Oh wait!!! Val makes an appearance behind you!! 22:55. lol. Special Delivery!! She had that smirk on her face like.” You engine nerd.” Lmao.. love it..😂
Hurts all the way around , That wasn't anyone's fault , The fact it happened on the Dyno saved the Customer alot of headaches , the end game , Everyone is on the same page and everyone is happy ! Thanks For Sharing !
Steve, i just have to say that you are a great guy! Even with all the hate on the internet, you just put it to the side and show the scientific proof of why or how things happen. Please keep being yourself and posting the knowledgeable content that you post! Thank you!
Chrysler tech here, this is a such a common problem , even with factory stock Hemi engines. Usually wipes the cam out too, nice that it didn't damage that one too badly.
Not just Hemis, seems to be *all* current production pushrod engines. The Godzilla came out with a good bit of hype, then get some bad press because of lifter problems - and Ford just used already in production LS/LT lifters in that engine(same part number, same supplier, straight up LS/LT lifters). And the LTs go without saying too, I've heard that LTs get pulled from GM pickups more than any other engine option, and it's because of lifters. It's pretty wild how this has become such an issue for OEM lifters in this past decade, decade and a half or so. Unfortunate too when pushrod engines are as good as they've ever been.
Another solid video! You guys are experts at explaining what's going on and putting everything in Layman's terms. One of the things I enjoy the most is the slight smile you guys have while breaking it down for the 2nd or 3rd time. Although you're always going to have those hating and giving their two cents in the comments, I've always seen more people speaking out and supporting you guys, myself included.👍🏼💯🇬🇺
I Love how Steve goes after the keyboard warriors, and puts them in their place!!! He hasn't gotten to where he is now by sheer luck. He has seen a few things and done a few things over the years.
Thank you Steve for always being so informative! You’re a great teacher/mentor and look forward to watching your content every chance I get. Thank you and your son for everything you guys do it’s truly helpful and inspiring to the community!
Hemi eating a lifter???? There's a shocker. ;) They are so horizontal that they don't get the drip lube like most engine designs do. Very nice of you to help take care of it.
Steve. You are the best. Good businessmen know when to step up. It’s hard to be a good guy and a businessman. You make it happen! Owned My shop over 48 years. I know. In the end. It’s Daniel that is made whole by steve Morris. Not johnson or who sold the lifters. Win - win. Good job.
You just gotta love that damn hemi valvetrain 😂.... idk how the mopar guys even sleep at night those brand new 7-800$ lifters lasted what? 15-20 min combined run time since being put together with brand new everything????
I really enjoy all these videos. I've learned so much more than I need to know. Keep them coming. I would like to see an update on how your new blocks and heads are coming out.
As always nothing but good stuff to say about you and Kyle also saw Val doing physical labor STEVE" hehe just busting you poor woman is a go getter you is a lucky man I hope things start to get easier on you, definitely love what you do please keep at it ty. God bless you and the Family.
Love all your videos. But nothing drives me crazier than when I hear very smart people (Steve Morris) add the th sound to end of height. Keep up the great work Steve.
It's really nice you're in the position that you can help people a little extra and go the extra mile for people, because yes most engine dyno people wouldn't change things out and retest the entire setup
Steve, I got to say you run a fantastic shop. Very high quality work. Amazing amount of knowledge you have in figuring these things out. Kyle, I'm being just a Young Buck that kids smart. He's going to go far. You've taught him well. You should be proud. What a good kid. That being said, really really enjoy your videos. Information is incredible. Thank you for your hard work and time. I'm sure it's a pain to have to film all this, but great job.
You guys are awesome and it is refreshing to see the detail behind the build process. Definitely worth the $’s people pay for your engines and components. Dealing with other components you didn’t use and troubleshooting customer issues is above and beyond! Nice work gentlemen
Well that lifter's wheel getting wiped out certainly took us back to the many documented complaints about the G3 Hemi's oiling design starving the lifters, resulting in wiping out camshafts. To see it happen that quick was eye-opening and just like the OEM lifters, they never took out every lobe or every lifter at once. It was always random--1--2--maybe 3.
