How much more? Will it turn this into a 700hp engine? Or will it be about as much of an et difference as taking a good shit before going for a drive-by which I mean not enough to care about
Back in the day all they had was 327s with double hump heads and people would put headers and tunnel Rams and 30-30 cam something a little bit bigger if they get their hands on it.
I guessed 550hp! For tunnel rams, I'd like to see a 1:1 linkage on both carbs, so primaries and secondaries open together. That way, you have 1 barrel and 1 jet for each cylinder, and you can read plugs and optimize each cylinder individually. Doing it this way, you forget about primary and secondary side, and don't have to worry about unequal fuel distribution. You can still use the power valve circuit to tune high load, and leave the jets leaner for better cruise.
Every motor is different.What works for one my not work for another.I am no we’re close to Jacob’s experience but I have built plenty of motors over the last 30 years.We have cam swapped this 406 sbc 3 times in the last 3 weeks.Enjoying this experience and I can tell you one thing.We took out the 107 Lsa and put in this 110 and this motor woke up A little more.10 1/2 to 1 compression AFR 195’s and all the goodies.We kept the lift under 600 mid 500’s and went with A old school split dur mid 240’s.Freaken motor seem to love it.I am still educating,learning and enjoying these educational videos.Ryan and Adam at AFR in California friends of the family recommended this cam when I gave them all the details and what I wanted to do.
That is the same specs on a comp xr292r the duration @50 but the lift is alot higher on the one for a big block I have that cam very responsive in a 427 big block
According to David Visards 128 formula it would do better with a 106 lobe separation. Goes like this 406 divided by 8, then hit equals,then divide it by valve size and hit equals, then times that by .91, then hit equals, then subtract 128 from that to get lobe separation angle .
Sometimes thats done to surpress the forces of higher static compression ratios at low RPM on the street due to the poor available octane at the pump. A 106 L/S will pump harder down low, if you could find 104 octane and afford it... yes absolutly the improved overlap would make more power.
I had this engine with a straub cam with these specs on a 107lsa, it was about the same except it had over 550lb/ft of torque at 3000rpm. So, it was about the same. Same peak, same 6000rpm revs, lower torque curve but more torque. More torque down low equals less easy to hook up, so not always desireable
@@lollipop84858 Agree, hard not to get greedy when building. My 383 sr makes more as rpm climbs, want it to hook everywhere not spin. Little peaky like a 2 stroke dirt bike but thats what I prefer on a toy
In the real world on the street this engine will donkey stomp a 106 lsa cammed 406. Vizards 434ci small block got donkey stomped by a 8.2 deck Ford😆🤣😆 Maybe he shouldnt brag so much about what a great engine guru he is 😆🤣😆
Yep smaller cam small variance in HP gains if advancing cam degree. The bigger the cam give as much cam advance as engine will tolorate so to keep low end torque and response.
Nice video. I’m still partial to LS engines over SBC/BBC but it’s cool to see you tuning the carb in the same manner someone would pull fuel out of ECM tables to achieve desired AFR.
Always look forward to your videos. Great job! Question? ... based on the intake closing events included with the cams Smeding uses for their street/performance engines, do you have a build spec/range for dynamic compression?
Rookie here. Liked what I saw. I've watched many videos on building an engine and looking for a 350 SBC engine for my 1962 C10 Fleetside Shortbed Big back window. How much is a single 4 barrel intake engine sold for ready to install by you guys? Thanks for sharing. Trucker Ray ✝️
Your carbs are sweating something crazy. Are you cooling the fuel with dry ice? That would definitely richen the fuel ratio. Good video! I love the sound of that thing! A bump up in cam could easily put it up to 600 hp. But I suppose that would sacrifice the very impressive torque curve. Nice job.
I'm guessing there is a remote water pump on the dyno since the water pump wasn't turning? It would be interesting to see how much hp to turn the water pump with a street pulley ratio.
