Nice build guys. Thank you for building a 440 MoPar. Though they are 7 decades old, they can still make enough power to be respectable on the street or strip and do it reliably as well. Bravo, good job. 631hp and 643LbFt is enough to put even a heavy old B-Body in the 10's on pump gas.
Fantastic for a mismatched setup. With an engine that larg and high rev intake you should have used the 270 heads as thay flow more and are higher reving heads. Do a comparison, I'd love to watch.
I like the fact that guys are sharing their ideas online like this. If I could change one thing, it would be to ditch the 1.6 rocker ratios for 1.7. If you don't pick up improved head flow from that, on a modest duration cam, then you have cylinder heads that aren't worth using. 1.7 ratio does increase effective duration but only a tiny bit. There is a reason so many GM crate engines don't mince around with 1.5 or 1.6 any more. The same scientific principal applies to big blocks. Yes, the 1.7 is not in the catalog, but you guys already had a custom cam made, so why not have T&D make your rockers. They just borrow the heads for a month. No extra charge.
@@rudybarton1171 You are correct, but the end results are the same when comparing a carb to fi. FI meaning fuel injection as a whole, not a specific type. A Holley Sniper, apples to apples, comes the closest to matching power.
@@rudybarton1171 - FiTech is Chinese junk. I used to respect the guys on the show but I now see them in as marketing agents for second tier products like FiTech and E3 (junk) spark plugs.
Always great content sure miss Saturday mornings with the power block! That was my Saturday morning go to for years, but I'm sure glad to try to keep up with you guys on TH-cam! Thank you very much
The carb is new tech. The EFI is better at fuel economy and over time will prove more reliable, easier starts, better engine wear due to a lack of soaking the cylinder walls with an over rich mixture.
replace Hydralic lifters with solid rollers and camshaft tighten lobe seperation, then switch to T/F 270 power ports, along with ported intake match ports and pick up 50 75 more HP
The head design for a stock style 440 is terrible and limited to roughly 240cfm. To look at an LS head and compare it visually to a 440 I dont see much difference, but there is alot, like 100 cfm difference. a 440 with a big cam and turbo at 15psi might make 600-900hp. a LS/GenIII Hemi is gonna make alot more than that on 15psi and street gas.
@@Arthagnou - Yep, while the heads on this engine are a big improvement over stock they still don’t flow as well as a good LS head. This is shown by the power curve with HP below peak torque. Heads are holding back this engine.
@@danmyers9372 B1 heads and the acompanying parts puts this engine normally aspirated anywhere you want it,mopar speaking,with a turbo who knows,i've never seen one pressurized,i know they put gmc blowers on them in the old days,just weeks before the 426 hemis come out and stayed on top,forever
An I love that you guys are well aware that any almost any radical change in the valve train of a mopar requires a custom length pushrod. Due to shaft rockers lifter plunger depth cannot be easily adjusted otherwise.
I would like to see you guys build an engine for an RV. Taking into account durability and torque for hillclimbing in the Rocky Mountains to cooling in Death Valley.
These are Chevy guys, they’d struggle to find the power where it needs it. But it would be interesting, especially on a low compression, high dynamic pure torque build.
@@phonebackup8132 yep the quality of components matters. I don’t get what you mean here? Any component from Ford, GM or Dodge are fundamentally the same.
Gave up to soon, still a lot of power left in tuning, timing and fuel ratio adjustment. What temperature was It? A few degrees will make,or lose power. Don't get me wrong, great build, can't get enough of those Mopars! Keep up the good work!!!!
1 point on parts check while installing are the rocker adjuster so it gets kit by oil when the cup of the pushrod is in the up/no pressure position.I made an oil restrictor for the rocker arms supply in the rocker stand I put a Mig welding tip drilled to .080/.100" and cut to length where the stud will hold it in the stand.
Enjoy your show been watch for some time any person has an AMERICAN CAR can really do they own work after watching your shows. Good information wish I could find a show like this on Japanese cars, that what I been working on FOREVER lol. Kudos for your show good craftsman work. I understand engine are basically the same but like anything knowledge money make all the difference.
For the average guy who is a street racer this is a big dollar motor but a good option for a bracket racer at the track. A 6.4 Gen 3 hemi with a mild cam,porting the heads and a upgraded intake and you are close in power for a lot less money.