Must say good to see beautiful lady in the background keeping the wheels turning. Looking forward to seeing you'all out in the new car doing the family thing going really fast.
The intake interior footage was really cool! Maybe we could see one of those being machined out one day. Thanks, Steve, for letting us see what some consider "Top Secret". Which you do a lot. Looking forward to the next video!
Sure would like to see you take one of your top valve trains and let Ben Strader at EFI-University through it on the Spintron and have a candid chat about the data/analytics/performance across the RPM range. You both are clearly subject matter experts.
Thanks for letting us see the good and the bad, it helps with the learning. Oh, and Kyle's head-bonk too, we need comedy relief more than valve relief...
Always love the full transparency of your builds and videos Steve! Very informative and just goes to show your build quality and honesty! Keep up the great content!
Thanks for the info and diagnostics. After yrs of transmission engineering and testing I would suggest that the thrust would be the converter not the transmission. Front support limits thrust from internals.
Had a customer with an old Toyota that was spewin oil out the front cover when he held the clutch in . The thrust bearing was long gone and the crank was grinding quietly into the block . It only leaked oil when the crank moved far enough to clear the front shaft sealing surface , a good quarter inch or more ! So don't sit with the clutch pedal down at a light or whenever you can just use neutral . A Stiff Clutch means Big Thrust Bearing Loads and Wear !
21:22 Interesting that you caught probably one of there most notorious design flaws with the engine. Other channels, like Uncle Tony’s Garage, have made videos suggesting that there is insufficient oil flow at the rollers. It’s still anecdotal but this was the best evidence I’ve seen that supports those claims. Thank you for informing my future build.
Oh look a hemi ate another lifter. Hemi motors doing hemi things. You're a great man Steve, if I was your customer I'd ask you to bill me for your time and go after the company that sold me the crap lifters.
An engine dyno session is literally the cheapest insurance that money can buy! Any and all “race engines” must be dynoed imo… Problem pops up, so easy to diagnose and fix. Makes the builder and customer less aggravated than completely blowing it up and oiling down the track lol.
Another good indication of how well your manifold works compared to the original is if the ecu had to add more fuel to maintain the same afr as the previous run. Aka airflow has increased.
typical gen 3 hemi lifter issue, see it all the time in the Ram truck facebook pages, the bearings in the lifter go out and cause the wheel to seize and then it wears a nice groove into the cam shaft. glad ya'll caught it early
Just as well you found the lifter problem before it's being ripped down the strip 😂 should make a great Engine, thanks for sharing, all the best to yous and your loved ones
Steve / Kyle ,you were discussing whether or not the fuel discharge from the injector would hit the other side runner wall. Most of our time doing this type of work , one would think that any fluid , fuel , would be swept into the air stream along with such high speed air , and one would expect it to end up into the combustion chamber , where it supposed to go , and not be able to pierce through the air charge. In 2004 while doing and sorting a turbocharger conversion on a Holden 304 ci V8.T400 a simple system , stock engine and EFI with a piggy back. To4 , 500HP i/cooler .Were very happy with the outcome, good boost response very torquey, but had a little ping , the piggy back could not manage the ign curve ( GM sys using 0 to .5 V range ),were already on the best pump fuel . " A little water injection will work "!. After some setup time threaded the throttle body for a jet 90 lbs of water pressure .0015 in nozzle, and away we go . But alas while testing the engine kept stalling when came off boost to idle, then would recover again, a bit of a dilemma trying to sort that one out, though finally figured it. That era GM EFI throttle body has a throttle blade air bypass controlled by a waxstat valve to maintain idle speed for cold and hot running. ( the w inj JET was positioned exactly 180 deg across 2.75 ins away ) What was happening was while under boost w.o.t the water injector was filling up the air bypass port which was , in essence, a cavity around the casting. But one would think that , why would the water build up in the cavity and not be drawn out ? the only time it was being drawn out is when the throttle returned to closed, then it could flow air so it could idle causing a wet plug missfire momentarily. I suppose that is some of the odd things that happen when we don't have a full understanding of the properties of air at varying speeds and densities and thermodynamics. Can i ask you a question Kyle and Steve ? I only just thought of this . OK, as liquid is drawn into the airflow What happens to the speed of the liquid ( be it fuel or water or other ) Does it travel at the same speed as the air ? fairly instantly Does it take time to build up to the same speed ? Does it never reach the air speed ? Does it instantly starts losing speed and becomes slower the further it travels ? ( while the air keeps the same pace or increases ) So then does that " say BLOCK of fuel " become a restriction to the next Block of fuel flowing in the system culminating in an increasing mixture strength as the air flows through the system, @ the same fuel weight delivery. Just a Thought Thanks , Garry Maher.
