520 MOPAR Monster - Dyno Duel - Headers vs Manifolds
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- เผยแพร่เมื่อ 30 ก.ย. 2024
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This monster MOPAR stroker came to Nick's garage sounding more like a truck than a muscle car engine. Now, the engine has been put back together with a brand new set of custom made pistons. It's dyno time! And while he has this monster on the dyno, Nick wants to compare the numbers he gets with headers vs manifolds.
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I built a similar setup to this. 511 stroker kit from Muscle Motors, cnc ported 440Source heads from Modern Cylinder Heads, 80's vintage TM-7 intake with 950hp Holley, solid flat tappet cam. Looks like from 1985 when you pop the hood(headers and intake), but made 602hp and 677tq.
Do you remember compression?
@@JoeCnNd 10.5. Runs on pump gas.
Wow, that's real good. I wanna set up at 10.5 or less to stay on pump.
@@JoeCnNd 10.5 is fine with aluminum heads and a tight quench area(zero deck the block, then use .39" head gasket).
I appreciate you chiming in on your real-world results. I waffled on whether to get the 440 heads I bought cnc'd - I didn't when I bought them. Maybe I'll send them out but want to make sure they will work out first for my stroker build. I assume on this build (video) that he did not get his CNC'd. I will admit if I am hitting 550 tq with my 512 stroker, I am good with that. I can't put that much power down in my truck anyways and I am stuck with shorty headers until I can fab my own long headers.
The young apprentice is right: I would never modify the original engine but use a sacrificial one instead.
Lots of "original" engines have been overbored in the process of rebuilding. The original crank/rods/heads/cam can be reinstalled, no bridges burned there.
You can't take any of this stuff when you're dead, I say use it up and enjoy it while you're still here, why save it for the next guy
I don't use factory junk if I want to go fast anyway. My Olds 505" big block is built with 100% aftermarket parts. Not even one factory bolt was used in the build. Factory engines are meant to haul land barges around at 2500 RPMs. Not to rip down the drag strip at 7300 RPMs.
I agree with the young fella. Should have saved the numbers matching engine, built a different engine to drive
I'm glad to hear that Eugene's 440 is the next on the list to get built 😉
The owner of the motor had to have spent a ton of money in NY to have it built, then Nick has to put special pistons in it, OUCH! Nick's not a charity either, so this motor has quite a few bucks tied into it for sure.
I think Nick's kid is right his customer is risking a lot on a numbers matching engine. If it were to blow he would lose even a lot more money. Legally the only place he can run it is at the strip to its full potential.
such a rare car should keep the stock motor... should stay a time capsule
90% of people commenting this engine don't understand why the owner doesn't want to risk blowing engine up making big number turning high rpm..
People don't understand that 440 if you don't hold them accountable they will keep going till it detonates.
"It's a big motor, it should have headers"; I like how this man thinks.
That’s just logical.
Three notice that nicht always uses hand tools I haven't yet seen him use a Pneumatic wrench Bravo Nick
nick I spelled his name wrong I'm using speech to talk I'm disabled forgive me
It needs to breath, there's another 100hp with the proper top end.
It won't rev much higher with those stock parts. 520 should make around 800 hp with proper heads, intake and valve train, but those stock parts kill the build.
@@oikkuoek I agree, why invest in a stroker and not letting it breath? Just so you can say "I have a 520 c.i.d." Great video Nick! Always happy to watch.
Yep. Agreed and 440 Source Chinese heads aren’t the best. I’d rather run a nice set of gone over 906.
@@tomcox2565 915s?
@@chevyblue10 906. or closed chamber 915. I’d run either over 440 source heads. I ran with edelbrock heads on my stroker.
I would of never built a stroker with the # matching engine I would of found a 440 out of a motorhome or something built that up and store the # matching engine because if anything happens to that engine that's it no matching # and resell value drops so I would rather find another 440 and build it and keep the OG OG.
That's how I feel about certain engines... blow up a # matching hemi is like killing a unicorn.
I'm a big fan of the 68-70 GTX but this body style is kind of a turd and the value isn't likely to increase so much that he would regret the decision
Whistlin’ Diesel probably owns it. I’ll look for it on his channel. Lol
On a big inch 440 you don't need a duel plane, a Victor or an M1 single plane manifold with at lest a 850 Holley will wake that dog up...
