Once you have a hot flat head… 1. Lighten the flywheel Then consider… 2. Cam 3. Bigger valves and porting Then in prep for an Overhead Valve… 4. Oiling 5. Balanced crank 6. Insert bearings Then you have a bottom end that can make the most of an OHV or high compression flat head. Matt is laying out the progression of the hot banger and it’s really a fabulous service to the pre-war hooligans out here. Keep it up, friend!
A lightened flywheel and V8 pressure plate at 39 pounds a big help with instant shifting into first like a synchronized transmission. Before had to wait to avoid grinding.
Regarding expense, Model A/B are small potatoes compare to my favorite engines....the FE's...332/428's. FE stands for Freaking Expensive.... especially the 427's. I've been collecting parts for the 1929 Tudor I inherited from my dad, so after I rescue a couple DeSoto hemis I'll start on the A ...
If you were going to race on the beach like the TROG race, would you want to keep the heavy flywheel because of the inertia you spoke about or would you just go lighter for the speed?
So much to go so slow... good one. Most things guys do we figure half the fun is getting there, with old cars 3/4 of the fun is getting there and once there still look for reasons to fiddle with it. And most of us are old enough to not give a damn what it costs, we earned it. Matt, is there a babbitt capable shop in the Seattle area?
Love your Banger series, truly excellent! My question is - is it worth doing all that to a 4 banger or just put the money into a flathead V8. I'm talking from considering OHV's because in the end the V8 with mods will be faster if you are racing and worth more, which equals more desirability, which equals sell ability which transform into another new project after you sell it. Would you do it for yourself?
@WaxedSurf that's a really good question that I get asked some what frequently. And I'll try and answer it as best I can. I think it comes down to a lot of factors. But I think ultimately, FOR MOST PEOPLE, a flathead v8 is a better choice, in the same way that a SBC is a more reliable choice over a flathead v8. If that makes sense? There are enough advancements in design technology to warrant a more modern direction depending on your mechanical capabilities and what you desire to do with it is. I tell a lot of people that bangers are a "tinkers engine". Meaning that they're for guys that like to tinker and improve and maintain things. They're old engines made using old technology and designs. They're kinda "the last of an era". While the v8 is more modern and in a few ways more reliable.(depending on year). That being said. In my opinion, Bangers are more responsive to modifications than a v8 is. You're gonna feel more seat of the pants difference with each modification to a banger. Which in some ways is more rewarding and fun. I think as far as ultimate performance per dollar spent you're better off with a flathead v8 over a banger. A v8 is your best money spent. You'll have a less failure prone engine, and something that will be a little more usable. You can make big power with a banger. They'll run with a v8. But then you have a bunch of mods needed to keep that banger alive. Their oiling system is a huge downfall. Ultimately the reality is they're both expensive to build. You should build what is fun for you. A V8, in theory, will be a better engine for most people. The one thing I do have to say is, my truck will run with most v8s, I don't see a lot of really high HP v8s being run on the streets, so my truck definitely holds its own. But its essentially a ticking time bomb. It will expire at some point if continuely run hard. The other thing to think about is cost of entry of v8 cars vs model As. V8 fords(32-40) are valuable cars. Model As are dirt cheap for an entry level old car and with a few modifications, you can have a banger "Hot rod" without the investment of say a 32 ford. If we're talking v8 in an A, that's obviously a good affordable way to a v8 ford. But it's definitely a lot of modifications to install in comparison to playing with a banger in a "stock" chassis. If you can't fab or have limited mechanical abilities. The model A is a good choice, but ultimately I think it has a lot to do with your budget vs. What you ultimately want. I was a lot younger when I built my truck. It fit my budget at the time...which is kinda a whole other story of how I got into bangers. Anyways. Hope that answers your questions. Right now, I'm building the ohv roadster and just started a v8 roadster. So my final opinion is you need BOTH. 😆
@@Seattle_Speed_Shop I get what you are saying. I just got into these cars about 10 years ago when I stumbled on to the inaugural TROG Race in Asbury Park NJ. I've been hooked ever since and I am now buying my first car a 1930 model A roadster (Sort of - I think it was a coupe with the canvas top and back that they took off because the title says sport coupe) but I am excited, and I am using you as my guide for the build. I found you channel about 1 1/2 years ago and have been hooked ever since. So, thank you in advance because you are a HUGE help to me, and I am sure many others. When are you going to start selling Seattle Speed shop T's? And do you have any intentions of coming out East to a TROG race - great to meet you!
