some professional help if I had a built 440 that only ran 13's on slicks... or a 340 for that matter!
I agree. Sometimes you just don’t get it right. I ran better times in my GTX 440 stock with recurved distributor and headers. 3:55 gears. Auto. Stock converter.
The 7.8:1 compression those end of production 440's have is KILLING it. But it sure will love some boost.
What size of shot nitrous was installed??
Many of the older example late 70s through 80s RV, Van, Pickup etc had very low compression and cam timing that was slightly retarded. I worked for a small speed shop and we had dozens of these vehicles come in with no power and we simply did cam and timing chain swaps and it woke them up even with all the emissions components left in tact. One of the prominent cam companies from back then helped tremendously to provide what we needed.
Richard, I’d really like to see this engine torn down, actual compression ratio measured, and a new set of flat top pistons (custom, if necessary) installed that would bring it closer to zero deck height. Re-run the exact same cam/intake combination with optimized ignition timing. I know it would be a pain to reassemble it and then tear the heads off again, but then a good valve job with back cut valves per the old Mopar Performance engine bible, and another test. I’d really like to know the impact of the low compression and cylinder heads on the somewhat disappointing results (like all the other armchair dyno operators posting, I have my own theories). I think there’s a 440 Magnum hiding inside somewhere!
Back faced valves and pistons from a 60s era 440 installed backwards and I think it would be decent maybe 100 hp but for big numbers it lacks head flow
That would be a great test
If it’s like every 70s 440 I’ve poked my nose into, the problem isn’t the heads (Dulcich did a great article years ago where he proved that all the later B/RB heads, like the 452, flow just as well or better than the vaunted 906). The problem is that the motorhome engines used pistons that put them a quarter inch down the hole at TDC. YOU won’t detonate a motorhome 440 running WOT up a grade for an hour, but there’s just no compression, and when boosted I fear that lack of quench may make it detonation-prone. But yeah, let’s see... I’m just arm-chair mechanic-ing here, too.
Id like to see what it can do absolutely stocko first. You would think motorhome spec would be pretty stout. Melt those low comp pistons!.
Steve Lacker that would explain why this seems to be down about 100hp from what I remember as a kid in late 60’ early 70.
Awesome video!!!! Thanks for posting. 👍
What a great job you have , just messing with engines all day.
Ol man Brûlée does the important job
@@hendo337 We all have our heroes. I'm more of an Allan Johnson kinda guy.
That shot of nitrous would’ve been perfect when the motorhome was struggling to get up a long steep hill.
Keep up the good work guys!
Cheers😊
Just imagining the NOS tank needed for 10 minutes of hill climbing.
The stoichometric boost of Nitrous is potentially like a 1.47 effective boost ratio, roughly a non intercooled 7 lb turbo boost. Based on a proper Excess Fuel Factor, you could get a nice 500 hp with another nitrous jet. The 440 performance cam showed no proportional extra power for every extra rpm...going from 4600 to 5000 rpm should have added 25 dyno horsepower. So that means: When there is a non linear increase then its time to look at three angle valve grinds, valve concentricity and applying a port missmatch. Mopar Wedges have thick valve stems for reliability, so back cuts with better valve quality to move to a thinner "other guy guide" makes bulk extra cfm and "they" then need a lot more compression to benefit in duration. "They" are really special Big Blocks, Chrysler Corp spent a lot of money reducing cost over the Hemi. The engines were moving to the low compression Lean Burn concept and the Thermoquad made these engines reliable but hot runners. Going to a Holley allows you to find out just how much boost a Wedge likes. I'd say....quite a lot more with 7.8:1 compression common. Try 6 or 7 pounds of boost and it will equal your nitrous run. And RH? Nice team work! Captain Eye Patch.Yarrrrr!!!!!
I bet with that low compression he throws at least twice that at it and its gonna be a monster
What a DOG ! I figured a 440 400 hp no problem 500 + with NO2
Dave lewis compression, princess
Any V8 is a dog with stock motorhome heads and 7.5-1 compression.