@Car Guy daddyo
In general I would agree but with larger displacement, over 500" and I know because I have one that makes a minimum of 500 ftlbs of torque even @ 2500 rpm, you don't need to even consider a two plane. The two plane can't flow enough to give great numbers at even 6500 rpm.
The two plane was developed for a 440 not the 20 percent more air of the big inch motor requires. The crank is a game changer.
You don't mod a numbers matching car tho
Happy Birthday Nick!
That's a nice tan you got going there .
A 520" stroker wedge ? That engine sound!
It sounds like a WWII fighter plane engine.
A masterpiece!
I've said it before, an I'll say it again.
The way of the muscle car will never die.
Heres to another great year.
T.
My take, this other dyno sheet is BS. First, this other dyno must never get tested against ET numbers at the track. Or, .....I can continue to speculate about its variation from both your numbers and frankly what seem the accurate numbers based off what parts I can see here. Or, it was merely this shortblock that was dyno'd with an entirely different top end and headers. I'm not telling you anything you don't already know. Lets take the intake for starters. Who makes big 440 or RB based numbers with an OE 440 HP iron intake manifold. OK, the F.A.S.T. racing guys get to port the snot out of theirs, in addition to the other OE casting constraints they conform to, but.......they run other max effort work around those casting handicap type specs. The Stock Eliminator guys can't port the OE castings, but run what is generally considered race only cam duration specs, to give more time for the intake/head castings to flow more, and big headers to help expel, etc etc. So even with the stroked additional cubes here, heck even a 3.750" stroke 440 can only offset the flow limitations of that stock intake in so many ways. Only so many parameters available to play with. If the GTX is a non Grabber hood car, maybe he can get away with a taller intake, and run a CH4B or RPM. Or, and this might be the better go right to it choice, a Street Dom intake, they have dyno proven good for over 600 hp on still stock stroke 440's. If he's running one of the OE big oval air-cleaners, I'd bet even an engine painted SD would be hard to notice as not stock, by most. Likewise under my easy to hide by the bigger killer looking Mopar air-cleaners personal default logic, would be a jump to a more performance oriented 800-850 Holley, depending on what trans and gear. Heck, over stock 440 hp numbers, thats a very nice heavy street car power curve. Its way off on my back in the day, if its a daily driver grocery getter 1 hp per cubic inch is generally easy or was with 70's tech speed parts....pretty easy to achieve. But no long tube headers, and things become a very smart selection of parts kinda game much more so than usual at these power numbers. Some guys have made 500 hp through manifolds with the old MP.528 solid, I forget what heads, but ported iron heads can make that number so.......The Stealth heads in this combo, if not ported may still only be in the range of what is fairly easy with even ported irons. Despite the mix of stock, then stock outwardly appearing parts mixed with a sizeable stroker crank for a OE 440 block, to me raising many what are the goals type ??......this video is much appreciated as it adds to the knowledge base to show not in bench racing speak but actual real world this is what these parts did on this day. I too, being older I guess, and all the years of past header issues being lived with year after year, well.......I too have interest in exhaust manifold combos, though not generally also crippled on the intake/carb/head selection quite to this degree.
CH4B is only a 1/4 to half inch taller than the stock intake , the RPM would be the better choice. The cam is probably the biggest problem, but if Nick or the owner would call one of the F.A.S.T. builders for a custom cam, like Dwayne Porter in Burlington, Vermont , that engine could be making numbers closer to what Nick was hoping for. Right now it's no better than a warmed up 440 .
*GEORGE!*
Hey, does anyone else besides me "talk" to Nick as we watch these episodes?
I'll admit to it, especially when he's got one on the dyno or he's diagnosing some problem
on a car - I "talk" to Nick, offering opinions on what he's doing like I'm sure all of you are
thinking, too. :-)
On the stroked 440 on the dyno today, when he first got it running and it was warming up,
I thought out loud "that engine is heavy rich"....you can hear them when they are rich if you're used
to hearing certain engines a lot.
Sure enough, as he runs it through his paces on the dyno, I'm watching the A/F meter and the
rascal is very rich all the way up - so again, I "fuss" at Nick: "told ya my friend, the thing is RICH!"
Well, I should have kept the faith - sure enough, at 12:30 he talks about the A/F.
Of COURSE he noticed! :-)
Same thing when he talked about initial setup and said he had total timing set at 34 BTDC.
Without batting an eye, I said "36, Nick. You know it'll be better at 36."