I would say that's a hemi thing ..with stock hemi I have replaced 3 to 4 set of bad lifters in hemis all because how the roller on the lifter gets oil ..there is a oil gallery blocking the oil being thrown from rods. Only fix would be a direct axle feed with oil ..love the videos.
Depends on what your building that cast manifold would look awesome on a drag boat withe the turbos mounted up high or some typ of hot rod with the engine in the open
Hey would it be beneficial to create a valve spring system over the lifters on an engine to help keep them on a cam and speed up the closing or help control lifters down the road.
One of my new short travel lifters had a frozen roller right out of the box. I might not normally check each one but glad i spotted that one. This is great work, but frightening to know how good you are and how good and expensive the parts are yet still have failures…😮
that's what I was thinking, bad/tight from new, unless there's a lack of oiling in that one lifter or bore. I'd assume they have some sort of oiling being a performance lifter.
Made some adapters for my 2150s that protruded about half inch into the runner. Main reason i did it was to keep the black goo from e85 away from the outlet of the injector. Seems to work ok.
Good job Steve! It's sad to see how the quality control in a large percentage of aftermarket automotive parts suppliers has all but evaporate over the last decade or so. That said, it's also cool to hear of a select few suppliers that are capable of properly managing quality standards. Any correlation of quality between those owned by private equity firms vs those privately owned by the actual founders/owners?
@paulwest4755 I agree it was changed as a trouble shooting exercise, that doesn't change the fact that 1 plug made the same numbers as 2 plugs did, that being said there is no reason to believe that 2 plugs would be any better or worse than 1 plug with the changed cam. Looks like we will never know though now
whit two plug you have more control over the flame front. in theory it should make for more complete and controld burn. and perhaps less timing for the same power 🤔
Daniel is def getting sorted engine. The amount of work he's put into this is $$$$$. Never do shit yourself esp engines then send out for sorting just pissing money away. just get it built at Steve Morris. That intake is sexy.
Time 1800 Leakage. Airflow / pressure rise during a leak down test is slower than with a cranking compression test. The higher air flow /faster pressure rise during cranking leads to what is called " Choked Flow " due to the air going supersonic through the leak. Think of the air making it's own clog to fill the leak. High pressure ( like 2,000 and up ) don't have piston rings, just fine grooves where piston rings would normally be, this creates choked flow.
Interesting part is with the high-rise manifold you think there would be a lot better atomization of fuel and there is not so you just gain anything by running a high-rise over Steve's billet intake. I also found that the new FIC injectors that we had the longer tip to run in for it down in the pork closer to the floor of the intake didn't increase the power like direct injection does. Thanks Steve again great video as always.
@@JW-hm6ouhow would the fuel be better atomized when the injectors are down by the intake ports on the heads? If they were up higher towards the top of the manifold then yeah better atomization. I may be wrong so please forgive me if I am but also explain how I am wrong. Thanks
@@JW-hm6oubias confirmation, tests, tests , test, tune, tune, tune, until the SM brats the original intake. But it never did. Certainly not enough to spend on billet. There are sick high rises in billet too.
the intake runner that was longer with more taper, had the same effective flow impedance as the short runner with less taper. Did the new aluminum block add direct lifter oiling ? if not, last will cause oiling issue with the lifters. They don't get enough oil down through the pushrod and the splash lube is sparse up that high. I hate that design, DARTs new block with direct lifter oiling.
