I was wondering the difference between SMX heads that are based on a DRCE BBC compared to the new BBC RSX that makes 1000 HP N/A. If it is possible, you could build a motor with a Brodix HIP block or the new BBR (3500 HP +) for the street.
Steve, you didn’t have to show the little flub up, but you did! I know people who don’t show the real world of shop life. You seem to be happiest, showing that you are indeed human and make errors and fix it before it ever sees the customer! Too much respect for me to quantify! Love you guys!
Not gonna lie, that 900+ HP NA is quite an achievement regardless if it's purpose built to run turbos. The look on Dewey's face with his ears pulled back had us rolling! Could you touch on the fundamental differences in camshafts - NA V. Turbo V. Blower (screw, pro charger, roots) in a future video? Not to touch on cam specs of course as that's a touchy subject but overall how they differ. Thanks again for putting out some great videos and enjoy the PRI Show. We'd love to do it but work precludes the trip as usual.
IMHO as well shown via Holdner there is no "turbo" cam that works better for turbos when it comes to power. The difference is you can make SHITLOADS of power via boost and don't need cams to accomplish this in the same regard, so for driveability and "idle" ability you can have wider LSA and a little less aggressive profiles that hurt power NA but since his engines can take massive boost and HP - when yuo want more power you just dial it in via boost.
@@HPRaceDevelopment Never heard of you. Can you put a numerical value to "SHITLOADS" as we're unfamiliar with that value and can't seem to locate it on any metric related to HP or torque.
Sure. We build some of the fastest NA motors you money buy per CC or CI. In the range of 240 hp per liter, and they hold together for a time period that would be unheard of in v8's or drag racing under abuse that far exceeds that of drag racing. Steves SMX here makes 88 HP per liter. It's quite low in comparison. Shitloads of power would be 5000-5500 under boost - about what steve says he makes. If steve put his effort to this motor for NA purposes - it would have to be completely redesigned with lighter parts, smaller rod and main bearing widths and diameters, optimized oiling that delivers the minimal amount of oil necessary to keeps parts alive NA, more compression, more aggressive lobes with more lift and duration, more overlap,more compression - and in reality far better cylinder heads that flow more per valve size. If he did so to the level of a unrestricted nascar engine, it would make 175ish HP per liter, or more than double what he makes now. That would be around a 2100 hp NA version of this engine. I'd say 5500 HP is a "SHITLOAD" in comparison - but I guess you dont understand any of that...and have to make digs at someone who probably could help steve with a thing or two... @@strykerentllc
@@HPRaceDevelopment Never heard of you. Exactly how many world records do your unheard of engines hold in any sanctioned class? TO be fair, Steve is doing just fine without your throwing shade his way and yet here you are. Lastly, your writing style indicates you're young as mature adults don't mimic pigeons - fly in, sh*t all over the place and then fly off. Etiquette eludes you, kid.
He’ll never tell you about the camshafts, he designs and makes them himself and he’s said before he’ll never tell anyone what the specs are because if he did then why would people come to him for his specialty. Hell tell you literally anything else all the way down to the bearing clearances but never the cam
The fact that you show the good with the bad is respectable! You didn’t have to show that at the end at all. But you did out of full disclosure. Keep up the great work.
I dont think there's any optimizing one. Nothing about it is designed to perform well NA. It's literally designed to be run boosted. Just like an engine designed to be run NA doesn't run well with boost. You'd have to change the cam, the heads, the compression ratio, damn near everything
I would have loved to have seen Steve’s face in real time when he pulled the header and noticed that an entire machining step was missed ..lol I bought a set AFR220’s and one of them came with a broken tap in a valve over hole but a SMX head is a whole nother level.
Thanks Steve love to see with your boy I am battling with alcoholism in my life his Grampa bought him a 85 corvette he is 14 iam going into treatment. You inspire me in so many ways I met you in Detroit and your wife I dream of helping him build a cool car I always had old school muscle cars 67 Cam 67 Chevelle conv 2 69 Chevelles ss thanks for sharing GODSPEED 😂
Steve and bud, as a mechanic, i appricate the engineering that you put into your work to make it serviceable. It goes unnoticed far too often for the "next big power gain" to any given engine but relibility goes out the window. A real racer knows longevity is the real game and you design your shit just for that. You are the best engine builder for the long haul and thank you for giving us a spec of your knowledge and helping us understand the true dynamics of what it takes to do what you guys do.