Well, of course he wound up figuring that out too - hey, it's NICK we're talking about here!
Audience participation programming - without the hosts actually having to hear the audience.
That's gotta be a nice way to do this, eh?
Y'all take care and SUPPORT NICK ON PATREON!!
- Ed on the Ridge
I'm always saying something to the TV as he is speaking. My wife thinks I'm crazy
Y'all worse than sports watchers......armchair dyno tuners!
"Oi Nick, check the plugs!"
"Bah, shoulda ran a compression check!"
"Rev it up Nick!.......why are you cutting the pull short?!"
"Ooof, your cam grinder is weak! You need more camshaft!"
@@hoost3056 You need to work on your reading comprehension skills...
@@hoost3056 I do it all the time I'm always yelling at my computer or TV or phone depending on were I am people be looking at me like I'm crazy
@@moparedtn my reading comprehension skills are fine, and bonus, I DO THE SAME THING!
YOU NEED TO UNDERSTAND HUMOR WHEN YOU READ IT....OH WAIT, JOKES ARE NOT YOUR STRONG SUIT🤔😃😃😃😃🤔
Leo seems like a good kid. Somebody's parents should be proud. 😁👍
Do dyno meters need calibration from time to time?
Who ever built this engine combo should be embarrassed.
I agree what a freaking waste,should be pumping out 600hp easy.
Nick when I was a kid in the early 70s. My dad used to rebuild motors att home with a homemade log lift and a come a long to pull the engine . He rebuild several motors and he was a dodge man. I remember him building a 383 for our 1974 Plymouth sport fury in our basement. I am lucky to have had a daddy like that. When I was 6 years old he was working on a lawn mower moter, a Briggs and Stratton. He told me to hold the spark plug wire as he pulled the cord to start it. It was a shocking experience for me. I learned alot from my old school father haha. I miss the old school way of doing it yourself. We were poor but we made it across the United States 5 times in that old fury pulling a U haul behind that fury which was packed with everything we owned. Good times to look back at it. Thank you for being the man you are and yes I am a subscriber to your channel. God bless you and your family. Tom from western North Carolina.
Your dad was cool.
Nick I would like to see a modern hemi 6.7 liters on the dyno with a carb, that will be fun.
I don't think you can do that. No distributor Hole
You mean 6.4? Should be able to make 520hp on a dyno, maybe a bit more.
@@racehemi426425 ... There's a guy (Richard Holdener) that does a bunch of dyno tests on the Gen3 Hemi engines on TH-cam... with nitrous, turbos & blowers...so that doesn't make any sense to me
Trick flow heads & intake would wake up that beast.
HAPPY BIRTHDAY NICK...WE LOVE YOU MAN...!
I don’t get it🤨. Why stroke it out to 521 c.I. and leave everything else stock?
Thank you for another great job. Love your videos. Best of luck 🍀👍🏼
For the tire melting TQ and looking stock! :)
That is a mismatched engine, those are not good number's for the displacement. But if that is what someone wants and is happy with it, that is all that matters.
No kidding. Why bother putting the 440source aluminum heads on it to just put a stock duel plane intake. Should have just thrown some old cast iron 904 heads on it.
"The reason why? its a big motor, should have headers" I love it it Nick and I100% agree
I’m glad you said one of your favorite cars is a 1971 roadrunner. I owned a butterscotch 340 4-speed air grabber car. Sold it almost 20 years ago. Original Nevada rust free car. Love your videos.
Man I'll tell you what Nick watching your videos is better than a movie for me especially when you have a Mopar on the dyno I subscribed to your Channel a long time ago and I'm glad I did thanks again for the wonderful videos Nick
Idle vacuum is high (low duration cam) compression is mild intake is stock should make an excellent cruiser/tire burner.
Crazy how much the stock manifolds raise the RPM where peak torque occurs. Less restriction means better filling at low RPM with that intake? I'm sure Nick has discussed the engine configuration with the customer. Nick knows he's being paid for his technical expertise and experience, not to tell customers what they should want.
The guy asked to have it done that way. He's paying for it. Myself I wouldnt have done it that way.
What a way to come back from the holidays! That gtx is stunning, congrats John!
I absolutely love the dino room videos Nick is like a mad scientist where else in the world can you tune in and watch these Big blocks do what they do best if anyone is on the fence about getting Nick's garage hoodies and t-shirts there of the best quality I absolutely love mine once again thank you Nick for putting these videos together every one of them is a flashback Rush!!!;!!;!!!