I have a Mopar 360 that's bored, stroked and internally balanced to 408ci. I got a good deal on it, so why not. I want to build it for performance daily driving and retain the 89 octane requirement. I can appreciate videos builds like this to put in perspective what I'm trying to do.
If you had used an MSD Atomic EFI unit the timing could have been EFI unit controlled and completely tunable to build your own curve in that locked out MSD distributor. That means more power across the entire RPM range. It's also boost ready turbocharging centrifugal blower or a roots style blower and can be used with E-85 just add 20% more cubic inches during setup on the handheld tuner.
I'm not a fan of Harland Sharpe rocker arms. They have issues and breakage is common with high spring pressures. Comp pro magnums would be a better option. Or T&D rockers.
Shouldn't have to manually change timing if they actually used the timing control. Set the base, make sure it matches the ecu setting, and go from there
Swap those Harland Sharpe rockers out for a Comp ProMagnum stainless set, T&D or Hughes Engines rockers. Crane and Harland aluminum rockers will fail its only a matter of time with a healthy cam.
Why?! Makes zero sense cause if you start with a turd you end up with….. A TURD!!! So stop it plz…… start with more you end up with more…… boost a Coyote and shush……
*_Because I know everything the 2jz motor is a sad knock off FORDS twin cam turbo BARRA engine that was offered in Australia Facotry Falcons. Nissan is like warm piss yes its warm but I want replace it for good glass of tea..._* th-cam.com/video/lFSRK-Jjgdg/w-d-xo.html
@@Thelongmanable Very VERY TRUE! The bad part is these nissan mofos would still prefer warm piss over the tea……. Most are just upset all the time because they own a nissan pos and their “tuck job” is way to tight and it constantly hurts their lil pee pee under their dresses…….
@Jay Riley yup if u watch close you can see the cup and ball push rods they require for LA , didn’t even have the correct rockers either,Ouch…. I have a 408 mag with the trick flows my push rods are ball and ball with oil passage.
A good carb tuned right will always make mor HP than a throttle body. The pro about a throttle body is that you don't have to tune it all the time like a carb. If you live in 4 seasons areas like me you will understand that. And also folks that go to different elevations. Cold starts are easier too. And no I don't have any throttle body rods. I'm carb all the way. But I do see their pros for sure.
🤠 *Master Automotive Sensei 🤓 Pat and Automotive Rock Star Mike Galley 🤩; You 2 R A Dynamic T.E.A.M.= & Your: Togetherness, Each Accomplishing More Meticulous Endeavors Having Great Fun; Is Giving Us Your: Audiences / Disciples, Such Simplistic Complete Understanding and With Great Comprehension 2B Better Mechanics Too, We Salute U2 Both* 🤩
The fitech is just an electric carb that makes less power unless you tune it yourself. Downside of it are that you're susceptible to any and every electronic gremlin shutting you down unless you've got a computer or spare system to pull parts from. I think I'll stick with carbs or just multi port EFI.
Stupid question…. Those NOS bosses on the intake runners…. Could you drill those for injectors and use a throttle body for air control? Like to upgrade to EFI…
I agree bro the 3.4 is a good v6 i think they had trd models with a m90... dude above is lame btw... what a fu*kn tool... I love mini trucks rock crawled the shit outa my 81.
@@bigboreracing356 bruh I have a 6.4 scatpack but I like to go into the mountains with my runner. Because well if you had a half a brain you’d understand I prefer not to slam my expensive car on a bunch of boulders. Idk why you so angry. It’s shocking how little control over your emotions you have. You need to chill. Besides the 3.4 is a fantastic engine it has the red supercharger on it and makes great power. Idk what ur problem is. Chill.
@@jonathanschrader7881 🤝😆 hah thanks! Lotta those 6cylinders are great! The Cherokee in-line 6 is just as durable and torque capable as the 3.4 v6. The 81 is a gorgeous machine! I’m glad it got to see usage! Besides Toyota’s last forever so it’s fun to see how time affects it!
You could just hear that torque difference in that engine when they switched to the carburetor. Imo, fuel injection isn’t needed for an engine built like this for the street. Good build, but knowing where the power actually came in would help.
EFI never needs to be re-tuned unless you make changes to the engine configuration, doesn't struggle with cold starts. That's worth the asking price for EFI.