Great stuff in your videos Matt.. Im part way into my performance upgrade and I'm running a Mallory YL distributer.. Im looking for replacement points and condenser do you have a source for these? I tried a Pertronix system that I managed to fry so Im trying to return to the dual point. Also, you have commented on the 97s and 81s, but do you ever use the 94s? I have them on a dual setup on the shelf not on the car yet.
I don't mess with the 94s much. But gonna try them out soon. Past time I bought Mallory stuff was straight from them and they still had them. Hopefully they haven't been discontinued
Great to see someone showing what’s possible with bangers - everyone has a v8 , boring! Be different people
Thanks!
Thanks Matt , this series , and all the others, are VERY informative . I'm hooked on your channel .
Glad you like them! Thanks for watching!
Heaving Grievers! What a hobby!
It gets dangerous quickly!
Once you have a hot flat head…
1. Lighten the flywheel
Then consider…
2. Cam
3. Bigger valves and porting
Then in prep for an Overhead Valve…
4. Oiling
5. Balanced crank
6. Insert bearings
Then you have a bottom end that can make the most of an OHV or high compression flat head.
Matt is laying out the progression of the hot banger and it’s really a fabulous service to the pre-war hooligans out here. Keep it up, friend!
Thanks pal!
Keep them coming..... Lovin' it...
We got plenty coming!
Thanks Matt,keep it coming!!
Thanks for watching!
A lightened flywheel and V8 pressure plate at 39 pounds a big help with instant shifting into first like a synchronized transmission. Before had to wait to avoid grinding.
Cool video
Excellent channel.
Good stuff Matt.
Thanks for watching!
Great video again Matt, glad I watched it alone - my missus thinks my 4BANGER was cheaper than having a V8 !!
Your secret is safe with us!
"tryin to get you up to speed..." I spent a fair sum to go slow, but get there quickly, glad I bailed out before the ohv conversion bit me!
Yeah. It gets bad quickly!
Awesome videos
Glad you like them!
Maybe you could add some footage of how different motors sound stock vs cam and overhead that would be cool. Really informative stuff
That's a good idea. I might give that a go.
I think you need to come up with a t shirt with your slogan “ it’s more fun to drive a slow car fast, than it is to drive a fast car slow “…
Working in it!
Agreed!!
Regarding expense, Model A/B
are small potatoes compare to my favorite engines....the FE's...332/428's.
FE stands for
Freaking Expensive.... especially the 427's.
I've been collecting parts for the 1929 Tudor I inherited from my dad, so after I rescue a couple DeSoto hemis I'll start on the A ...
Ive built a few 390s. Definitely not cheap. But no comparison to 427s...you're right. FREAKING EXPENSIVE!
If you were going to race on the beach like the TROG race, would you want to keep the heavy flywheel because of the inertia you spoke about or would you just go lighter for the speed?
So much to go so slow... good one. Most things guys do we figure half the fun is getting there, with old cars 3/4 of the fun is getting there and once there still look for reasons to fiddle with it. And most of us are old enough to not give a damn what it costs, we earned it. Matt, is there a babbitt capable shop in the Seattle area?
To true! And you can't take it with you! I don't know of anyone in the Seattle area doing babbit, but I know there is a guy in Spokane that is
Your videos are great. I feel curious about your opinion about Burtz blocks for the model A. Do you think they're suitable for hot rodding? Thank you
If I had the spare cash, I'd build one in a heartbeat. I think they're a great addition to the hobby.