Water jugs runs through the engine by gravity on the Dyno. I had an engine virtually identical to this but with a ported performer rpm dual plane, same cam specs but on a 107, ran it how you said, without accessories then again with water pump and alternator and mechanical fuel pump. There was no appreciable difference in power. It ran the same either way within the margin of error on back to back pulls
16 initial, 34 all in at 3200, no vacuum advance. They built me one and for some reason it was 30hp and the same torque down with this exact same setup as used in this video. Power was verified on a dyno locally and then with AED carbs custom built for the engine. Made the same as the dyno sheet they sent with it. No idea where that 30hp went that this one has and mine doesn't. It made 10 more HP on the dyno locally with 32 total though. They had set up the throttle linkage so it only had 3/4 travel though so I think that might be where it went. When putting in the car I noticed the linkage binding up in two spots
Typically WOT max load 12.5:1--13.5 :1 A/f . 13.5A/f will dilute oil less and wash cyl bores a little less . Commonly 12.5 --12.7 most power . Set pump to get u off the line with most response convertor gearing cam shaft will influence this . Cruise between 37--55mph light throttle needs more advance 14--15:1 A/f What was the idle speed and idle vacuum ??????????/
With sideways mounted carbs, the part throttle fueling will be erratic. The secondaries should open 1:1 to properly deliver fuel to the left bank of the engine. Each runner is sitting directly underneath a carburetor butterfly valve. With progressive linkage, you primaries are feeding the right bank and the left bank is getting underfueled.
That's not how plenums work. You do realize the plenum fills with a mist of fuel air that the cylinders pull from right? The carbs only fill that plenum with fuel air mix . And evidently, you're wrong. You can see that right here in this vid
@@lollipop84858 ypud be vorrect if you were talking about a single plane or dual plane manifold. Tunnel rams work differently. Part throttle cylinder to cylinder fuel distribution is fucked. Sideways mounted carbs need 1:1 throttle linkage.
@@lollipop84858 ypud be vorrect if you were talking about a single plane or dual plane manifold. Tunnel rams work differently. Part throttle cylinder to cylinder fuel distribution is fucked. Sideways mounted carbs need 1:1 throttle linkage.
@@EricErnst so, you're saying that with 1:1 carbs both carbs are squirting fuel out of all 8 holes at once right? One per cylinder. I agree with you. Well only one valve is open at a time, and the other 7 carb holes don't stop squirting when it does so, what happens to the fuel from all other 7 holes of the carb when a valve is open? Does it all suck into the one open valve? All of it? Does it stand to reason a cloud of fuel air mixture will slam into the valve when it closes and not have enough time to turn and go into the next valve which could be at the other end of the engine? So would that not mean it collects into the plenum? If it doesn't work like that, why is it a common plenum? Why isn't there a divider in it? Why isn't there holes going straight from the carbs to the valves?
@@lollipop848586:19. It runs rich as hell on the first dyno run so he pulls jet out of the secondaries? With 1:1 carb linkage? You'd pull jet out of all 4 corners to keep fuel distribution more uniform across all 8 cylinders. Yes, it does form a "mist" of air and fuel in the plenum.. but it's not a homogeneous mixture. If the motor is running good, then good for you. But it should have 1:1 linkage and should only pull jet out of a corner if you've got 8 O2 sensors. If not, you're just guessing. Ignorance is bliss, I suppose, but you need to know what's going on in all 8 cylinders before pulling jet out out of an entire bank at once.
They built this exact engine for me. It made less power than their single carb version, which is a lot less power than this one in this video. Even after replacing the carbs with a pair of AED carbs it still didnt make this power here. Dynoed locally it made the same power it did on their dyno. Im wondering where the rest of the power is compared to this one. The one they built me only made 510hp and 530tq
My 388 stroker makes 700 horsepower on a tunnel ram n/a on pump gas and 1300 + on methanol injection dual plate kit and a cheater kit and that's with a 0-10 block small block Chevy been running it for the last 10 years
Man you can't say that 1 fits another we did several 604 zz4 crates and they all end up diffrent. And I get 670 hp from a 421 ci on a 830 cmf carb over carbed and not enough camshaft..