@@Dayandcounting no its not. im not paying 1200 for something i gotta sit down and fiddle with all day. carbs for me. simple jet and metering rod changes.
In an absolute physical sense, all other things being equal, EFI should give you very slightly more power than a carb. The reason for this is that the carb's Venturi is a flow restriction that the EFI does not have. In practice it's less clear cut, but what is clear is that a EFI system gives you far more control and much better part throttle operation, which is why all the OEMs use it (they need perfect AFR at all times for emissions).
0:52 But did Shackletts attach the torque plate with head studs? Sounds like they used regular bolts since you didn't say anything about supplying them with your head studs like you did with the mains.
@@stevenhoitz9260 A bolt torqued to 100 foot pounds is going to distort the block differently than a finger tight stud with a torqued nut on top. He says this at 0:57
@@Sir.VicsMasher at the time stamp he is talking about the main bore. On main bores it 100% matters since the fasteners are inline with the bore and are clamping a large hole that you are trying to keep perfecting round. On a torque plate the fasteners are being pulled 90 from the bore(vertical) so all that matters is the amount of fastener in the block pulling upwards.
why don't you guys build a low deck with B1 original heads that have been flowed? a full race application like the 532 BBC you built or the big block ford?
Oddly enough, many years ago Because they could then run 30 lbs of boost versus the 6lbs that Honda had to run due to dual overhead cam and 4 valves per cylinder. They produced upwards of 900 horse power. After initial teething problems development improved reliability an they won races for a couple of years.
A question for the Engine Power guys. What course of study did you pursue prior to getting into performance engine building? I am an aspiring mechanic currently investigating an education from UTI, and I am very much interested in engine building. Was just wondering how you guys got where you are now and how one might follow a similar career path. Thanks, and keep up the cool projects.
Hey Aaron, I do not know where the Engine Power guys crafted their skills but I do know of a highly rated school in Houston Texas named "School Of Automotive Machinists." The school was founded by a drag racer and specializes in performance.
Yeah neither am I. I bought dual quad one of these and it doesn't work. Has a problem where it doesn't fit on a SBC because the IAC hits the small cap distributor. When I got a different intake it doesn't run because it goes super rich, super lean then super rich and backfires out through the carbs and won't restart until you reset it. This is in learn mode. The company couldn't care less. The huge distributor that sells it couldn't care less. The manufacturer doesn't respond to emails and the huge distributor deletes my comments on what I think about it based on my experience. It's all worked out - they take your money supply a product unfit for doing the thing it's designed for and basically say bad luck when there's a problem. If you think I'm exaggerating read others' comments on this product. It works on here because this show has clout. We have no clout so we get no service for their defects. $2k down the drain. To say I'm annoyed is about the mildest description you might apply.
I recall when Joe and Mike made some low budget mods to a junkyard 460 Ford and made 607hp ,585 lbft. Leaves me wondering if Pat and Mike are really trying to make power w/Dodge cause they always perform lowest of the big three. Consider this, why'd they use heads with only 240 cc intake runners ..for a 512/440 BBD ?
Yeah like the BBF vs BBC and the Ford made over a 1100HP with less than the BBC. You just can’t beat the BBF for budget hp. 385 series BBF has a tall deck, larger bore spacing and wide crank case spacing for a stroker application.
@@StainlessTIG2 I recall the look on Pats face when the Jon Kaase dyno numbers came up on his 598 cid BBF, which made 112 lbft and 90 hp more than Pats 632 BBC ..w/15.03:1 compression.. all with 2 bolt mains.
@Ragingbull340 The parts are supplied by sponsors. The show would not exist without the aftermarket supplying them with parts. So they probably had this set of heads and decided to build an engine with it. Nothing wrong with slightly smaller heads for a street motor. Getting into a pissing match over peak numbers is pointless.
small ports work great on the street giving extremely broad torque curve starting way down low. overported engines are pigish on the street without stump puller rear gears.
I don't know why they didn't just get the 543 c.i. stroker kit from 440 Source... there's probably no difference in cost either between the 512 kit & the 543 kit... and maybe a set of the Edelbrock Victor 440 heads or the Victor Max Wedge heads...this engine could have made way more power with a different "off the shelf" parts...