A mechanic I know also said that if you want to do a car engine up and the numbers match. Take the engine out and store it and get a unmatched engine and modify the hell out of it. That way you keep the matching engine as a stock engine for resale value.
Aaahhh, good Monday morning, Nick, George and everyone!!! 520 ci is BIG. John will have PLENTY of torque, even with those restrictions. He probably wasn’t looking for a screaming, wild monster, but something to cruise with, and every so often, SURPRISE some unsuspecting wannabe on the streets lol. Nick, as always, I enjoy watching you and seeing the passion you put in, and kudos to you, George, the man behind the man!!! Great day, all!!!! 🙂
Those pistons with those extra legs in the skirt were worth the wait!!!
The hp loss with the manifolds wasn’t that bad, because it is all ready not able to get the cylinders filled with that head/intake combo.
Heads are ok the intake is useless
@@karlsracing8422
Nick said those 440 source heads are a 906 copy, i would consider ported 906s marginal for a decent 440 let alone a 520” engine.
But yes, that intake is useless
@@sandozman6085 440 Source cylinder heads aren't a copy of 906 heads though. They have a closed chamber design, 2.14/1.81 valves and much larger ports. I have a set on my 440 and although I ported mine 440 Source claims they will flow 280to 290 cfm on the intake side out of the box. I have seen independent test put them closer to 260 to 270 but that's still better than 906s which would be closer to 210 or so. I think the intake manifold is the choke point on this engine. I don't know why someone would buy a better cylinder head and then use a stock intake. 906 heads would have given similar performance with the stock intake in my opinion and I'm assuming they were already on the engine originally. But this was a another great video. I enjoy all of Nick's videos.
@@1967davethewave . You are correct. The weak link is the 1971 factory cast iron intake.
@@1967davethewave do those heads have the raised port ceiling, and longer valve like the indys?
I’m guessing no, But that isn’t a bad flow number for a stock appearing head.
I Love Your Show and I Love Everything You Do for MOPAR!!!!!!! 💯💞💓👍I'm a MOPAR OR NO CAR GUY MYSELF!!! I watch Every show almost every day!!! Night as well!!!!! Take care and God Bless You and Your Families and All who you know and their Families as well!!!!!! 💯💯💯💯💞💓🐺🦾🦾🦾👼👼
Nick,that would be a killer with the max wedge heads and a crossram!
Did the new pistons drop the Static Compression Ratio?
1 full point of compression would account for the power numbers from the original builder.
I wasn’t sure if you had to lower the compression to make it work on pump gas?
I hope those clowns graveyard cars didn't built it,that's right they out source everything that's why Nick is the mopar. Man!!!! How much are they charging to build one of these,it is all in the tune and not cheating out on the oarts,distributor, intake, carb,heads,cam,it needs more nitromethane. Gas is for cleaning parts and alcohol is for drinking. My 89 turbo mx6 made 300hp and almost 400tq 4cyl. 18lbs of boost spanked every v8 I ever raced
Not that it would come to that, but I got a feeling Nick's Kowalski could remove the GitXs doors in an unceremonious manor! 🤣 Would like to see what that big dude'd do with set of 440 EZs, a Victor & a 1050 though!
EZ's.., Vic,.. 1050.. plus the correct solid roller cam.. honestly close to 300 hp more !! Seriously. Poor 520 is all corked up.. absolutely strangled.
A very driveable engine, though. It'd feel faster than it is, and sometimes that's nice.
The GTX is going to be a wonderful driver.
Well... the restriction already there from the stock 906s and intake manifold, so the exhaust restriction not as severe. Truly impressive number for a completely "stock" looking and otherwise stock engine. Very cool!
With internal components far superior to the 50 year old components there is no reason not to build a stroker with the factory block. No real gearhead builds one of these engines thinks 6 months later, "I wish I had made less torque, less horsepower". The opposite is almost always correct. Does any real man or woman want 100 # LESS torque at 2500 RPM?
You've taught us something about headers. I'm tending to agree - especially if you can make more power other ways. Headers give 10-25 horses average, right?