I have this same tunnel ram converted to MPFI with a tpi style plenum and dual 58mm tb. Do you think it will make more or less hp than the dual carb version? I plan on running afr 210s and porting the intake
I'm truely sorry to say this, but that is a bad combination showing low on power. A 406 has plenty of inherent torque and so does the tunnel ram. But to wake it up, it needs FAR more cam (at least 265 to 275 @ .050) and with the resulting lower dynamic compression, you can run 12:1 on pump 91 to 94. With a loose converter and some rear gear, that motor can run 650HP all day long, and look the part doing it. The old idea of static compression ratio relating only to street octane, has to be revised by the camshaft designs. A late closing intake, bleeds off a substantial amount of cyld. pressure and drops the "actual" ratio the motor sees.
with 195cc runners? air speed would be ridiculous. not happening. its a street engine, 275 at .050 is nonsense. my 421 makes 860 hp @ 8300 rpm with 277, 296, 114 lsa, .820, .790, but the heads are 15 degree with a 280 cc runner and 2.2 valve.
400cuin Afr Elim 195 heads ,,, 11 to1 CR ,,, 248/252 SR then around the 260SR 1st was a victor jnr /248/253 SR 550hp at 6100rp 2nd was with Super vic 260SR 575hp at 6300rpm Cyl head not big enough minimum cross section at push rod pinch
CYl head MCSA chevy AFResearch 1.9mcsa 195 cc head AFR 2.180 mcsa 220 cc head AFR 2.34 mcsa 227 cc head Similar is Ford 408 performs with a 240 H/R goes to 6400rpm 200cc 2.165 mcsa Port size should never be decider mcsa is more important
Too wide a lobe separation for best torque. 108 would have been a plenty. Yes probably little more street worthy and easier to tune for the average street guy with that 110 LC.
Massive fail I'm seeing from many youtubers filming their dyno runs. Stop showing the engine during the run!!! There's no moving parts to see. Show the control desk instead. Much more of interest going on there.
You don't get subscribers with a tunnel ram and hydraulic cam. Put a solid cam in with that tunnel ram and go over 8000 rpm...that's how you get subscribers
Nice to see young guys carry on with old school engines but i wish they would use crankcase evacuation on these engines.
How much more? Will it turn this into a 700hp engine? Or will it be about as much of an et difference as taking a good shit before going for a drive-by which I mean not enough to care about
Back in the day all they had was 327s with double hump heads and people would put headers and tunnel Rams and 30-30 cam something a little bit bigger if they get their hands on it.
I really don't know how that 80% are not subscribed. One of my favorite channels to watch.
Wow great power , Great driver Hotrod motor.
I guessed 550hp! For tunnel rams, I'd like to see a 1:1 linkage on both carbs, so primaries and secondaries open together. That way, you have 1 barrel and 1 jet for each cylinder, and you can read plugs and optimize each cylinder individually. Doing it this way, you forget about primary and secondary side, and don't have to worry about unequal fuel distribution. You can still use the power valve circuit to tune high load, and leave the jets leaner for better cruise.
@@bigboreracing356 Never said they didn't!
You still have to worry about unequal fuel distribution. AFR can be all over the place even with the 1:1 linkage.
Your hilarious 😂
It sounds great... Ive been running a 383 tunnel ram for years with excellent power and drivability...they work great on the street
Loved to actually hear the idle. Most show max HP & TQ only.
I'd go with a solid roller around 256x260 and 600 lift on a 108 lsa and make closer to 600 hp. Rick 437
That would be good in a Ls but in a Sb I would change it to a 110 lsa solid flat tappet.
Every motor is different.What works for one my not work for another.I am no we’re close to Jacob’s experience but I have built plenty of motors over the last 30 years.We have cam swapped this 406 sbc 3 times in the last 3 weeks.Enjoying this experience and I can tell you one thing.We took out the 107 Lsa and put in this 110 and this motor woke up A little more.10 1/2 to 1 compression AFR 195’s and all the goodies.We kept the lift under 600 mid 500’s and went with A old school split dur mid 240’s.Freaken motor seem to love it.I am still educating,learning and enjoying these educational videos.Ryan and Adam at AFR in California friends of the family recommended this cam when I gave them all the details and what I wanted to do.