Nice build guys. Thank you for building a 440 MoPar. Though they are 7 decades old, they can still make enough power to be respectable on the street or strip and do it reliably as well. Bravo, good job. 631hp and 643LbFt is enough to put even a heavy old B-Body in the 10's on pump gas.
The 440 engine weighs in at about 670. Not bad. At it's creation in '58, it was a light weight modern replacement for the very heavy 1st gen Hemi. 😊😊
With aluminum heads intake and water pump you can knock off over 100 lb of the weight you posted@@managementhawaiianisles3235
Great power and torque on that mopar.
I will always stick to a carburetor for my older vehicles.
Me being a Mopar dude, I say thank you for the build. I love the ideas. I’m building one big engine for a drag car. That build is very nice.
the heads are much better than the Edelbrock heads.
#Mopar
I LOVE SPENDING TIME WITH MY MOPAR FAMILY!!!!
Oh boy you guys make my mouth water with these mopar builds
You must have missed the small block 410 stroker build
@@BuckI2Bdad nope got that one saved
@@BuckI2Bdad never saw the dyno session for that 410 build: did it ever air?
@@joeljenkins2876 no sir
Any engine rebuild videos that pop up automatically gets my attention. Gearhead by heart.
Fantastic for a mismatched setup. With an engine that larg and high rev intake you should have used the 270 heads as thay flow more and are higher reving heads.
Do a comparison, I'd love to watch.
I like the fact that guys are sharing their ideas online like this. If I could change one thing, it would be to ditch the 1.6 rocker ratios for 1.7. If you don't pick up improved head flow from that, on a modest duration cam, then you have cylinder heads that aren't worth using. 1.7 ratio does increase effective duration but only a tiny bit. There is a reason so many GM crate engines don't mince around with 1.5 or 1.6 any more. The same scientific principal applies to big blocks. Yes, the 1.7 is not in the catalog, but you guys already had a custom cam made, so why not have T&D make your rockers. They just borrow the heads for a month. No extra charge.
Carb for the win again lol!! Not as good for everything but Wide open they make them scoot!
Not just wide open. The entire curve.
Fitech is not the standard for efi. It's more or less the base level. Just saying.
@@rudybarton1171 You are correct, but the end results are the same when comparing a carb to fi. FI meaning fuel injection as a whole, not a specific type. A Holley Sniper, apples to apples, comes the closest to matching power.
850 cfm 34 degrees of timing don't think I would have went with the dish more of a flat but it would have raised the compression
@@rudybarton1171 - FiTech is Chinese junk. I used to respect the guys on the show but I now see them in as marketing agents for second tier products like FiTech and E3 (junk) spark plugs.
Thank you for showing the true value of a carburetor!!!
Always great content sure miss Saturday mornings with the power block! That was my Saturday morning go to for years, but I'm sure glad to try to keep up with you guys on TH-cam! Thank you very much
Nice work guys…I have that same set up in an 88 trk. Dan Dvorak built it a few years back as well as a couple others for me. RIP Dan…MOPAR2YA 🇺🇸
Look at that, the carb beats the brand new tech in power
The carb is new tech. The EFI is better at fuel economy and over time will prove more reliable, easier starts, better engine wear due to a lack of soaking the cylinder walls with an over rich mixture.
No it wont
No it wont
No it wont
No it wont
The big MOPAR wedge engine ✊🏻👍👌
replace Hydralic lifters with solid rollers and camshaft tighten lobe seperation, then switch to T/F 270 power ports, along with ported intake match ports and pick up 50 75 more HP
The Performance Industry must live.... Forever!
I just love all your budget builds.
I’d like to see a 440 with multi-point fuel injection and a mild cam with a turbo, I bet it would wake right up and perform well
You get what your given ..
The head design for a stock style 440 is terrible and limited to roughly 240cfm. To look at an LS head and compare it visually to a 440 I dont see much difference, but there is alot, like 100 cfm difference. a 440 with a big cam and turbo at 15psi might make 600-900hp. a LS/GenIII Hemi is gonna make alot more than that on 15psi and street gas.
@@Arthagnou did he say ls? no. he said 440.
@@Arthagnou - Yep, while the heads on this engine are a big improvement over stock they still don’t flow as well as a good LS head. This is shown by the power curve with HP below peak torque. Heads are holding back this engine.