Firing up a stroker "B" Chrysler this afternoon, MSD ready to run distributor that was functioning in the car when it was pulled, it won't fire. Hook up a spark tester to the coil, very weak intermittent spark. I have another MSD distributor loose, so I plug in the harness and spin it with my fingers, good solid spark. Pull the MSD out of the engine and spin it, weak spark. Shit happens, and we have to deal with it.
How's that squeak go again? LOL. Been learning bits here and there from your videos- the crazier the problem, the more interested I am. I don't need another "how to build your first Small Block Chevy" video. I'm way past that sort of stuff. My diagnosis: That lifter was already starting to get stressed out because the old cam was CLEARLY losing valve control in the upper RPMs for a BUNCH of pulls. That's hard on valvetrain. That lifter just happened to be the weakest one or got a little less splash oiling than the rest and it checked out first. I tend to disagree all that roller damage happened only on the last pull. My gut tells me that roller had issues for at least the last handful of pulls. Power was way down across the board for just pulling out 1.5* of timing. I could see both you and your son having the same reaction I did: "Wait, that shouldn't have happened. That's too much loss."
Damn, that's probably the best video thumb nail I have ever seen! BTW, How much are those green hoodies? I need me one of those and the Steve Morris billet intake! 😁👍
Oh wait!!! Val makes an appearance behind you!! 22:55. lol. Special Delivery!! She had that smirk on her face like.” You engine nerd.” Lmao.. love it..😂
I went back and watched it. Oh wow, you’re you are funny.
Hurts all the way around , That wasn't anyone's fault , The fact it happened on the Dyno saved the Customer alot of headaches , the end game , Everyone is on the same page and everyone is happy ! Thanks For Sharing !
Steve, i just have to say that you are a great guy! Even with all the hate on the internet, you just put it to the side and show the scientific proof of why or how things happen. Please keep being yourself and posting the knowledgeable content that you post! Thank you!
Dewey needs a blog: The Chronicles and Musings of Dewey. Instant winner. Great job Steve and Kyle.
The Dewey cam livestream!
This channel is educational, not entertaining!!!
For gear heads!!!
Please try and keep up!!!
Your ignorance is astounding!!!!
@@metalted6128 Dog hater found...
Shop dogs are cool 😎
@@metalted6128
You can't be a gear head if you hate dogs...
Chrysler tech here, this is a such a common problem , even with factory stock Hemi engines. Usually wipes the cam out too, nice that it didn't damage that one too badly.
Not just Hemis, seems to be *all* current production pushrod engines. The Godzilla came out with a good bit of hype, then get some bad press because of lifter problems - and Ford just used already in production LS/LT lifters in that engine(same part number, same supplier, straight up LS/LT lifters). And the LTs go without saying too, I've heard that LTs get pulled from GM pickups more than any other engine option, and it's because of lifters.
It's pretty wild how this has become such an issue for OEM lifters in this past decade, decade and a half or so. Unfortunate too when pushrod engines are as good as they've ever been.
Definitely don’t need to hear from
A Dodge/chrysler guy, haha
Happened often that they got backed up on cams and lifters.
Another solid video! You guys are experts at explaining what's going on and putting everything in Layman's terms. One of the things I enjoy the most is the slight smile you guys have while breaking it down for the 2nd or 3rd time. Although you're always going to have those hating and giving their two cents in the comments, I've always seen more people speaking out and supporting you guys, myself included.👍🏼💯🇬🇺
I Love how Steve goes after the keyboard warriors, and puts them in their place!!! He hasn't gotten to where he is now by sheer luck. He has seen a few things and done a few things over the years.
SM manifold is a thing of beauty 😍
That whole kyle hitting his head has to be a top 10 clip, it was Steve’s reaction that made it 🤣
A sincere thank you for all the tips and tricks and awesome support for your customers.
Regardless if your intake makes more power or not, it’s a way cooler looking piece of art!
Steve rubbing on that Intake
Quit literally like it’s a house pet. My man loves it!