That is the same specs on a comp xr292r the duration @50 but the lift is alot higher on the one for a big block I have that cam very responsive in a 427 big block
@@aphil4581I would figure out the events it needs depending on the quality of the heads and let lsa be whatever it ends up
@@richardsmith-qy6vl this isn't a big block. Completely different animal
According to David Visards 128 formula it would do better with a 106 lobe separation. Goes like this 406 divided by 8, then hit equals,then divide it by valve size and hit equals, then times that by .91, then hit equals, then subtract 128 from that to get lobe separation angle .
Sometimes thats done to surpress the forces of higher static compression ratios at low RPM on the street due to the poor available octane at the pump. A 106 L/S will pump harder down low, if you could find 104 octane and afford it... yes absolutly the improved overlap would make more power.
I had this engine with a straub cam with these specs on a 107lsa, it was about the same except it had over 550lb/ft of torque at 3000rpm. So, it was about the same. Same peak, same 6000rpm revs, lower torque curve but more torque. More torque down low equals less easy to hook up, so not always desireable
@@lollipop84858 Agree, hard not to get greedy when building. My 383 sr makes more as rpm climbs, want it to hook everywhere not spin. Little peaky like a 2 stroke dirt bike but thats what I prefer on a toy
In the real world on the street this engine will donkey stomp a 106 lsa cammed 406.
Vizards 434ci small block got donkey stomped by a 8.2 deck Ford😆🤣😆
Maybe he shouldnt brag so much about what a great engine guru he is 😆🤣😆
That’s an angry small block. That would make a nice street motor if you can fit the tunnel ram.
Awesome build
I have a fever for big cams 🤩👍
what size are those headers? stepped?
Excellent job! Subbed.
I don’t care if it looses a little with that intake
It’s sexy as hell
Exactly!! putting a tunnel ram on my 383...Will take the time to tune....couple anodized velocity stacks on it no hood. Yeah!!
Yep smaller cam small variance in HP gains if advancing cam degree. The bigger the cam give as much cam advance as engine will tolorate so to keep low end torque and response.
Nice video. I’m still partial to LS engines over SBC/BBC but it’s cool to see you tuning the carb in the same manner someone would pull fuel out of ECM tables to achieve desired AFR.
They are cool nice to look at 😊
Always look forward to your videos. Great job! Question? ... based on the intake closing events included with the cams Smeding uses for their street/performance engines, do you have a build spec/range for dynamic compression?
VERY NICE!!!!!!
Sounds awesome
Rookie here. Liked what I saw. I've watched many videos on building an engine and looking for a 350 SBC engine for my 1962 C10 Fleetside Shortbed Big back window. How much is a single 4 barrel intake engine sold for ready to install by you guys? Thanks for sharing. Trucker Ray ✝️
Those carbs don't have step down dog leg booster. And should be double step Venturi boosters. It run cleaner and more responsive.. Call ATM Carbs.
Where are you guy located?
Your carbs are sweating something crazy. Are you cooling the fuel with dry ice? That would definitely richen the fuel ratio. Good video! I love the sound of that thing! A bump up in cam could easily put it up to 600 hp. But I suppose that would sacrifice the very impressive torque curve. Nice job.
I'm guessing there is a remote water pump on the dyno since the water pump wasn't turning? It would be interesting to see how much hp to turn the water pump with a street pulley ratio.
Water jugs runs through the engine by gravity on the Dyno. I had an engine virtually identical to this but with a ported performer rpm dual plane, same cam specs but on a 107, ran it how you said, without accessories then again with water pump and alternator and mechanical fuel pump. There was no appreciable difference in power. It ran the same either way within the margin of error on back to back pulls
550hp nice! and that cam is pretty mild for 400ci!
yeh id like to see that cam in a 350 with 180-190 heads and dual plane with a 750 and flat tops
Heads and Intake arent ported either
should be some extra HP in there for sure! (if/when needed)@@lollipop84858
Good for the street, and about right with only 195cc heads.
Would like to know the total timing the engine wanted with this setup.