@@Seattle_Speed_Shop very interesting. Thank you very much
What is the gear ratio in your pickup? 4:11? Seems like no matter what you do to the engine you have to address the rear end gearing as well
Yes. 4:11. That's why it has such tall rear tires. To get the RPM down a bit.
Love your Banger series, truly excellent! My question is - is it worth doing all that to a 4 banger or just put the money into a flathead V8. I'm talking from considering OHV's because in the end the V8 with mods will be faster if you are racing and worth more, which equals more desirability, which equals sell ability which transform into another new project after you sell it. Would you do it for yourself?
@WaxedSurf that's a really good question that I get asked some what frequently. And I'll try and answer it as best I can. I think it comes down to a lot of factors. But I think ultimately, FOR MOST PEOPLE, a flathead v8 is a better choice, in the same way that a SBC is a more reliable choice over a flathead v8. If that makes sense? There are enough advancements in design technology to warrant a more modern direction depending on your mechanical capabilities and what you desire to do with it is. I tell a lot of people that bangers are a "tinkers engine". Meaning that they're for guys that like to tinker and improve and maintain things. They're old engines made using old technology and designs. They're kinda "the last of an era". While the v8 is more modern and in a few ways more reliable.(depending on year). That being said. In my opinion, Bangers are more responsive to modifications than a v8 is. You're gonna feel more seat of the pants difference with each modification to a banger. Which in some ways is more rewarding and fun. I think as far as ultimate performance per dollar spent you're better off with a flathead v8 over a banger. A v8 is your best money spent. You'll have a less failure prone engine, and something that will be a little more usable. You can make big power with a banger. They'll run with a v8. But then you have a bunch of mods needed to keep that banger alive. Their oiling system is a huge downfall. Ultimately the reality is they're both expensive to build. You should build what is fun for you. A V8, in theory, will be a better engine for most people. The one thing I do have to say is, my truck will run with most v8s, I don't see a lot of really high HP v8s being run on the streets, so my truck definitely holds its own. But its essentially a ticking time bomb. It will expire at some point if continuely run hard. The other thing to think about is cost of entry of v8 cars vs model As. V8 fords(32-40) are valuable cars. Model As are dirt cheap for an entry level old car and with a few modifications, you can have a banger "Hot rod" without the investment of say a 32 ford. If we're talking v8 in an A, that's obviously a good affordable way to a v8 ford. But it's definitely a lot of modifications to install in comparison to playing with a banger in a "stock" chassis. If you can't fab or have limited mechanical abilities. The model A is a good choice, but ultimately I think it has a lot to do with your budget vs. What you ultimately want. I was a lot younger when I built my truck. It fit my budget at the time...which is kinda a whole other story of how I got into bangers. Anyways. Hope that answers your questions. Right now, I'm building the ohv roadster and just started a v8 roadster. So my final opinion is you need BOTH. 😆
@@Seattle_Speed_Shop I get what you are saying. I just got into these cars about 10 years ago when I stumbled on to the inaugural TROG Race in Asbury Park NJ. I've been hooked ever since and I am now buying my first car a 1930 model A roadster (Sort of - I think it was a coupe with the canvas top and back that they took off because the title says sport coupe) but I am excited, and I am using you as my guide for the build. I found you channel about 1 1/2 years ago and have been hooked ever since. So, thank you in advance because you are a HUGE help to me, and I am sure many others. When are you going to start selling Seattle Speed shop T's? And do you have any intentions of coming out East to a TROG race - great to meet you!
Great stuff in your videos Matt.. Im part way into my performance upgrade and I'm running a Mallory YL distributer.. Im looking for replacement points and condenser do you have a source for these? I tried a Pertronix system that I managed to fry so Im trying to return to the dual point. Also, you have commented on the 97s and 81s, but do you ever use the 94s? I have them on a dual setup on the shelf not on the car yet.
I don't mess with the 94s much. But gonna try them out soon. Past time I bought Mallory stuff was straight from them and they still had them. Hopefully they haven't been discontinued