Thank you Steve for always being so informative! You’re a great teacher/mentor and look forward to watching your content every chance I get. Thank you and your son for everything you guys do it’s truly helpful and inspiring to the community!
Thanks guys for all the info ! I look forward to meeting and watching yall race one day !
20:51 😂😂😂😂you could hear the CLINK when Kyle hit his head on that hook 😂😂😂
Hemi eating a lifter???? There's a shocker. ;) They are so horizontal that they don't get the drip lube like most engine designs do. Very nice of you to help take care of it.
Steve. You are the best. Good businessmen know when to step up. It’s hard to be a good guy and a businessman. You make it happen!
Owned
My shop over 48 years. I know.
In the end. It’s Daniel that is made whole by steve Morris. Not johnson or who sold the lifters.
Win - win. Good job.
You just gotta love that damn hemi valvetrain 😂.... idk how the mopar guys even sleep at night those brand new 7-800$ lifters lasted what? 15-20 min combined run time since being put together with brand new everything????
I really enjoy all these videos. I've learned so much more than I need to know. Keep them coming. I would like to see an update on how your new blocks and heads are coming out.
As always nothing but good stuff to say about you and Kyle also saw Val doing physical labor STEVE" hehe just busting you poor woman is a go getter you is a lucky man I hope things start to get easier on you, definitely love what you do please keep at it ty. God bless you and the Family.
this video illustrates the advantage of dyno testing even though it costs it saves in the long run Keep em coming Steve !
Love seeing what goes into these builds good and bad because I find with increased performance my experience isn’t always so simple either.
Thanks for the super detailed videos! Really helps me learn more!
Love all your videos. But nothing drives me crazier than when I hear very smart people (Steve Morris) add the th sound to end of height. Keep up the great work Steve.
It's really nice you're in the position that you can help people a little extra and go the extra mile for people, because yes most engine dyno people wouldn't change things out and retest the entire setup
I’m constantly blown away by the amount of knowledge you share here.
Steve, I got to say you run a fantastic shop. Very high quality work. Amazing amount of knowledge you have in figuring these things out. Kyle, I'm being just a Young Buck that kids smart. He's going to go far. You've taught him well. You should be proud. What a good kid. That being said, really really enjoy your videos. Information is incredible. Thank you for your hard work and time. I'm sure it's a pain to have to film all this, but great job.
You guys are awesome and it is refreshing to see the detail behind the build process. Definitely worth the $’s people pay for your engines and components. Dealing with other components you didn’t use and troubleshooting customer issues is above and beyond! Nice work gentlemen
Well that lifter's wheel getting wiped out certainly took us back to the many documented complaints about the G3 Hemi's oiling design starving the lifters, resulting in wiping out camshafts. To see it happen that quick was eye-opening and just like the OEM lifters, they never took out every lobe or every lifter at once. It was always random--1--2--maybe 3.
Huh?
Lifter rollers do not have oil feed. Splash lubricated except for some fancy aftermarket lifters
@@autodocto911 😑
Must say good to see beautiful lady in the background keeping the wheels turning. Looking forward to seeing you'all out in the new car doing the family thing going really fast.
The intake interior footage was really cool! Maybe we could see one of those being machined out one day. Thanks, Steve, for letting us see what some consider "Top Secret". Which you do a lot. Looking forward to the next video!
Sure would like to see you take one of your top valve trains and let Ben Strader at EFI-University through it on the Spintron and have a candid chat about the data/analytics/performance across the RPM range. You both are clearly subject matter experts.
I appreciate your videos and all the work that goes into your engines..and testing amazing 🇺🇸😎
15:55 that's the sign of a good shop 👍
Steve, Kyle, and Dewey, y'all rock! Love the channel and content. Peace 🤘 🍻 💨
Better add in the boss Val😊
You're awesome! Humility that matches your success is impressive.
Thanks for letting us see the good and the bad, it helps with the learning. Oh, and Kyle's head-bonk too, we need comedy relief more than valve relief...
These videos are always a pleasure to watch and very informative too.👍
Always love the full transparency of your builds and videos Steve! Very informative and just goes to show your build quality and honesty! Keep up the great content!