@@danmyers9372 B1 heads and the acompanying parts puts this engine normally aspirated anywhere you want it,mopar speaking,with a turbo who knows,i've never seen one pressurized,i know they put gmc blowers on them in the old days,just weeks before the 426 hemis come out and stayed on top,forever
great build guys . Don't forget the 2 steel bars for the end of the valley pan . Possible oil leak down the road . Keep up the great work !
I saw that miss also. Only mopar guys would see that! 👍🏻
Yes the steel bars. Understand we have to offer leaneancy for the chevy guys, who try hard, but really don't know MoPars.😅
So much for the EFI! Carbs forever here!
An I love that you guys are well aware that any almost any radical change in the valve train of a mopar requires a custom length pushrod. Due to shaft rockers lifter plunger depth cannot be easily adjusted otherwise.
This is art love watching you two.
I've been looking for this setup for a while, it's what I have almost exactly.. going into a 1955 f100 ford truck restomod.. Torque-apotomus!
Lookin to do the same with 55 dodge C1 truck
THANK YOU SO MUCH. THAT IS A TOTALLY AWSOME MOPAR BUILD!!!! PERFECT FOR ANY DAILY DRIVER!!!!
MOPAR! One of the things we love America :D
Yes love it , watching you I learn things all the time. just got to remember it right right well see y’all next time see ya bye.
I would like to see you guys build an engine for an RV. Taking into account durability and torque for hillclimbing in the Rocky Mountains to cooling in Death Valley.
These are Chevy guys, they’d struggle to find the power where it needs it. But it would be interesting, especially on a low compression, high dynamic pure torque build.
All engines do is compress air. Take the numbers, letters and symbols off them and they’re fundamentally the same. Brand is irrelevant.
@@jaredmayer3960 lol no. noooo.
@@jaredmayer3960 The quality of components matter.
@@phonebackup8132 yep the quality of components matters. I don’t get what you mean here? Any component from Ford, GM or Dodge are fundamentally the same.
This duo is without a doubt amazing.
🤣🤣. These guys are marketing whores for companies pushing junk products like FiTech and E3.
Gave up to soon, still a lot of power left in tuning, timing and fuel ratio adjustment. What temperature was It? A few degrees will make,or lose power. Don't get me wrong, great build, can't get enough of those Mopars! Keep up the good work!!!!
1 point on parts check while installing are the rocker adjuster so it gets kit by oil when the cup of the pushrod is in the up/no pressure position.I made an oil restrictor for the rocker arms supply in the rocker stand I put a Mig welding tip drilled to .080/.100" and cut to length where the stud will hold it in the stand.
Should have put the front and back bars on the valley pan. You're putting a lot of faith in the 3 bolts and thin pan.
I didn't see an oil pan gasket used between the windage tray & oil pan either. I had to rewind & look again to make sure
Enjoy your show been watch for some time any person has an AMERICAN CAR can really do they own work after watching your shows. Good information wish I could find a show like this on Japanese cars, that what I been working on FOREVER lol. Kudos for your show good craftsman work. I understand engine are basically the same but like anything knowledge money make all the difference.
For the average guy who is a street racer this is a big dollar motor but a good option for a bracket racer at the track. A 6.4 Gen 3 hemi with a mild cam,porting the heads and a upgraded intake and you are close in power for a lot less money.
Nothing better than a good ole carb sitting on top
I have a Mopar 360 that's bored, stroked and internally balanced to 408ci. I got a good deal on it, so why not. I want to build it for performance daily driving and retain the 89 octane requirement. I can appreciate videos builds like this to put in perspective what I'm trying to do.
They did a 408
537hp 550trq.check out link.th-cam.com/video/lb7kKjQcR9w/w-d-xo.html
@@dtruth5769 I'll check it out and report back in a few. Thanks
Excellent build. I played around with 383s back in the early '70s. 😉
Oh my God, it's, it's a Mopar !!!!!!
Hey Pat, Thank you for using "Pound Feet" instead of "Foot Pounds". For a Mechanic it means the same, but for an Engineer it is different. Cheers, Ed
Great work as always. I like the 02 sensor fitting..
Also mention checking the plugs to determine the heat range of the plugs.