Joey Diaz Voice: Holdenah's the mopar doctah!
That is a great cam, better heads and more compression, and it's a great cruiser engine. I used the Lunati 268 in a 439 CI 383 with Edelbrock rpm heads and Holley 780 vacuum secondary with Holley street dominator intake...did 504 HP NA.
Yep, that sounds like a proper "street bruiser" build right there.👍
Yep Clark That There is an RV!
Glad you took the gains for what they were instead of saying "If we had used an ls motor we would have made 998 HP with just the cam swap We need more of these swaps and test as not everyone wants an ls. Some still like the smallblock Chevy. Great video.
It was good to see Uncle Steve ! That would be a nice street engine with the torque curve and some spray to play. UTG would approve. Thanks!
Well. I assume that the cam swap would have been a bigger power spread if the comp ratio was not so anemic to start with. You could probably wrap a rope around the balancer to pull start it like a lawn mower. HaHaHa. I like your previous thought that with a comp ratio like this it is BEGGING for boost! Can't wait.
When I was a kid a long time ago I had a few dodges , I had a 68 charger that had a 383 that I thrashed in short order and I bought a 426 marine wedge and installed it . I ran ok . I swapped it for a 66 belvedere , 440 , 4 speed 9 inch dana and It ran ok . These were torque motors but my friend had 68 Camaro with a 302 that would run 11 at Green Valley race way . One ride in that I was done . I enjoy watching the big inch mopar motors videos
Was really surprised that adding ~20 degrees of duration had such a small change in power on this 440. I guess that 7.5:1 compression really liked the milder cam timing of the previously installed camshaft. I'm with you Richard, that RV cam of unknown specs was really pretty good in this 440, that with nitrous in a B Body would be a lot of low buck fun. I think I'm most excited about the turbo!
that long duration cam probably should have been advanced a few degrees to get the intake valve closing sooner to build more cylinder pressure .. That long cam probably would run slower than stock because the bottom end was lost along with crappy idle vacume and no power brakes along with a engine that wouldn't idle with a stock converter ..
Yes, low cam,low timing
You do not need to pull the intake. Have changed cam and lifters many times on B and RB engines. All you need is a strong telescoping magnet.
When I changed my cam back in the day , it made all of about 40 hp... the technology was poor back in the day and I was ignorant of what I needed to make nitrous give me the longevity I wanted... I really appreciate what your doing here... I'm going to directly apply what your doing here to the 440 I'm installing in my 39 Plymouth p8. Its more than likely going to be biturbo .... but you could change my mind ... thanks again Dick!!!!
Good thing you had your PPE. According to the sticker that cam causes cancer in California,
Bwahahahaha....
Everything causes cancer to the state of California. Even the state of California 😂
The state of California is cancer.
hahahahahahahahah funniest joke EVERRRRRR!!!!!!!!!!!!
Thanks for always putting out great content, it always makes my day no matter what engine.
I'd say that CR is killing that cam in the 440 and is why the nitrous helped it to be. Greater than expected. So a greater CR would really wake this 440 up.
I was definitely expecting more out of the cam swap. Maybe we’ve been spoiled with the crazy gains that come from an LS cam swap. Or maybe the cam that was in it was just a great match to the heads.
It has really low comp between 7.8 & 8.5
@@E1337Jerk Lets not forget that the reason newer engines do so well with little modification is head flow. It is all about head flow. LS engines have exceptionally good flowing heads, and stock castings from the muscle car era often choked the piss out of the engines, especially big blocks, of the day. Small cam size jumps on great flowing heads make huge increases down the line. The way the graph rolls over around 5000 rpm is directly the result of not enough head flow to keep up with the demands of the engine. Had the cylinder heads flowed akin to 6.0 LS, this engine would not have rolled over at that lower rpm and the power curve would have been much more steep.
Yeah, i was expecting more too. Even with the first test with the small cam upgrade, that made the same hp as a factory gen v 454. Maybe the 440 was already wore out. And, the low compression, low 7's. I don't know how the heads flow so...