No joke about not running the same w/o boost. I put your cam/rotating assy into an aluminum Brodix block, set up for a ProCharger. Wanted to get it running while I was waiting for the head unit to come back from being serviced. That motor was so unbelievably lazy and sluggish, I swore I degreed the cam wrong, set the timing wrong, something….triple checked everything. Got the head unit back, installed it, and it revved to the moon. I wouldn’t have believed the difference between N/A and boost on the same motor if I didn’t experience it first hand.
You guys have the best “ Dad n Lad “ relationship ever, you play with 5 axis cnc’s, you machine solid billet aluminium, you build and race stupidly fast cars. Oh an you have the best dog ever, more Dewey content would be appreciated 🥰
I don’t know any other engine builders that own their mistakes and then shares it to the world! Quite admirable! Even the best make a mistake now and then!
That sucked 😮 glad yous caught it before it caused trouble, thanks for sharing, all the best to yous and your loved ones, and puppy dog I have a Red Nosed American Staffordshire their gorgeous,
Im liking the Dad Son thing yous have. I just became a Grand Dad for the first this year, and its so good to see Steve and Kyle putting up with each other so well still ! LOL . Yea na yous are cool. Cheers from New Zealand 🇳🇿
It is kinda funny to hear, that close to 1000hp and 800ft/lbs is just NA. Not supposed to run NA. Here I am happy with 300HP and 280ft/lbs at the crank. The power you can build is mind blowing.
“Lash increases as engine temperature goes up” Because different materials expand at different rates as they are heated, you have to take into account your engine's construction when estimating how the lash will change as the engine approaches operating temperature. For an engine with cast-iron heads and steel valves, you can expect the lash to tighten up a couple of thousandths of an inch as it heats up-so for the cold lash you would set the valve lash a couple thousandths larger than the cam manufacturer's recommended hot lash setting. If the engine has aluminum heads with a cast-iron block and standard steel valves you can expect lash to loosen up approximately 0.006. If you are running aluminum heads with an iron block and valves with narrow 6mm stems you can expect the lash to loosen up 0.010 to 0.012. And finally, if you are running an all aluminum race engine, the lash can loosen up by as much as 0.015.
Always a great video went the Morris Family are together working and Educating the rest of us. Thanks again Professor Morris and Kyle keep up the Amazing Work. You guys Rock !!!!!
2:48 - In Kyle’s defense, we didn’t come from a generation where EFI was either non-existent or too expensive/uncommon 😂 Carburetors are beasts all their own ❤
I want to hear a N/A built engine. high compression, high rpm, proper cam… (can’t say big cam or sloppy cam because that’s not how it works to make power). Turbo, NO2 and N/A engines are built differently depending on fuel.
Just over 1.8 horsepower per cube. If that number was achieved on pump gas, it would be at the top of what's possible for an N/A pump gas two valve per cylinder engine. Would like to see Steve run one N/A on pump gas. I would guess an N/A optimized version of the SMX on methanol or race gas would end up around 2.5 horsepower per cube.
This is why it is a "custom built" engine - all the knowledge and testing of previous engine combos results in more learning of how to improve on what you have previously built. Attention to EVERY DETAIL hence the finding of the missing O rings. Welcome to the Steve, Kyle and school of engines.
wicked vid as usual, love it, keep it coming. as a matter of interest, what sort of static compression is this motor setup with to run happily on pump gas ?
I'm anxious to see Steve and Tom or someone build a car with the drag and drive removed. A a ragged beast of a trailer queen that is a maximum effort in No Prep or Pro stock!!
Steve, you have to have some scrap aluminum around to make a dual 4500 plate for the top of your intake 😜😜😜😜! There would be nothing cooler to see one on the dyno being broken in with a set of dominator carbs 👍🏻👍🏻👍🏻👍🏻, well, firing it back up on the dyno with a head off, may top the carbs 😜😜😜😜! I know, in your spare time 😝😝😝😝! 1.8 per cube N/A with a basic startup tune isn’t bad at all! I haven’t seen much more than 2hp per cube for a boosted applications running higher compression, huge cams, spending time tuning & they don’t live long whatsoever once boosted! They definitely would not live driving on the streets!