If you had used an MSD Atomic EFI unit the timing could have been EFI unit controlled and completely tunable to build your own curve in that locked out MSD distributor. That means more power across the entire RPM range. It's also boost ready turbocharging centrifugal blower or a roots style blower and can be used with E-85 just add 20% more cubic inches during setup on the handheld tuner.
That is some gooooood N/A power.
I'm not a fan of Harland Sharpe rocker arms. They have issues and breakage is common with high spring pressures. Comp pro magnums would be a better option. Or T&D rockers.
Shouldn't have to manually change timing if they actually used the timing control. Set the base, make sure it matches the ecu setting, and go from there
I'd like to see it under the hood of my 65' Coronet 500!!!
How many pens from the pocket were used in the build of this engine?
Swap those pistons and increase the compression, then add in a bit kore aggressive cam and that engine should see closer to 700
Stock 429CJ uses guide plates from the factory. Stock heads are awful, but Trick Flow can help out greatly 👍
Now swap a 4500 style carb and a tapered 4500 to 4150 adapter on it . I have a 512 with a 1195 demon and it makes 770 hp...
🎯
Swap those Harland Sharpe rockers out for a Comp ProMagnum stainless set, T&D or Hughes Engines rockers. Crane and Harland aluminum rockers will fail its only a matter of time with a healthy cam.
Any place we can go to see the total cost of this build?
Needed the 1350cfm of the old 6 pack for that 440. 😉
I'd love to see what you guys can do with a nissan vq,a little out of your comfort zone i think.
Why?! Makes zero sense cause if you start with a turd you end up with….. A TURD!!! So stop it plz…… start with more you end up with more…… boost a Coyote and shush……
Junk!
@@timvantassel4761 I agree ANYTHING nissan is junk and always will be!
*_Because I know everything the 2jz motor is a sad knock off FORDS twin cam turbo BARRA engine that was offered in Australia Facotry Falcons. Nissan is like warm piss yes its warm but I want replace it for good glass of tea..._* th-cam.com/video/lFSRK-Jjgdg/w-d-xo.html
@@Thelongmanable Very VERY TRUE! The bad part is these nissan mofos would still prefer warm piss over the tea……. Most are just upset all the time because they own a nissan pos and their “tuck job” is way to tight and it constantly hurts their lil pee pee under their dresses…….
What ever happened to the stroker small block Mopar you guys built last year? I never saw a Dyno run on that one.
@Jay Riley yup if u watch close you can see the cup and ball push rods they require for LA , didn’t even have the correct rockers either,Ouch…. I have a 408 mag with the trick flows my push rods are ball and ball with oil passage.
@Jay Riley LOL i remember that.
man I love this channel
A good carb tuned right will always make mor HP than a throttle body. The pro about a throttle body is that you don't have to tune it all the time like a carb. If you live in 4 seasons areas like me you will understand that. And also folks that go to different elevations. Cold starts are easier too. And no I don't have any throttle body rods. I'm carb all the way. But I do see their pros for sure.
I'm not a Mopar guy but I've heard that the 400 std deck block has a bigger bore. Didn't Hot Rod Garage put a shorter deck stroker in a Fury wagon?
Great vid, really enjoyed!! 👍👍👍
🤠 *Master Automotive Sensei 🤓 Pat and Automotive Rock Star Mike Galley 🤩; You 2 R A Dynamic T.E.A.M.= & Your: Togetherness, Each Accomplishing More Meticulous Endeavors Having Great Fun; Is Giving Us Your: Audiences / Disciples, Such Simplistic Complete Understanding and With Great Comprehension 2B Better Mechanics Too, We Salute U2 Both* 🤩
Awesome! Carburetor for the horsepower win! No wires needed.......
Loved this show
Carborator are The king!!!
Not putting the bars at the ends of the valley pan is hurting me inside :(
Saw that!!!!
The fitech is just an electric carb that makes less power unless you tune it yourself. Downside of it are that you're susceptible to any and every electronic gremlin shutting you down unless you've got a computer or spare system to pull parts from. I think I'll stick with carbs or just multi port EFI.
I like everything other than the spark plugs should’ve been champion
Stupid question…. Those NOS bosses on the intake runners…. Could you drill those for injectors and use a throttle body for air control? Like to upgrade to EFI…
Also emphasize using dielectric grease one the plug boots!!!
Compression is kinda low for big valve aluminum heads? 11 1/2 to 1 would make way more power and still run on pump gas!