The gen vi big block chevy richard tested made 370hp stock. with basically the same cam upgrade (224/236) it made 428 horse.
The gen v he did made 337hp stock. They didn't do just a test with a cam so im not sure what that would do by it's self. Both the gen v and gen vi have about the same 193/203 cam from the factory.
@@E1337Jerk closer to low 7's, the pistons are way down in the hole, in the .100's.
andy347495 the dynamic compression and resultant cylinder pressure has to be absolutely trash on this engine with the bigger cam, like 6.25 dynamic and 100 cranking psi. 7.5 or so compression gets you nowhere fast
Not sure if your sponsored by Comp or what since it seems that's the go to 90%of the time BUT they are Not known or a go to for us MOPAR guy's... And being dyno guy I'm very surprised you don't use the Ultra Copper trick many have learned a longtime ago... Take the Ultra Copper & basically make a O-Ring of silicon on gasket to mate the header flange & on the other side to mate the head flange. Then allow them to dry 3-24 hour's depending on temp. It allows them to come on & off Multiple time's without sticking & they never leak...
And lastly when having to use spread bore to square flange adapters we've always seen better results with the 4 hole adapter plate rather than the open one...
Thanks for doing a BIG block MOPAR video! It would be Great if you finally broke the myth of the head rival from 452's, 915's, & 906's...
the header gaskets were bad when we got the motor
@@richardholdener1727 Gotcha... Amazed though how many waste Hour's of painful labor Still in 2020 changing header gaskets or even wasting time using cardboard garbage that comes with most. There's a few cam option's that would of surely made more power. I'd love to see ya do a 383 as it has the highest rod ratio of any factory setup with that 454 bore... They love to Buzzzzz
im currently putting a 74 440 into my 1970 dodge charger 500 , just want a cheap cruiser, love the video.....
Awesome content as usual! Can't wait for THE BOOOOOST!
I think I'm addicted to your videos
That baby cam and manifolds are holding so much back. Let that 440 breathe!
It has headers.....
The low compression on these is a real killer, all the old Chrysler engines typically had quite a bit less actual compression than rated. I rebuilt a 72 440 out of a Polara, it was rated at 8.2:1 but the pistons were almost .100" down the hole at TDC. After milling the heads .010" I cc'd a chamber and did some calculations... actual compression ratio after the head milling was just about 8.0:1. I wouldn't be surprised if the actual compression in that RV 440 is more like 7.0:1 even though they were rated 7.8:1.
I sure would have used a Hughes Engines "Whiplash" 440 cam in that turd. Dont ask me the specs, I dont have em. But they're made precisely for the low compression 70's Mopars. A different grind for every displacement, not just "SB" and "BB". Short videos of them idling are all over You Tube. One guy claims 525 hp/590tq with that cam in his 440, stock bottom end, $1000 Stealth (440 Source) heads, and a Performer RPM.
What would you expect from a 8.5-1 compression ratio.... Pistons are probably .025 thou down in the bore, not to mention more likely it also has .042 head gaskets on it as well garbage 452 heads or smogger 906's either way if those heads can't breathe you'll go nowhere, too big of a cam and the heads are gonna drown and not flow the numbers you're asking it to do.... This set up is good enough for any street car and probably see mid 12's in any A body or lightened B or E body on a serious diet.... Best part is..... You blow this up!!! no biggie get on craigslist or fb marketplace and buy another for pennies on the dollar.... It's all in having fun on a budget and building a Saturday night street brawler..... Been there done that...😉
On fords and chevys, you can take that fancy valve spring tool you have with the lever on the end and flip it upside down, and use the valve cover China rail to guide the valve spring tool straight down as you run a screw through the rocker arm stud, and works like a CHARM! Idk if it will work with a mopar but with that metal plate I suppose might be able to
I have the chuckle. My dad had a 77 dodge motorhome with a 440. He did a little motor work. Cam, ported heads, long tube headers, full exhaust, and a Holly carb. It ran strong. But he always panicked if he missed the gear vendor shift and it reved to like 3500. Apparently it wasn’t hurting the motor at all. LOL
He had a gear vendor and was splitting the gears to get up to speed easier ?