Steve have you ever had a customer or yourself done a smx naturally aspirated (900 to 1200) to see how many miles you could put on it before a needed rebuild
there is a guy in my town Iron Mountain in the real Upper Michigan .LOL that has a wagon just like your drag wagon its just stock but its cool to see every time I see it I tell the wife there is Steve .....LOL
Excellent work! I love the dedication and time you put into each build. But about your new Tom Bailey CNC, I hope this is not true. That Many of those parts are not off-the-shelf and might take 3-5 months to get. Repair
setting up a 4150. 4160 carb.. hold RPMS steady at 1700 no load.. is it above or below 14.7 change the idle feed restriction in the primary metering block to get to 14.7 Air fuel ratio before you change it after running it at 1700 RPM no load.. bring it to 3800 to 4000 RPM and hold steady.. again no load.. look for 14.7 to 1.. change the primary main jets.. blip the throttle from 1K rapidly.. if it backfires thru the carb. go to a bigger pump discharge nozzle.. with those 3 changes done.. now you can take it up UNDER LOAD to around 5500 to 6000 RPMs to see which way you need to go with the secondary .. try to keep the manifold vacuum above the opening vacuum of the power valve.. so you are not looking at the power valve flow.. change the secondary main jets.. this is crazy easy.. welcome to 2023/2024 and SCIENCE. warning.. setting it up this way may result in loss of traction coming off idle from every stop sign... most people like it this way..
@Steve Morris Engines Poor young Kyle must be a tad gun shy as he's looking down the barrel of a camera exuberating words of passion & excitement as dear old DAD oozes forth like water off Daffy Duck's back. He's got this 5th Element Vibe like Korben Dallas aka Bruce Willis less is more on the way to the Opera with the Audacious Ruby Rhod aka Chris Tucker, so funny. Maybe Kyle should take some acting lesson's to find his own Exuberant Passion hey ?????
Hello Kyle and Steve, so if you don’t mind saying what do you set the static Comp to ?, you said Low comp so how low is it , I have an idea what it is but would like to here from you . Thank You for the video and hope all is well 👍🏽.
Im a carb dude, i know pretty much nothing about Fuel injection or turbo's, im old,,,, my Junk runs almost = to Fi naturally aspirated, but with a carb.
Thought you don't check lash inline with the rollers. Always go across the rollers to get true measurement. Due to rollers spinning giving a false reading?
Question for you Steve. How’s come you don’t design and build a competitive 410 ci sprint car engine? I realize that the drag racing space keeps you busy enough but it would be awesome to see your version of a winged sprint car motor ❤️
He would be happy to build you one, just pay for it! Like Steve says multiple times, to custom build a motor he’s not tooled for, is astronomical expensive. He would love to, but pay the bill. Sme is not about research and development. It’s a business!!!
I wonder if you dyno a engine with turbos, with a turbo spec cam and then swapped the turbo cam out for a max effort N/A cam which one would perform better on the dyno? I’m thinking it make more with the N/A cam. 😊
Just think how many thousands. Maybe even hundreds of thousands of miles an SMX built for boost with last in NA setup. Even if you used race fuel. That would be a fun but extremely expensive and long lasting test.
Check out the Wagon on the Hub Dyno - 4200hp at the Wheel!! World's Most Powerful SMX Wagon!
th-cam.com/video/LnrZdrp77Cs/w-d-xo.html
When are we going to see Kyle with a smx in his car he needs to put on his big boy pants and just go big with an smx motor
I was wondering the difference between SMX heads that are based on a DRCE BBC compared to the new BBC RSX that makes 1000 HP N/A. If it is possible, you could build a motor with a Brodix HIP block or the new BBR (3500 HP +) for the street.
Steve, you didn’t have to show the little flub up, but you did! I know people who don’t show the real world of shop life. You seem to be happiest, showing that you are indeed human and make errors and fix it before it ever sees the customer! Too much respect for me to quantify! Love you guys!