I always wondered how Nick has so much energy and youth. Now I understand. He's been drinking 15:43 Berrymans chemtool all this time lol just kidding. Please don't drink that for a COVID cure
Need to swap a Holley/Quick Fuel on and show the Dodge guys that the Carter looking Edelbrock that they love is down 20 hp at that power level more on higher hp engines . Some will tout the ease of changing metering rods but that’s only good for small fueling changes and swapping jets on the engine is a pain in the ass through the full fuel bowls . Also that's a terrible engine combination and risking the original block is nuts . 520 torque is mediocre as well for a mild combination
Nick correct me if I'm wrong. Couldn't that piston slap have caused excessive bore wear and even cylinder damage?
I think you love your work as much I do mine . For the past 50 years for me it's almost like stealing the money. I sharpen and alter cutting tools for the machine shops. Believe it or not I fell into this by accident . I feel strongly God had a lot to do with this.
So good to see this engine running and fixed properly ! Nicely done gentlemen! Great Video! Cheers
Also that carb looks to be a restriction. as the revs rise you see the manifold vacuum increasing towards a peak of -1.2 (in/hg or PSi?)
I’m wondering if the owner is planning on running in the F.A.S.T. series (Factory Appearing Stock Tire) class
The breathing restriction lies elsewhere. You mentioned the heads and intake, so it seems those limit the hp/ft.lbs. with headers.
Was anyone curious what the NY build numbers would have been on nicks dyno. Just don't believe that motor was 480 hp when was bought to nicks
Dyno numbers can be manipulated by changing the correction factor
Doesn't the lead in always come in high and its not really a correct representation of what the power really is? For example the test starting at 2900 (36° timing). The 2900 rpm value would be able to be used for actual comparison?
I just finished watching Nicks at 11.10 p.m. east coast USA time while Iam eating dinner ( I work 2 second shift) . It's a joy to come home and your favorite you tube show Nicks Garage.
Thanks for watching our channel.
He could have made a lot more power with better heads and intake while keeping the stock displacement . people build stock displacement 440's for the engine masters series that make over 700hp with a single carb on pump gas .
Bless you Nick, also guys in shop are blessed to have you as a mentor , ALSO George Great video work as always ...Salue🙏
Nick I love your videos! What I think would really be of added value and interest to us gearheads ( and who else actually enjoys watching dyno tests?) would be the specific head flow charts and camshaft specs used on all your engines….thanks!
Needs a 90mm turbo or 2,and shoot some propane thru the 02 sensor hole,I have old hot rod magazines that show you how to build the baddest hemis. Be like don garlis. Just doing the distributor about half a turn or more and blow the snot out of it.
I have the same problem with my stroker motor. and the 4.375 stroke crankshaft. Can you please tell me who made your pistons I need a set, can you tell me the manufacturer or the part number because I need to set for my engine the skirts are too short also.😊
When I hear what people pay big money for ,in the way of radical engine mods, the first thought that comes to mind is " chevy think" I have seen things done to Engines like Mercedes 6.3's that are totally unnecessary but because the engine builder has built lots of SBC's and LS's the same mods are required on the engine he is working on. I worked on a 413 some years ago which had been built by a Ford expert and had the same problem, too much Cyl. Clearance and short skirts. The Engine not only rattled ,it knocked loudly. The Ford guys response was to get the pistons ceramic coated... Still knocked.
Those iron manifolds weren't as bad as I expected. 20hp/25tq lost is acceptable if you want the car to look original. The car is still gonna haul ass! 👍
There's one other BB MoPar exhaust manifold I would have liked to see, which I believe is known as the Max Wedge exhaust manifold. Instead of consolidating the passageways in the exhaust, they cast the manifold with a separate runner for each cylinder and brought it upwards to clear the front suspension. If any factory manifold would get close to headers, that would have been the one.
Needs some porting on those aluminum heads and a much better flowing intake. What's the compression ratio? With those heads it needs about 10.5 to 1. With all that the torque should have been over 600lb ft and HP at least 575.
Nick,
You got to talk to this guy. That motor doesn’t have a combination it’s just a mismatch of parts. The heads probably need CNC porting and he definitely needs a modern intake manifold with at least a 950 CFM carb. And honestly that motor probably needs a matching roller cam to really hit its potential.
@DBSSTEELER ...I'm thinking Trick Flow Power Port 270 heads... M1 single plane intake...1050 Dominator carb & a hydraulic roller cam
What's the point of stroking that engine if the guy wasn't going to put bigger heads and intake on it. Edit... as always great video and it really puts into perspective what it means to stroke a motor
The technical terms and specifications talk is so deep I can hardly keep up but I like it.