Kevin Johnson yeah. We towed a 25’ enclosed trailer with three single seat off road cars in it. That thing had 1,000 of tongue weight! LOL. We used it for splitting gears, and an over drive. Worked really well. But on up shifts, the stock trans had more of a delay. So if you upshifted the stock trans, then “down shifted” the gear vendor too soon, it would basically down shift the final drive and over rev.
I must say I prefer the old video format.
You chilling at home, the snoring dog on the background, laptop on hand, fake sound effects, WAAAAAAH ! 👌🏻😁, still images of engines(no actual video) alcoholic beverage of your choice and lots of explaining and theorizing going towards next test.
JMHO. I also understand is impossible to please everyone, every time. Keep up the good work. 👌🏻😎👍🏻
When I was told a 440 won't easily put out 450 hp. I said it's a head issue. Plus quench issues I'm told.
I have a 400 big block stock in my 65 Coronet. Your video is inspiring me to go with the nitrous kit. I am running in the nostalgic drags in 3 weeks, it’s probably a 350 horse motor now, sure would be funner with a cheater nos kit.
Sad, Happy that nos has been my go to for the$$, but my state takes your ride with a bottle
Very cool. Just found it funny that some not wearing masks. 1 around his neck most of the time. Keep up the awesome videos
Very good video! I enjoy watching the c swap and nitrous install along with the Dyno results to go with! Very good video
More to come!
What size of shot of nitrous did you guys use on that setup
Valve springs were old makes a difference with new cam!
Let's see it back in the RV.
It was so refreshing to see you lube the whole cam then put it in carefully. I hate it when someone puts it in part way, hangs it by the bearings and lubes 4 lobes at a time. Trickflow sells a universal cam tool for under 20 bucks. Should be in everyones toolbox.
This will be a interesting test with a turbo to the motor . I don't remember who told me but I was told the bottom end of the motor or the block had limitations 2 bolts mains . That may be BS . The head were made for torque I suppose not even up to the max wedge size but the turbo will fix that . Be interesting to see how much boost it can stand and not come apart
440 with cam swap- "I can't breathe!" Bring on the head swap, lol
I liked the video, shows how much work needed to change a cam, however you and that young guy were not wearing your masks correctly, you must wear it over your nose at ALL times, older gentleman had his mask on correctly rhe whole time, Stay safe people
I can’t help but notice that he did not respond
They did a 383 and the heads aren’t the problem. I feel the cam is still a baby cam and the pistons are not gonna give the bang we’re looking for without the forced induction. I feel Richard has a lot more in store for this build 🤞
The heads could use more flow too
Happy Mother’s Day richard
Looking forward to part 3 as well.
Right before I got divorced, I was putting together stuff to run on one of these exact same engines. I had already sourced a Holset (T46B?) offa a large truck, and an old MP 284°/.528" solid cam - but that stuff all got sold.
Really curious how it would have ran
This engine doesn't need fancy/expensive parts, it just needs compression. Put the boost to it and it will really wake up!
You all ROCK! Thanks for the Video’s 😎
Richard, could you try an experiment for me? Use 4 sets of equal length exhaust manifolds on an engine. 2 for the exhaust obviously; but fashion the other pair as intake manifolds, with perhaps a 3" throttle body on the collector end on the manifold. Linkage or drive by wire bodies. With an injector bung and injector placed near the cylinder head.
Ya, cam was a pooch on the low compression motor. Needs some small chamber aluminum heads, hopefully that would bring the compression into the 9 to 1 range
Needs flat top pistons at zero deck to be effective with the closed chamber heads. Head swap alone would only bump the CR a quarter point or so.. not enough to be effective.