Steve Morris is an awesome engine builder, a great dad, a admirable family man but most impressive is his honesty, an all around decent human being.
And a great daddy of his son the famous and super handsome Dewey ❤️🐕❤️.
Man I got tore apart over a comment about wanting to see a high revving NA SMX in a video a while back. Awesome to see and hear it NA!
Sad you got tore apart over that comment Naturally Aspirated stuff will forever be cooler even if it is slower
N/A all the way 🤘🏼
I love it when 950HP NA is no big deal!! Steve lives in a world us mortals can only dream about.
The noise the cutter makes going through those lines is really satisfying
Not gonna lie, that 900+ HP NA is quite an achievement regardless if it's purpose built to run turbos. The look on Dewey's face with his ears pulled back had us rolling!
Could you touch on the fundamental differences in camshafts - NA V. Turbo V. Blower (screw, pro charger, roots) in a future video? Not to touch on cam specs of course as that's a touchy subject but overall how they differ. Thanks again for putting out some great videos and enjoy the PRI Show. We'd love to do it but work precludes the trip as usual.
IMHO as well shown via Holdner there is no "turbo" cam that works better for turbos when it comes to power. The difference is you can make SHITLOADS of power via boost and don't need cams to accomplish this in the same regard, so for driveability and "idle" ability you can have wider LSA and a little less aggressive profiles that hurt power NA but since his engines can take massive boost and HP - when yuo want more power you just dial it in via boost.
@@HPRaceDevelopment Never heard of you. Can you put a numerical value to "SHITLOADS" as we're unfamiliar with that value and can't seem to locate it on any metric related to HP or torque.
Sure. We build some of the fastest NA motors you money buy per CC or CI. In the range of 240 hp per liter, and they hold together for a time period that would be unheard of in v8's or drag racing under abuse that far exceeds that of drag racing. Steves SMX here makes 88 HP per liter. It's quite low in comparison. Shitloads of power would be 5000-5500 under boost - about what steve says he makes. If steve put his effort to this motor for NA purposes - it would have to be completely redesigned with lighter parts, smaller rod and main bearing widths and diameters, optimized oiling that delivers the minimal amount of oil necessary to keeps parts alive NA, more compression, more aggressive lobes with more lift and duration, more overlap,more compression - and in reality far better cylinder heads that flow more per valve size. If he did so to the level of a unrestricted nascar engine, it would make 175ish HP per liter, or more than double what he makes now. That would be around a 2100 hp NA version of this engine. I'd say 5500 HP is a "SHITLOAD" in comparison - but I guess you dont understand any of that...and have to make digs at someone who probably could help steve with a thing or two... @@strykerentllc
@@HPRaceDevelopment Never heard of you. Exactly how many world records do your unheard of engines hold in any sanctioned class? TO be fair, Steve is doing just fine without your throwing shade his way and yet here you are. Lastly, your writing style indicates you're young as mature adults don't mimic pigeons - fly in, sh*t all over the place and then fly off. Etiquette eludes you, kid.
He’ll never tell you about the camshafts, he designs and makes them himself and he’s said before he’ll never tell anyone what the specs are because if he did then why would people come to him for his specialty. Hell tell you literally anything else all the way down to the bearing clearances but never the cam
The fact that you show the good with the bad is respectable!
You didn’t have to show that at the end at all. But you did out of full disclosure.
Keep up the great work.
I'm so curious what an N/A optimized smx would make.
2500
Buy one and find out
I’m betting with the right cam 1100-1200
I dont think there's any optimizing one. Nothing about it is designed to perform well NA. It's literally designed to be run boosted. Just like an engine designed to be run NA doesn't run well with boost. You'd have to change the cam, the heads, the compression ratio, damn near everything
@Berm_Blaster exactly! Most people don't get it or understand.
It's got to be a great feeling to have you and your son sharing the same interest. I wish nothing but the best for the both of you.
I would have loved to have seen Steve’s face in real time when he pulled the header and noticed that an entire machining step was missed ..lol I bought a set AFR220’s and one of them came with a broken tap in a valve over hole but a SMX head is a whole nother level.