I like these simple videos, just steve talking, engine roaring, and good footage
Thanks for the info and diagnostics. After yrs of transmission engineering and testing I would suggest that the thrust would be the converter not the transmission. Front support limits thrust from internals.
Had a customer with an old Toyota that was spewin oil out the front cover when he held the clutch in . The thrust bearing was long gone and the crank was grinding quietly into the block . It only leaked oil when the crank moved far enough to clear the front shaft sealing surface , a good quarter inch or more ! So don't sit with the clutch pedal down at a light or whenever you can just use neutral . A Stiff Clutch means Big Thrust Bearing Loads and Wear !
I still want to know about that poster on the right side of window.
Best channel on TH-cam love you people keep on doing you and thanks ❤
Steve love you man your quite a character Cheers to you
We see you Val! 👋Every Morris family video has another Morris family member photobomb. 😅
Thank you for sharing all the stuff you have to figure out.
Ol' Steve yakkin' in front of the camera while poor Val is lugging boxes she can barely handle.
😂
Shut up cuck
Yeah, but you just know that Camaro is gonna be quicker than the wagon.....
i thought see was looking for a 10mm socket....
❤Dewey❤ is a tough shop manager 😊
21:22 Interesting that you caught probably one of there most notorious design flaws with the engine. Other channels, like Uncle Tony’s Garage, have made videos suggesting that there is insufficient oil flow at the rollers. It’s still anecdotal but this was the best evidence I’ve seen that supports those claims. Thank you for informing my future build.
Val, that box sure looked heavy! 😮
Oh look a hemi ate another lifter. Hemi motors doing hemi things.
You're a great man Steve, if I was your customer I'd ask you to bill me for your time and go after the company that sold me the crap lifters.
Thanks!
This is really awesome! You should be proud of your work!
Once again there’s an issue that knocks your time into chaos.
You always put in and sort shit out.
Well done SME
An engine dyno session is literally the cheapest insurance that money can buy! Any and all “race engines” must be dynoed imo…
Problem pops up, so easy to diagnose and fix. Makes the builder and customer less aggravated than completely blowing it up and oiling down the track lol.
Richard Holdener's Kegaladon is the greatest intake ever! True plunum volume action. The Holey Sky Ram is a close second!!
I wish I could afford one for my project. Love even how they look. I learned a lot from Steve so his name on my engine would be nice too.
Always enjoy learning from these videos, thank you!
12:40 you can see a little puff of smoke come out the same side as the lifter problem either on this pull or the one before.
Good save on the G3 ! Love the HEMI vids
Another good indication of how well your manifold works compared to the original is if the ecu had to add more fuel to maintain the same afr as the previous run. Aka airflow has increased.
Experience doesn’t doesn’t come cheep and your honesty is commendable.
I am liking this series. Must admit the inlet manifold it came with looked wild.
Love your billet intake. Almost to nice to use, could very easily be a show piece.
typical gen 3 hemi lifter issue, see it all the time in the Ram truck facebook pages, the bearings in the lifter go out and cause the wheel to seize and then it wears a nice groove into the cam shaft. glad ya'll caught it early
Just as well you found the lifter problem before it's being ripped down the strip 😂 should make a great Engine, thanks for sharing, all the best to yous and your loved ones
Steve / Kyle ,you were discussing whether or not the fuel discharge from the injector would hit the other side runner wall. Most of our time doing this type of work , one would think that any fluid , fuel , would be swept into the air stream along with such high speed air , and one would expect it to end up into the combustion chamber , where it supposed to go , and not be able to pierce through the air charge. In 2004 while doing and sorting a turbocharger conversion on a Holden 304 ci V8.T400 a simple system , stock engine and EFI with a piggy back. To4 , 500HP i/cooler .Were very happy with the outcome, good boost response very torquey, but had a little ping , the piggy back could not manage the ign curve ( GM sys using 0 to .5 V range ),were already on the best pump fuel . " A little water injection will work "!. After some setup time threaded the throttle body for a jet 90 lbs of water pressure .0015 in nozzle, and away we go . But alas while testing the engine kept stalling when came off boost to idle, then would recover again, a bit of a dilemma trying to sort that one out, though finally figured it. That era GM EFI throttle body has a throttle blade air bypass controlled by a waxstat valve to maintain idle speed for cold and hot running. ( the w inj JET was positioned exactly 180 deg across 2.75 ins away ) What was happening was while under boost w.o.t the water injector was filling up the air bypass port which was , in essence, a cavity around the casting. But one would think that , why would the water build up in the cavity and not be drawn out ? the only time it was being drawn out is when the throttle returned to closed, then it could flow air so it could idle causing a wet plug missfire momentarily. I suppose that is some of the odd things that happen when we don't have a full understanding of the properties of air at varying speeds and densities and thermodynamics.