800 CFM is abit on the small side for that engine but with those clyinder heads and intake it probably doesn't matter
With some more fine tuning on the carb, that engine is perfect for the street or off road 4wd where the realistic rpm's are off idle to 3500-4000. The low end torque curve on that engine with exhaust manifolds is perfect for the application.
The weak link or power loss is due to the 1971 cast iron intake manifold.
And heads
weak link it s mopar.bulid similar bbc and you get 650-750 hp depending on heads.i raced a 9:1 comp 526 bbc with alu heads and it made 750 hp and 9 s at 140 in my chevelle.
@@teknoaija1762 wait who?
@@teknoaija1762 look at all the heavy hitters in drag racing today. Most of them have a hemi under the hood.
your Dyno runs are great Nick just not the same without Vicilis in them
Lee Shepherd 70s and 80s Pro Stock driver who is considered one of the greatest Pro Stock drivers ever said one of the secrets to his success was while everybody was trying to get more displacement he decided to use less. He used a 366 cubic inch big block Chevy.
The Stealth Heads when 'Ported'..... are easily capable of 600hp on our Dyno, when using the Holley 300-14 Street Dominator Intake Manifold
That's the big unknown here , those heads out of the box barely flow better than a set of 906's .
@@dartgts383 The STEALTH's(260'ish cfm @ .600" Lift OOTB) are waaaay better than any 906 we've ever Flowed... 30-40 cfm better on our SuperFlow SF750 bench.. and STEALTH's can be purchased for less than the Price it would cost to rebuild the 906's properly.
I was always told stock manifolds were better than headers. I would rather have stock anyway.
nick, seems to me leo knows alot but, seems to me like he wants to take over the right hand man spot which has always been versaily, im sure i did not spell that right but v is the man.
The paint job on the engine looks killer,a pretty nice job..💪💪😎🆒
There should be a Nick's garage video game. Like a Dyno engine builder simulator.
You shout try Automation game, you can make engines in there
Hey Nick,
Haven’t seen Versilis for a while. Has he left?
Cheers,
Jason.
Where is he, we want him back!
I believe he is still there , saw him a few episodes ago
Dyno: If you cannot measure it then you cannot troubleshoot it, all you can do is guess. Nick does not like guessing.....like me
Hi nick watch you all the time you rebuild my carburetor from my 1970 gtx 440 super commando pistol grip four speed after I put carb back on that brought the 440 back to life like it should be thank you I sold the gtx I now have a chevy silverado 2006 ss I think it's time to refreash it are you interested in doing a refreash on a ss pickup let me know if you are interested ni thanks Ron have a great day merci
Hi Ron. I would love to, but unfortunate I do not have the staff to do such a job. Sorry I cannot help you out. Thanks for watching.
Too bad the builder misled that guy but Nick to the rescue, Can't wait to see more on the Charger 500! ✌🏻☺️🇺🇸🇨🇦
One things for sure a longer skirt stopped the piston slap even if they were a while in the making. The motor didn't to to badly either way Nick, interesting results. Good to see Leo helping thus learning, your new right hand man aye! Can't wait for the next one though. Thanks guy's.
A whole ton of money for little performance. The owner made some odd choices
Couldn't agree more with you on that one Kevin.
Take the original dyno sheets & throw them in the trash.....that obviously wasn't an "honest" dyno......the numbers are meant to make the customer happy, but wasn't real, IMO
@Car Guy daddyo I completely understand that Nick just replaced the pistons, rings, etc, but otherwise the engine is the same as when it came in. Did you even read what I said???? I wasn't talking about Nick's dyno numbers....I was referring to the ORIGINAL dyno sheets from the place in NY where it was originally built.....listen to what he said at 9:25 of the video. wow.
Great video ! For those car guy and engine building TH-cam channels. Take notice of how George engineers and edits the music with cinematic quality. You can watch without being disturbed by music that triggers your anger enough to mute or just quit watching. Thanks George and Nick for providing video content that I enjoy and hope yall stay safe and healthy.