Thanks Steve love to see with your boy I am battling with alcoholism in my life his Grampa bought him a 85 corvette he is 14 iam going into treatment. You inspire me in so many ways I met you in Detroit and your wife I dream of helping him build a cool car I always had old school muscle cars 67 Cam 67 Chevelle conv 2 69 Chevelles ss thanks for sharing GODSPEED 😂
Both Kyle and Steve have great senses of humor. Fun to watch.
Steve and bud, as a mechanic, i appricate the engineering that you put into your work to make it serviceable. It goes unnoticed far too often for the "next big power gain" to any given engine but relibility goes out the window. A real racer knows longevity is the real game and you design your shit just for that. You are the best engine builder for the long haul and thank you for giving us a spec of your knowledge and helping us understand the true dynamics of what it takes to do what you guys do.
No joke about not running the same w/o boost.
I put your cam/rotating assy into an aluminum Brodix block, set up for a ProCharger. Wanted to get it running while I was waiting for the head unit to come back from being serviced. That motor was so unbelievably lazy and sluggish, I swore I degreed the cam wrong, set the timing wrong, something….triple checked everything.
Got the head unit back, installed it, and it revved to the moon. I wouldn’t have believed the difference between N/A and boost on the same motor if I didn’t experience it first hand.
You guys have the best “ Dad n Lad “ relationship ever, you play with 5 axis cnc’s, you machine solid billet aluminium, you build and race stupidly fast cars. Oh an you have the best dog ever, more Dewey content would be appreciated 🥰
The way you treat and trust your employees is amazing, they're lucky to have a bossman like you.
I don’t know any other engine builders that own their mistakes and then shares it to the world! Quite admirable! Even the best make a mistake now and then!
That sucked 😮 glad yous caught it before it caused trouble, thanks for sharing, all the best to yous and your loved ones, and puppy dog I have a Red Nosed American Staffordshire their gorgeous,
Im liking the Dad Son thing yous have. I just became a Grand Dad for the first this year, and its so good to see Steve and Kyle putting up with each other so well still ! LOL . Yea na yous are cool. Cheers from New Zealand 🇳🇿
It is kinda funny to hear, that close to 1000hp and 800ft/lbs is just NA. Not supposed to run NA. Here I am happy with 300HP and 280ft/lbs at the crank. The power you can build is mind blowing.
“Lash increases as engine temperature goes up” Because different materials expand at different rates as they are heated, you have to take into account your engine's construction when estimating how the lash will change as the engine approaches operating temperature.
For an engine with cast-iron heads and steel valves, you can expect the lash to tighten up a couple of thousandths of an inch as it heats up-so for the cold lash you would set the valve lash a couple thousandths larger than the cam manufacturer's recommended hot lash setting.
If the engine has aluminum heads with a cast-iron block and standard steel valves you can expect lash to loosen up approximately 0.006. If you are running aluminum heads with an iron block and valves with narrow 6mm stems you can expect the lash to loosen up 0.010 to 0.012. And finally, if you are running an all aluminum race engine, the lash can loosen up by as much as 0.015.
What I learned from this video is Dewey is such a good boy and a precious baby.
Always a great video went the Morris Family are together working and Educating the rest of us. Thanks again Professor Morris and Kyle keep up the Amazing Work. You guys Rock !!!!!
It’s cool to see that you can pull the head off and leave the intake still on. I’m sure that helps out tremendously on the side of the road at 3am.
Love the Joe Barry shirt. That car is my favorite of all cars and what a nice guy.
My favorite videos youve done so far are when you are troubleshooting an engine. Ive loved every one of them. I would love to see more.
2:48 - In Kyle’s defense, we didn’t come from a generation where EFI was either non-existent or too expensive/uncommon 😂 Carburetors are beasts all their own ❤
New shirt idea....a cutaway graphic of an SMX with text underneath that says GAL DARNIT
I want to hear a N/A built engine. high compression, high rpm, proper cam… (can’t say big cam or sloppy cam because that’s not how it works to make power). Turbo, NO2 and N/A engines are built differently depending on fuel.