Can i ask you a question Kyle and Steve ? I only just thought of this . OK, as liquid is drawn into the airflow
What happens to the speed of the liquid ( be it fuel or water or other )
Does it travel at the same speed as the air ? fairly instantly
Does it take time to build up to the same speed ?
Does it never reach the air speed ?
Does it instantly starts losing speed and becomes slower the further it travels ? ( while the air keeps the same pace or increases )
So then does that " say BLOCK of fuel " become a restriction to the next Block of fuel flowing in the system
culminating in an increasing mixture strength as the air flows through the system, @ the same fuel weight delivery.
Just a Thought Thanks , Garry Maher.
Tip in also a burnout term, the point in the burnout where you come down the entry lane to the box and you "tip in" to the large open area haha
I would say that's a hemi thing ..with stock hemi I have replaced 3 to 4 set of bad lifters in hemis all because how the roller on the lifter gets oil ..there is a oil gallery blocking the oil being thrown from rods. Only fix would be a direct axle feed with oil ..love the videos.
Great video thank you Steve and Kyle cheers from idaho.
hello Val. Glad you made it in a video!
Depends on what your building that cast manifold would look awesome on a drag boat withe the turbos mounted up high or some typ of hot rod with the engine in the open
Thank You Steve & Kyle
Truthful and honest , can't ask for more than that. Great video , thank you.
Hey would it be beneficial to create a valve spring system over the lifters on an engine to help keep them on a cam and speed up the closing or help control lifters down the road.
Thanks Steve. Apparently, the Hemi is your nemesis. Keep up the good work. We appreciate you!
Or is it hyd. Lifters?
Not much to say here except thanks for sharing!
There was a valve seat grind too, but great job with the cam guys :)
One of my new short travel lifters had a frozen roller right out of the box. I might not normally check each one but glad i spotted that one. This is great work, but frightening to know how good you are and how good and expensive the parts are yet still have failures…😮
that's what I was thinking, bad/tight from new, unless there's a lack of oiling in that one lifter or bore. I'd assume they have some sort of oiling being a performance lifter.
3:35
Daaaaaaaamg Steve. You’re not gonna let me live that down any time soon huh?🤣🤣🤣
😂
Love the Alex Trailer
Never watch a trapper in action, was a great series. Looking forward to your ice fishing content!
“Now they do” Kyle got mad 🤣
Made some adapters for my 2150s that protruded about half inch into the runner. Main reason i did it was to keep the black goo from e85 away from the outlet of the injector. Seems to work ok.
Manifold looks killer. Wish it had a chiller brick inside fir a killer chiller
Thanks for sharing your videos ‘ ❤
Good job Steve!
It's sad to see how the quality control in a large percentage of aftermarket automotive parts suppliers has all but evaporate over the last decade or so.
That said, it's also cool to hear of a select few suppliers that are capable of properly managing quality standards.
Any correlation of quality between those owned by private equity firms vs those privately owned by the actual founders/owners?
one thing that would be good is tha difference between one and two spark plugs. thas it changed the power , timing...
Pretty sure they ran it 2 plugs last video and changed to single plug chasing the power dip, made no difference if I remember right
@@deanbryan3034they did but not actually as testing it was more for trouble shooting.