Reminding us all that even professional mechanics still speak their "working on cars" language @ 9:38. ;)
I'd like to see a small chamber head swap, and see if it really makes it into a detonation prone motor like everyone says. Then bolt on some ebay specials out of the box and see what happens. Adding nitrous and turbos is so predictable, im not sure its really worth an episode, there are way more valuable tests that could be done on this thing, like try a tunnel ram on this with the small cam and heads to see if it responds.
X2 that tunnel ram test would be cool to see.
Pretty cool. Junk yard build. Power is adequate. Just need to figure out an intercooler.
That engine is starving for air and compression.
It's interesting to note that the nitrous plate also acted like a spacer, giving the 440 extra plenum volume. It picked up power vs stock down low where as the cam swap only lost power down low.
OxBlitzkriegxO I just checked it again after reading your comment & you’re spot on👍🏻
the motor had a spacer before the nitrous to allow installation of the Holley on the Q Jet/Thermo intake
Spacers don't do anything. See the recent engine masters episode where they test that. Unless you count 1-2hp or negative 1-2hp as something.
love the super fast video of all the work !
You should have went with the purple shaft 509. Single plane intake and a 250 you will be SUPRISED
I've seen that Dyno test!
Im guessing the cam swap netted a bit of a low gain due to the low stock compression and lowish flow of the heads?
N8_B I agree. The cam can only feed the heads. If the heads aren’t ready, then its a waste if time. This is why flow calculation with lift pairing are important.
Not to mention Comp is Not known for MOPAR grinds which wouldn't help
And it already had a bigger than stock cam in it from the previous run
Even with the small cam it should have made more cylinder pressure. I think the cams were a lot closer in specs than we think.
@@TheDynotuner it needs a Hughes
Really curious about that 472 Caddy now!
me too
i was hoping the cam would bring the torque curve, or decrescendo at that point, up a liiiiittle more than that. 1500 rpm of nitrous did wake the engine up and stand it up on the backend before and after the crossover. cool build.
Friend had a sprint car. We got a junkyard 350 short block and used it as a backup engine. We installed typical sprint car flat tappet cam and lifter. We always called it the "school bus motor" because it just never seemed to make proper HP and torque. It finally came apart for conversion into a "real" engine and only then was it noticed that it had an offset crank key in it. GM used that in some smog applications. Wondering if mopar ever did that and maybe this engine has one ??
I'm impressed. I thought Brule only knew how to change jets.
Brule is the man
Amazed at the people on RUclips who do not understand adding boost to an engine raises compression ratios. Especially the Ford Mustang 2005/2010 4.0 v6 guy’s .
Cant wait for part 3!!!! Hope you get a chance to do it in 5lb steps like a few of your other videos
The non 6 pack rods would window a block often.
Ahhh but it wasn't a Purple Cam!! Thats why it didn't pick up more.... haha jk. Like always good stuff! I would like to see you do a Big Bang test on this engine!!!!! Just to see how much power the RV 440 guts can handle!!!! Good heads cam intake..ALL THE BOOST!
not my motor unfortunately
@@richardholdener1727 ahh man... Freiburger wouldn't mind...lol
The most entertaining part is reading comments from people who are shocked by how poor these old engines are compared to modern stuff.
Maybe your uncle's buddies could've grabbed that $20 off the dash after all.
poor girl needs some compression but if its gonna get boost its ok .has alot of oil pressure..92 psi. ihave a 440 on the engine stand now, 346 heads with bowl work ,small comp cam ,230/236,9.3 compression.
YES!!! Now it's time for some ba ba boost.👍
Man I love this can't wait till part 3
Great video, as always! Can’t wait for part 3! Keep up the great work!
Just use Fully ported Edelbrock Race Max Wedge heads and a street camshaft and dump plenty of nitrous in, These guys always act as though chevy is the greatest but no mention when using nitrous on a 5.0 liter engine there are using 200 cc heads for nitrous
nitrous works on any motor
Great stuff rich! Give that girl some 10.1
Nice time lapse 👍
Thanks 👍
A little disappointed in the NA results. But not all engines react to a cam swap, like a good old Chevy! 🤣😂🤣😂🤣
charles walkes please. That good old chebby with the sam compression wouldn't do any better
Those late '70s big block mopars were lucky to make 250hp. Not because they weren't capable, but because they were detuned and neutered for emissions and fuel economy. Pretty much same holds true for Shitfilet, Ford, Pontiac, Olds, Buick, and Cadillac bigblocks. You aren't going to get much out of it with a bigger cam and 8:1 or less compression.