I grew up in the carby age but I’m with Kyle. Those things and transmissions are just magic boxes 😂
Real good, as usual Steve. Good to see Kyle again ( great lesson Kyle) 👍 Cheers from New Zealand 🇳🇿
Just over 1.8 horsepower per cube. If that number was achieved on pump gas, it would be at the top of what's possible for an N/A pump gas two valve per cylinder engine. Would like to see Steve run one N/A on pump gas. I would guess an N/A optimized version of the SMX on methanol or race gas would end up around 2.5 horsepower per cube.
This is why it is a "custom built" engine - all the knowledge and testing of previous engine combos results in more learning of how to improve on what you have previously built. Attention to EVERY DETAIL hence the finding of the missing O rings. Welcome to the Steve, Kyle and school of engines.
wicked vid as usual, love it, keep it coming. as a matter of interest, what sort of static compression is this motor setup with to run happily on pump gas ?
"Love to touch the shiny" 😂😂 Billy Maddison reference for the win. 😅
Yep
Over 1.43 foot pounds per cubic inch, NA. That thing is wicked! I bet with a different piston and a camshaft for road-racing, it'll make 1100hp NA.
Love watching the Horsepower Professors in the Dyno Room!! Nice work Boys🏁🏁
I like it all silver, looks like jewelry.
Great update ! Interesting as always. It a pleasure too see these gems of engines that you produce. Thanks.
I'm anxious to see Steve and Tom or someone build a car with the drag and drive removed. A a ragged beast of a trailer queen that is a maximum effort in No Prep or Pro stock!!
Consumer afternarket big block stuff has come sooo far since the 90s
I love that Animal Farm quote on yalls window to the dyno😂
😁
Love your channel, will cherish the max Exodus pan.
I think those braided lines and AN fittings, are worth more then my whole engine.
"want to touch the Hiney" 😂😂😂 should of put the clip of that from the movie in cuz that was hilarious 😂
Another great video! Man those engines look so good, all nice and shiny, but I think a little color would help them stand out too. 😁😉
all good stuff. Hope you and your family had a great thanksgiving, God Bless
Great work guys. Cant wait to see anither SML on the dyno ...
Dewey the baby seal lol his faces are hilarious
Steve,Kyle and Dewey y'all rock! Love the channel and content. Peace
Steve, you have to have some scrap aluminum around to make a dual 4500 plate for the top of your intake 😜😜😜😜! There would be nothing cooler to see one on the dyno being broken in with a set of dominator carbs 👍🏻👍🏻👍🏻👍🏻, well, firing it back up on the dyno with a head off, may top the carbs 😜😜😜😜! I know, in your spare time 😝😝😝😝! 1.8 per cube N/A with a basic startup tune isn’t bad at all! I haven’t seen much more than 2hp per cube for a boosted applications running higher compression, huge cams, spending time tuning & they don’t live long whatsoever once boosted! They definitely would not live driving on the streets!
That's pretty impressive Steve!
Dewey is cute as hell love seeing that dog in videos.
My OCD wants those fittings lined up properly.
These billet aluminum engines are works of art I wish I could afford one
Crap Happens love you Guys work and Honesty!
Man I love the blow thru carb F2. I am hoping to get you to convert my NOS motor soon. Lets go!
We've all been there before with the o-rings or something similar!
dude, I have been cutting braided hose with a grinder. I need those cutters!!!!
Steve have you ever had a customer or yourself done a smx naturally aspirated (900 to 1200) to see how many miles you could put on it before a needed rebuild
It would live forever
Not yet
Nice that you can pull the head without having to remove the intake.
I think a purpose Built SMX N/A build would power a Pro drift car really nice depending on how much it weighs.
@stevemorrisracing awesome stuff man, if only I could have a Daily version. That would be the most blissful commute to work HAHA.