Love your guys stuff! Maybe one day you guys would wanna have fun with a Toyota 5vz-fe with the supercharger….
I agree bro the 3.4 is a good v6 i think they had trd models with a m90... dude above is lame btw... what a fu*kn tool...
I love mini trucks rock crawled the shit outa my 81.
@@bigboreracing356 bruh I have a 6.4 scatpack but I like to go into the mountains with my runner. Because well if you had a half a brain you’d understand I prefer not to slam my expensive car on a bunch of boulders. Idk why you so angry. It’s shocking how little control over your emotions you have. You need to chill. Besides the 3.4 is a fantastic engine it has the red supercharger on it and makes great power. Idk what ur problem is. Chill.
@@jonathanschrader7881 🤝😆 hah thanks! Lotta those 6cylinders are great! The Cherokee in-line 6 is just as durable and torque capable as the 3.4 v6. The 81 is a gorgeous machine! I’m glad it got to see usage! Besides Toyota’s last forever so it’s fun to see how time affects it!
thank you for bringing him back.. the other guy was not worth it!
Good video guys.
Nicely done. 👍👍
Forgot about adding lifter preload to the measured push rod length. And should mention you need to check pushrod length on the cams base circle.
On that setup you don’t have to worry about it bc it has adjusters
@@stevenhoitz9260 good to know. They just mentioned hydraulic lifter but showed no accounting for preload. That could be problematic to forget’
the adjustment in the rocker arm should be able to take that up
Some people like EFI because it's modern, but sometimes a carb works best. That's mechanical design for ya'! It's still a bit of a guessing game! 😉
I'm all in mopar 👍🏻
I'd like to see you do a build on regular gas, $5 gal for high grade gas in northern states
Where are the spreader plates for each end of the intake gasket/valley cover?
They didn't use a gasket between the windage tray & oil pan either.
18:36 missed the middle valve cover nut
I didn't hear the camshaft specs mentioned, unless I missed it? I heard him say custom grind though.
Part 1
Being that it’s 2 bolt main block and considering everything they did to the engine I’m surprised they didn’t install a stud girdle?
Thank you for running the 440 / 500 motor. 9.00 second et s are nothing the laugh at
I would love to see you guys build a Chrysler 230 flathead L6.
Would be nice to see that engine with a six pack manifold.
You could just hear that torque difference in that engine when they switched to the carburetor. Imo, fuel injection isn’t needed for an engine built like this for the street. Good build, but knowing where the power actually came in would help.
EFI never needs to be re-tuned unless you make changes to the engine configuration, doesn't struggle with cold starts. That's worth the asking price for EFI.
@@Dayandcounting no its not. im not paying 1200 for something i gotta sit down and fiddle with all day. carbs for me. simple jet and metering rod changes.
@@frigglebiscuit7484 give me an 850 cfm any time. Better performance from a carb. People need to learn to read a vacuum gauge
In an absolute physical sense, all other things being equal, EFI should give you very slightly more power than a carb. The reason for this is that the carb's Venturi is a flow restriction that the EFI does not have.
In practice it's less clear cut, but what is clear is that a EFI system gives you far more control and much better part throttle operation, which is why all the OEMs use it (they need perfect AFR at all times for emissions).
0:52 But did Shackletts attach the torque plate with head studs? Sounds like they used regular bolts since you didn't say anything about supplying them with your head studs like you did with the mains.
When torque plate honing the fastener type does not matter as long as they have the same amount of thread engagement into the block
@@stevenhoitz9260 A bolt torqued to 100 foot pounds is going to distort the block differently than a finger tight stud with a torqued nut on top. He says this at 0:57
@@Sir.VicsMasher at the time stamp he is talking about the main bore. On main bores it 100% matters since the fasteners are inline with the bore and are clamping a large hole that you are trying to keep perfecting round. On a torque plate the fasteners are being pulled 90 from the bore(vertical) so all that matters is the amount of fastener in the block pulling upwards.
😂 the carburetor spanked that Smart E.F.I
why don't you guys build a low deck with B1 original heads that have been flowed? a full race application like the 532 BBC you built or the big block ford?