16 initial, 34 all in at 3200, no vacuum advance. They built me one and for some reason it was 30hp and the same torque down with this exact same setup as used in this video. Power was verified on a dyno locally and then with AED carbs custom built for the engine. Made the same as the dyno sheet they sent with it. No idea where that 30hp went that this one has and mine doesn't. It made 10 more HP on the dyno locally with 32 total though. They had set up the throttle linkage so it only had 3/4 travel though so I think that might be where it went. When putting in the car I noticed the linkage binding up in two spots
Typically WOT max load 12.5:1--13.5 :1 A/f . 13.5A/f will dilute oil less and wash cyl bores a little less . Commonly 12.5 --12.7 most power . Set pump to get u off the line with most response convertor gearing cam shaft will influence this . Cruise between 37--55mph light throttle needs more advance 14--15:1 A/f
What was the idle speed and idle vacuum ??????????/
Whats the specs on the carbs size and jetting primaries and secondaries?
22👍 's up thank you for sharing 🤠
With sideways mounted carbs, the part throttle fueling will be erratic. The secondaries should open 1:1 to properly deliver fuel to the left bank of the engine. Each runner is sitting directly underneath a carburetor butterfly valve. With progressive linkage, you primaries are feeding the right bank and the left bank is getting underfueled.
That's not how plenums work. You do realize the plenum fills with a mist of fuel air that the cylinders pull from right? The carbs only fill that plenum with fuel air mix
. And evidently, you're wrong. You can see that right here in this vid
@@lollipop84858 ypud be vorrect if you were talking about a single plane or dual plane manifold. Tunnel rams work differently. Part throttle cylinder to cylinder fuel distribution is fucked. Sideways mounted carbs need 1:1 throttle linkage.
@@lollipop84858 ypud be vorrect if you were talking about a single plane or dual plane manifold. Tunnel rams work differently. Part throttle cylinder to cylinder fuel distribution is fucked. Sideways mounted carbs need 1:1 throttle linkage.
@@EricErnst so, you're saying that with 1:1 carbs both carbs are squirting fuel out of all 8 holes at once right? One per cylinder. I agree with you. Well only one valve is open at a time, and the other 7 carb holes don't stop squirting when it does so, what happens to the fuel from all other 7 holes of the carb when a valve is open? Does it all suck into the one open valve? All of it? Does it stand to reason a cloud of fuel air mixture will slam into the valve when it closes and not have enough time to turn and go into the next valve which could be at the other end of the engine? So would that not mean it collects into the plenum? If it doesn't work like that, why is it a common plenum? Why isn't there a divider in it? Why isn't there holes going straight from the carbs to the valves?
@@lollipop848586:19. It runs rich as hell on the first dyno run so he pulls jet out of the secondaries? With 1:1 carb linkage? You'd pull jet out of all 4 corners to keep fuel distribution more uniform across all 8 cylinders. Yes, it does form a "mist" of air and fuel in the plenum.. but it's not a homogeneous mixture. If the motor is running good, then good for you. But it should have 1:1 linkage and should only pull jet out of a corner if you've got 8 O2 sensors. If not, you're just guessing. Ignorance is bliss, I suppose, but you need to know what's going on in all 8 cylinders before pulling jet out out of an entire bank at once.
Water pump was not moving how did you cool it ????
What size were the carburetors?
I made 580 with 384 cubic inch Ford 22 years ago
Clever boy!
Yes you live you learn
They built this exact engine for me. It made less power than their single carb version, which is a lot less power than this one in this video. Even after replacing the carbs with a pair of AED carbs it still didnt make this power here. Dynoed locally it made the same power it did on their dyno. Im wondering where the rest of the power is compared to this one. The one they built me only made 510hp and 530tq
My 388 stroker makes 700 horsepower on a tunnel ram n/a on pump gas and 1300 + on methanol injection dual plate kit and a cheater kit and that's with a 0-10 block small block Chevy been running it for the last 10 years
Man you can't say that 1 fits another we did several 604 zz4 crates and they all end up diffrent. And I get 670 hp from a 421 ci on a 830 cmf carb over carbed and not enough camshaft..
are the Carbs 390 CFM Each here? does it matter the CFM?