Nice video, really enjoyed it….even liked the making of the hoses part 😎🇺🇸
there is a guy in my town Iron Mountain in the real Upper Michigan .LOL that has a wagon just like your drag wagon its just stock but its cool to see every time I see it I tell the wife there is Steve .....LOL
Explaining "EOIC" is always fun, the first time around 🤣
🎵 ✨ Got to touch the shiny ✨ 🎶
Excellent work! I love the dedication and time you put into each build. But about your new Tom Bailey CNC, I hope this is not true. That Many of those parts are not off-the-shelf and might take 3-5 months to get. Repair
I’d love to see you put in a camshaft made for natural aspiration to see what it’ll make!
setting up a 4150. 4160 carb.. hold RPMS steady at 1700 no load.. is it above or below 14.7 change the idle feed restriction in the primary metering block to get to 14.7 Air fuel ratio
before you change it after running it at 1700 RPM no load.. bring it to 3800 to 4000 RPM and hold steady.. again no load.. look for 14.7 to 1.. change the primary main jets..
blip the throttle from 1K rapidly.. if it backfires thru the carb. go to a bigger pump discharge nozzle.. with those 3 changes done.. now you can take it up UNDER LOAD to around 5500 to 6000 RPMs to see which way you need to go with the secondary .. try to keep the manifold vacuum above the opening vacuum of the power valve.. so you are not looking at the power valve flow.. change the secondary main jets.. this is crazy easy.. welcome to 2023/2024 and SCIENCE. warning.. setting it up this way may result in loss of traction coming off idle from every stop sign... most people like it this way..
Leave that thing polished! looks awesome and way better then if it was anodized black imo
I like your channel bc you actually explain the works of the engine components
👍
Hey stve do you havec632 they
Lmao nice editing syncing the music to Kyle kissing the valve cover 😘
@Steve Morris Engines
Poor young Kyle must be a tad gun shy as he's looking down the barrel of a camera exuberating words of passion & excitement as dear old DAD oozes forth like water off Daffy Duck's back. He's got this 5th Element Vibe like Korben Dallas aka Bruce Willis less is more on the way to the Opera with the Audacious Ruby Rhod aka Chris Tucker, so funny. Maybe Kyle should take some acting lesson's to find his own Exuberant Passion hey ?????
it's always the little things- well sometimes not so little.
So the Carburettor is the analogue equivalent of the ECU with its Digital mapping. Horses for courses.
Hello Kyle and Steve, so if you don’t mind saying what do you set the static Comp to ?, you said Low comp so how low is it , I have an idea what it is but would like to here from you . Thank You for the video and hope all is well 👍🏽.
Kyle is going for big block arms and accessories, hit it hard kid!!
Im a carb dude,
i know pretty much nothing about Fuel injection or turbo's,
im old,,,, my Junk runs almost = to Fi naturally aspirated, but with a carb.
Would like information on Sml 427ci F3 140 procharged 3000hp for drag-n-drive in a 1956 chevrolet truck?
There's Dewey!!! Great video!!
What was the soundtrack at first valve lash? Dig it.
I am still very interested to know what’s going on with the Noonan hemis for bonneville.
In process still
Five miles is a long way…
Then you gotta come back.
Without boost still fun and interesting!
I'm curious what an smx would sound like and if there would be any performance differences with 180⁰ headers
🤔
Yessss!!!! SMX world domination
All hail the algorithm!!! Best wishes to you and your family!
😁
Thought you don't check lash inline with the rollers. Always go across the rollers to get true measurement. Due to rollers spinning giving a false reading?
Question for you Steve. How’s come you don’t design and build a competitive 410 ci sprint car engine? I realize that the drag racing space keeps you busy enough but it would be awesome to see your version of a winged sprint car motor ❤️
He would be happy to build you one, just pay for it!
Like Steve says multiple times, to custom build a motor he’s not tooled for, is astronomical expensive.
He would love to, but pay the bill.
Sme is not about research and development. It’s a business!!!
Man with a plan
I wonder if you dyno a engine with turbos, with a turbo spec cam and then swapped the turbo cam out for a max effort N/A cam which one would perform better on the dyno? I’m thinking it make more with the N/A cam. 😊
Man my dream motor right there.
Great. Stuff. As always.🎉
Doggo us just beautiful.
That engine should be a best seller !
What material is the o ring on the exhaust side considering the temperatures??
Yes
What brand of oil and weight do you use in the SMX? Noticed it's green?
Just think how many thousands. Maybe even hundreds of thousands of miles an SMX built for boost with last in NA setup. Even if you used race fuel. That would be a fun but extremely expensive and long lasting test.
Yeah buddy, old school rules 🤘🏻.
That is a beautiful polished aluminum engine. Don’t like the black crap. Have you done the SMX lettering in black with polished covers