I am posting this prior to seeing it run with Manifolds. Since the Heads don't look like there was any Port work done on the Exhaust Ports, I don't think the Cast Irons are going to hurt all that much, and might even increase Torque at the lower end
I see there was a Torque change, I just wish Nick would have place the Curves on top of one another, so the curves could be compared
Nick I have a LS1 in my wk Statesman. Put long tube headers on it and when I floor it pings a bit then it goes what is your diagnostic thanks Ben Jeffreys
When installing headers, it runs leaner.
I love watching Nick work on these engines ...carries me back in time when the Muscle Cars and Big Blocks ruled the streets... love Nick's shop and test stand , a very professional shop and setup ...Vast amount of knowledge Nick has from years and being in the trenches of Muscle Cars ... Thank-you Nick,George, and Krew ...
I couldn't even imagine using factory manifolds with a 520" motor. 😳
Did anyone do any polishing or port on intake runners
Interesting, looks like it lost around 2 inches of manifold vacuum with the exhaust manifolds. Looks like an acceptable loss to run them and not deal with the installation hassle and rust out issues/ground clearance issues with headers.
I wonder if that large bore engine needs more spark advance? Needs more time to light the bigger flame?
At Nick’s garage the customer truly gets what he wants!!!!!
Great video love coming home from hard day at work and have a cool Nicks garage video to watch MUST SEE TV
i bet you could have sent his old pistons out and got them coated and they would have been nice and quiet. That way the motor would have been back together in one month and on to the next customer.
With lighter pistons which would make more power. I’m not convinced that the short skirt on the pistons was the sole cause of the issue. Many high end race engines run pistons with shorter skirts than the ones in this engine without any issue. I am thinking the pistons and rods didn’t work well together.
The stock intake manifold is going to restrict a lot but I'd be curious to see what a bigger carb would to.
Bigger carb wont do much good on the same intake. The owner is misguided to build a 521 stroker from the ORIGINAL motor. And then choke it half to death with stock intake and exhaust manifolds! Stupid, IMO.
better heads is what it needs
Nick. I think you've got a great young man there with Leo. He really wants to learn all that he can and is very enthusiastic about MoPar muscle cars. If Leo keeps up his love of MoPars, with your help and guidance, you might just have another "Nick Junior" in a few years!
I agree Bill
Agree with you guys 👍
The 440Source Stealth heads are supposedly 210cc on the intake ports. The original 906s should only be around 180, if I remember right. And don't the Stealths have a 2.14 valve vs a 2.08? So they should be better than stock. But boy, if it was my car, I'd sure think about the 240cc Trick Flow heads, Performer RPM intake (or the lower rise Holley Street Dominator), and the headers.
Why build an engine with so much capacity and then choke it to death, as to the comments of your guy he's spot on build that matching numbers engine stock as possible and then find another 440 to build up and beat on
yeah, that poor engine is choking on that stock intake, and MANIFOLDS! I can hardly believe he's running it that way. if he wants it to LOOK stock (unless somebody is checking vin numbers to determine stock equipment) he should add a SIX PACK intake and carbs. and ported heads will still look completely stock, which would help. but stock exhaust manifolds are still going to kill the output of that engine. Hey Nick, if he just can not live with headers, would max wedge exhaust manifolds fit in that GTX? and would there be any real HP advantage?
Love your show man… 🙋♂️👨💻
have you ever done a Chevy big block 632 build or rebuild? I don’t know why I am just in love with that 1000hp engine… will you think about? 🚦🏎🚀🧑🚀
Hello Nick,
I love your TH-cam site.
Do you have a email address to ask you technical and specific 440 questions.
I live on Staten Island and know a John who is the Mopar Club on The Island.
Do not know if this is the same JOHN could be who knows.
Thanks
Eddie
Release the Craken!! You want over 500 HP you need a 1000 double pumper -Nascar manifold -Roller cam-Big airflow heads-All electric accessories -and racing headers.
The timing and fuel ratio and temperature will need redoing for maximum HP. It’s usually better to change everything than one thing.
How about dynoing a late model crate engine to see how it compares with an old school engine??🤔Nick-keep these old school videos coming until electric takes over!!⚡️
I absolutely love 71-2 B bodies. The 73-4 B bodies are still pretty cool too. I'm getting my 71 Satellite back next month. I sold it to a friend in 2005, and it's been sitting in his barn ever since. I'm getting it back for $600! And I have a 67 383/727 in my garage to put in it!
a nice set of TTI headers n exhaust? run an open plenum intake? would be quite a bit stronger. It will really be nice just the way it is. Power right there won't matter much which gear its in😁