@paulwest4755 I agree it was changed as a trouble shooting exercise, that doesn't change the fact that 1 plug made the same numbers as 2 plugs did, that being said there is no reason to believe that 2 plugs would be any better or worse than 1 plug with the changed cam. Looks like we will never know though now
whit two plug you have more control over the flame front. in theory it should make for more complete and controld burn. and perhaps less timing for the same power 🤔
Daniel is def getting sorted engine. The amount of work he's put into this is $$$$$. Never do shit yourself esp engines then send out for sorting just pissing money away. just get it built at Steve Morris. That intake is sexy.
Awesome work guys ❤
Time 1800 Leakage.
Airflow / pressure rise during a leak down test is slower than with a cranking compression test. The higher air flow /faster pressure rise during cranking leads to what is called " Choked Flow " due to the air going supersonic through the leak.
Think of the air making it's own clog to fill the leak. High pressure ( like 2,000 and up ) don't have piston rings, just fine grooves where piston rings would normally be, this creates choked flow.
My vote is the SMI. Steve Morris doesn’t put his name on anything that isn’t top of the line in looks and performance.
I say more into performance but he understands that the way it looks sells it ….what guy want to pop the hood and show something ugly
Yeah that things sexy.
Interesting part is with the high-rise manifold you think there would be a lot better atomization of fuel and there is not so you just gain anything by running a high-rise over Steve's billet intake. I also found that the new FIC injectors that we had the longer tip to run in for it down in the pork closer to the floor of the intake didn't increase the power like direct injection does. Thanks Steve again great video as always.
@@JW-hm6ouhow would the fuel be better atomized when the injectors are down by the intake ports on the heads? If they were up higher towards the top of the manifold then yeah better atomization. I may be wrong so please forgive me if I am but also explain how I am wrong. Thanks
@@JW-hm6oubias confirmation, tests, tests , test, tune, tune, tune, until the SM brats the original intake. But it never did. Certainly not enough to spend on billet. There are sick high rises in billet too.
i got something to say. i read dog pretty well, and at 12:30 dewey is saying, "hey man you know where the treats are, go get me one"!!!!
Oh , and I hear there's a lifter goin away on that hemi !
Treats please .
I saw what looked like a bad spot on that lobe at 21:58 If you pause it at that time there is a round spot on the lobe...
Steve Morris Engines - The Real Deal In Transparency - Thank You For Posting 👍🇬🇧.
Can someone explain why you would use a limited travel lifter instead of a solid lifter
the intake runner that was longer with more taper, had the same effective flow impedance as the short runner with less taper. Did the new aluminum block add direct lifter oiling ? if not, last will cause oiling issue with the lifters. They don't get enough oil down through the pushrod and the splash lube is sparse up that high. I hate that design, DARTs new block with direct lifter oiling.
Firing up a stroker "B" Chrysler this afternoon, MSD ready to run distributor that was functioning in the car when it was pulled, it won't fire. Hook up a spark tester to the coil, very weak intermittent spark. I have another MSD distributor loose, so I plug in the harness and spin it with my fingers, good solid spark. Pull the MSD out of the engine and spin it, weak spark. Shit happens, and we have to deal with it.
Great video as always ❤
How's that squeak go again? LOL. Been learning bits here and there from your videos- the crazier the problem, the more interested I am. I don't need another "how to build your first Small Block Chevy" video. I'm way past that sort of stuff. My diagnosis: That lifter was already starting to get stressed out because the old cam was CLEARLY losing valve control in the upper RPMs for a BUNCH of pulls. That's hard on valvetrain. That lifter just happened to be the weakest one or got a little less splash oiling than the rest and it checked out first. I tend to disagree all that roller damage happened only on the last pull. My gut tells me that roller had issues for at least the last handful of pulls. Power was way down across the board for just pulling out 1.5* of timing. I could see both you and your son having the same reaction I did: "Wait, that shouldn't have happened. That's too much loss."
Damn, that's probably the best video thumb nail I have ever seen! BTW, How much are those green hoodies? I need me one of those and the Steve Morris billet intake!
😁👍
Good ol hemi problems!!!! I’m curious about the solid rollers.