@@knight0334 don't lump Pontiac in with the rest of them, I ran mid 12s in a 4000lb GTO, pushing 2.93 gears, a stock 1900 stall, an 8:1 compression 455 with 5C smogger heads from a 75 vintage 400, and a 224/228 108 cam. It would roast the 275 60 15 tires at anything under 45mph, and with a 2004R behind it the goat pulled 18-20mpg highway mileage while still running the same times as with the Th400. It beat lots of 440s, 350-454 chevys, and the very few Fords that I didn't build in my area.
A 6X headed 400 with 7:1 and a RA III copy with a 1900 stall ran very low 13s in a 65 GTO with 2.56 gears... it put a few lengths on the 98 LS1 Formula I have which really surprised me. That lump of mopar isn't going to pull that off, maybe with a set of worked over 452 or 906 heads it could. Good luck getting a chevy to do it with mostly stock parts. My Pontiac engines do this with garden variety nothing special basic 4 barrel 2.11" intake valve D port heads... and that is blowing through a set of cheap Summit 1 5/8" headers that now sell for $175 (since 6 months ago), but were $130 for years.
Now the 65 has an 11.5:1 455 running E85 and a 700R4 turning 3.42 gears, makes it a super fun daily driver. Its the same ported heads I ran on another 455, 228/234 108 cam, in my 3900lb 79 Formula that ran 11.40s @120 with a 3.42 gear and 2200 stall before E85 was available everywhere.
With a set of milled 48 heads on it making 13:1 and the 850 Demon it got 20mpg on E85 and had some silly power though I didn't make it to a track with it... but the difference between 8:1 and 9.5:1 on a Pontiac is little more than having to put $3.20 a gallon 93 octane gas in it or $1.70 87 octane gas where I live. It might be a tenth or two, and a 455 with the same size cam as in that 440 is going to make 550ftlbs and carry 500ftlbs past 4500. Going from the stock 208/212 114 cam or one of the smaller ones is going to get more than 20hp in a Pontiac, and a lot more torque, it will not trade it at the bottom.
Its all in the ports, the Pontiac has a long high velocity port with a venturi shape, 2.11" intakes with 14 degree valve inclination, and the ports are sized so they make power from idle to 6000, throw in the 4.21" crank or a 4" crank and the torque they make is prodigious even with low compression.
Olds has a long port, but not as much velocity and flow, the balance is off compared to the Pontiac, and they don't have he 14 degree heads that make the Pontiac and LS engines run so well.
No damn way you can get Pontiac torque from a stock chevy with a cam swap, but you can spin one to the moon with a huge cam and make a little torque above 6000 which translates into HP.. The 460 Ford really wakes up with a cam swap and headers, as does the 351C in either 2V or 4V. Ford liked tiny cams with big ports in the 335 and 385 engines, the W was saddled with small crap ports and the FE was all over the place..
Thump Er bs.
@@Welcometofacsistube Lowering the compression on a Pontiac didn't effect it as much as it did in other brands. A great example is the SD 455 with 8.4 comp, they made in 1973 and 74. Hot Rod tested a 1973 SD and it ran 13.50s @ 104 on radial tires. That was just as quick as a lot of high compression engines from the early 70's.
I'd put the RV cam back in it.
Video was cool. How about testing a real unicorn a gen 1 392 hemi. Stock it should take all the abuse you can give it. NOS and turbo.
Personally I blame squirrels
I blame Foamy the Squirrel !!
John Woodworth : They Are Everywhere. Massholes have Moles. But the Squirrel-meister has to be Nutso Friendly.