Oddly enough, many years ago Because they could then run 30 lbs of boost versus the 6lbs that Honda had to run due to dual overhead cam and 4 valves per cylinder. They produced upwards of 900 horse power. After initial teething problems development improved reliability an they won races for a couple of years.
Great engine
A question for the Engine Power guys. What course of study did you pursue prior to getting into performance engine building? I am an aspiring mechanic currently investigating an education from UTI, and I am very much interested in engine building. Was just wondering how you guys got where you are now and how one might follow a similar career path. Thanks, and keep up the cool projects.
Head over to Lawrence LT Tolman's TH-cam channel and he will explain how he got the job at PowerNation.
@@yrboogiemn thanks, will check it out
The younger guy said he went to UNOH
Hey Aaron, I do not know where the Engine Power guys crafted their skills but I do know of a highly rated school in Houston Texas named "School Of Automotive Machinists." The school was founded by a drag racer and specializes in performance.
Very cool build
Humbly requesting a 455 Pontiac stroker build, pretty please with sugar on top! we Poncho guys wanna see some Poncho power too!
Not a fan of throttle body injection. Port is still where it's at for me...
Yeah neither am I. I bought dual quad one of these and it doesn't work. Has a problem where it doesn't fit on a SBC because the IAC hits the small cap distributor. When I got a different intake it doesn't run because it goes super rich, super lean then super rich and backfires out through the carbs and won't restart until you reset it. This is in learn mode. The company couldn't care less. The huge distributor that sells it couldn't care less. The manufacturer doesn't respond to emails and the huge distributor deletes my comments on what I think about it based on my experience.
It's all worked out - they take your money supply a product unfit for doing the thing it's designed for and basically say bad luck when there's a problem.
If you think I'm exaggerating read others' comments on this product.
It works on here because this show has clout. We have no clout so we get no service for their defects. $2k down the drain. To say I'm annoyed is about the mildest description you might apply.
@@ThePaulv12 be nice if you can upload your experience on you tube and tag them. People need to be taught a lesdon
Since the fitech is supposed to be the all th@t how did the carb get one up? Jets and a leaner burn, ?
Your advertisement for E3 is wrong. They do not make a plug for my 2018 Silverado 5.3l. According to the search box on their website.
I recall when Joe and Mike made some low budget mods to a junkyard 460 Ford and made 607hp ,585 lbft. Leaves me wondering if Pat and Mike are really trying to make power w/Dodge cause they always perform lowest of the big three. Consider this, why'd they use heads with only 240 cc intake runners ..for a 512/440 BBD ?
Maybe trickflow was the only ones that would sponsor the heads or maybe ur right and something fishy is going on
Yeah like the BBF vs BBC and the Ford made over a 1100HP with less than the BBC. You just can’t beat the BBF for budget hp. 385 series BBF has a tall deck, larger bore spacing and wide crank case spacing for a stroker application.
@@StainlessTIG2 I recall the look on Pats face when the Jon Kaase dyno numbers came up on his 598 cid BBF, which made 112 lbft and 90 hp more than Pats 632 BBC ..w/15.03:1 compression.. all with 2 bolt mains.
@Ragingbull340 The parts are supplied by sponsors. The show would not exist without the aftermarket supplying them with parts. So they probably had this set of heads and decided to build an engine with it. Nothing wrong with slightly smaller heads for a street motor. Getting into a pissing match over peak numbers is pointless.
small ports work great on the street giving extremely broad torque curve starting way down low. overported engines are pigish on the street without stump puller rear gears.
So would the FITECH get close to that carb with time? Would it learn it's way closer to the numbers from the carb?
yes
No. Carb will always make more for a reason, and for that reason, fi won't match it.
I don't know why they didn't just get the 543 c.i. stroker kit from 440 Source... there's probably no difference in cost either between the 512 kit & the 543 kit... and maybe a set of the Edelbrock Victor 440 heads or the Victor Max Wedge heads...this engine could have made way more power with a different "off the shelf" parts...
512 requires little or no block grinding for clearance. shorter stroke may be more durable at high rpm.
Thus is old but cool.
What's the cost to build a 440 engine comparable to that
You put NoS in the big block Ford with pump gas. I’d like to know if this Mopar will break 1000hp on NoS also?
Push rods are too short for hydraulic roller lifters. Need to add more length to preload the spring inside the lifter.
where is the 2nd rocker cover nut @18:37?