Can I ask what model carbs that you tested? TY
Any big block heads or stroker kits? Like 598 632
I have this same tunnel ram converted to MPFI with a tpi style plenum and dual 58mm tb. Do you think it will make more or less hp than the dual carb version? I plan on running afr 210s and porting the intake
It would make the same with 950cfm single carb🤔
what sides holley
What heads are.on this?
Nice SBC cool chanel keep the good work
I'm truely sorry to say this, but that is a bad combination showing low on power. A 406 has plenty of inherent torque and so does the tunnel ram. But to wake it up, it needs FAR more cam (at least 265 to 275 @ .050) and with the resulting lower dynamic compression, you can run 12:1 on pump 91 to 94. With a loose converter and some rear gear, that motor can run 650HP all day long, and look the part doing it. The old idea of static compression ratio relating only to street octane, has to be revised by the camshaft designs. A late closing intake, bleeds off a substantial amount of cyld. pressure and drops the "actual" ratio the motor sees.
with 195cc runners? air speed would be ridiculous. not happening. its a street engine, 275 at .050 is nonsense. my 421 makes 860 hp @ 8300 rpm with 277, 296, 114 lsa, .820, .790, but the heads are 15 degree with a 280 cc runner and 2.2 valve.
Its a street engine you think they dont know that? Smedings been around a long time
400cu Air flow research Eliminator 227cc heads 12.5 CR ,,260/270 SR ,,, Super Victor pk hp 6800-7000 640hp 4500stall 4.3 rear gear
400cuin Afr Elim 195 heads ,,, 11 to1 CR ,,, 248/252 SR then around the 260SR
1st was a victor jnr /248/253 SR 550hp at 6100rp 2nd was with Super vic 260SR 575hp at 6300rpm Cyl head not big enough minimum cross section at push rod pinch
CYl head MCSA chevy
AFResearch 1.9mcsa 195 cc head
AFR 2.180 mcsa 220 cc head
AFR 2.34 mcsa 227 cc head
Similar is Ford 408 performs with a 240 H/R goes to 6400rpm 200cc 2.165 mcsa
Port size should never be decider mcsa is more important
I don't know but I'd like to see a dual hat blow through vs a single plane
Nice in a 18 ft ski boat 🚤
Where did u come up with a 3.8 stroke? Most would be 3.75 wouldn't that make for alot of odd rod lengths and pistons
Our cranks and pistons are custom made to be 3.800” stroke.
@@JacobVillemain on a stock rod?
@@aphil4581 no, we have our own custom 5.700” I Beam rod
@@JacobVillemainWhy not go with a 6” rod?
Take out the pink pump cam to get a better throttle response…
I really like the 406 just wanted a price and love the show
👍🏻👍🏻
You never use straight leg booster carbs on a tunnel ram ! Use down leg or annular boosters that are more sensitive to low vacuum !
Im running a tunnel ram on my junk and linkage is 1:1 .
565hp
Too wide a lobe separation for best torque. 108 would have been a plenty. Yes probably little more street worthy and easier to tune for the average street guy with that 110 LC.
Could have used better carbs than those low end dp
548.7hp
THey can easily make more, this is a street engine you an drive every day.
557 hp 538 tq
need more cam, that engine should make 600+ w the right heads
550
250hp
406 10:5 C.R. tunnel ram street hydraulic roller 698 hp 676 tq. on dyno. AFR 220 Scorpion RR's Msd's Crank Trigger.
What cam you use
at what rpm? and 676 torque with 10.5 : 1 on a 406. no fn way.
Find that real hard to believe.
@@ssjay539david vizard 406 grind
@@gordocarbotake it up with David vizard.. lots do not believe, but the dyno is proof.
Massive fail I'm seeing from many youtubers filming their dyno runs. Stop showing the engine during the run!!! There's no moving parts to see. Show the control desk instead. Much more of interest going on there.
Nice commercials
You don't get subscribers with a tunnel ram and hydraulic cam. Put a solid cam in with that tunnel ram and go over 8000 rpm...that's how you get subscribers
I say 50 more hp
3
Chevrolet, not 'chevy'.
“Chevy” works just fine, boomer lol
lol
@@edmundnlemadim8480 Ignorant slobs say chevy, "boomer" or otherwise.
You probably also complain about motor vs engine