Dean Stevenson lmao
As a lover of most any American V8, and a particular fondness of vintage Mopar, I am saddened by these results.
This is the result of smog control. A motor from around 1970 would perform much better than this, but it will respond to boost really well
I think the performer intake is the issue...more of a light paperweight
Good torque from the nitrous, very impressive. The cam was a waist of your time. Boost should work well !
Good video
Thanks
IT STILL and always comes back to compression ratio,if you want power from idle to 6800 you need compress,these ad ons were made for a compression engine,then theres the fuel problem,nope e85
nitrous does not care about compression, nor does a cam. With compression, the power just starts and ends higher
@@richardholdener1727 that's my point RICH,starts and ends higher,on the big end,then there's that sound they make torque monsters awakened
Great series! I have a '81 Ram W250 with a NP435 4 speed, & really would love to rebuild the 360 with higher compression & a bigger cam or do the same with a 440, but money is tight so what is the best route? I admit I'm tempted but would hate to do a LS. I am curious to know what a celebrity like Steve charges for a cameo? As someone rather late to becoming a gearhead guys like Freiberger, Dulcich, Pewe, & Steve really made learning & getting too deep into this fun.
Impressive numbers...for an iron headed 318
maybe a 273
I guess a 200-210 type RV cam is pretty optimal for stock heads and low compression.
Factory cast pistons and Nitrous I'm surprised it didn't grenade itself
Lol make sure the spark plug wires are not touching the headers and can see one of them disobeying that distance rule
Fill the block and billit the caps
Like your channel. I was a little surprised at the small gain as well. That obviously is not the same motor, as the interceptor model, I had in my '69 GTX . Enjoy anything BB Mopar, Ford, and even Chevy. Keep on, keeping on.
Thanks for the info!
@@richardholdener1727 45 years ago I owned a 1969 GTX. My uncle bought it brand new, and I was the second owner. (He could have ordered the Hemi version but it was an extra 4 months, and he didn't want to wait.) It had the 440 Police Interceptor version motor mated to a 4spd. The motor was very strong and was rated 375+ horsepower because of the insurance companies back in the day. I have always wondered what that motor REALLY put out horsepower wise. All the BB's, from all the manufactures downplayed the horsepower these great motors made because of the insurance companies. I also had a 1969 corvette 427 4spd, supposedly 435hp. I don't know anybody that owned these cars ever really knew what the true horsepower these great engines in stock form put out.
Even the small blocks have always fascinated me with the power they put out. We had a family ski boat, Biesemeyer with a '62 Corvette 327 with 2X4 rated 340hp. That motor was a reliable beast. I am into boats these days because you can actually build a motor and run it without much scrutiny. The only real limit is your budget.
I guess what I'm suggesting is since you have a dyno, wouldn't it be cool to replicate the GREAT motors of the past in stock form to know truly what kind of power they REALLY putout back in the day. For example, what was the difference between a 440 six pack, and a 440 Police Interceptor with the single 4bbl? How much more were some of the 454 BBC than the 465hp rating? Some people say they really were over 500hp. Were they? Was the 427 cu in Ford from the '63 Thunderbolts that outrageous? A 440 rated at 375+, what does that mean? 380, 410, 475, hp?
For all us old geezers it would be nice to know, before we all go, just what kind of badass' our rides really were. A lot of cowboys out there with bragging rights, but only a couple that rode BODACIOUS. Thanks.
Great video, I love the style haha
I here. Nexts is the 4.7L Dodge
Garbage but it would be cool for a big bang
Edlebrock performer rpm heads 550 solid camshaft 114 lobe separation ....... All very cheap good parts and some boost that motor put up big horsepower and torque
Looking forward to boost :)
Please do a Ford 300 i6 as one of these other guys videos I'd love to see how much power you could make with one.
Big ol fow fowdy sixpack shakahood .... what kind of tires are those? They’re optional polyglass gts .... racin tires.
a year later... it probably didn't have a motorhome cam in it, it might have been a purpleshaft cam