Words cannot begin to describe how thankful I am for you to do this test. I have searched RU-vid for countless hours trying to find dyno results of a 400 sbc with camel hump heads. I was on the fence on spending the money on cheap aluminum heads or going with the 462 camel hump heads that I already have. The decision depended on how well your engine did. Now I know what im choosing and im running my camel hump heads. That is the hp and torque I want in my 3000 lb camaro. Thank you Nick and your friend Eric Weingartner for all the work you guys have done with mixing harder to find camel/double hump heads and the harder to find 400 sbc block.
Sounds like i'm trying to give you a sales pitch,, But I got another 406 coming up. That's got 461 heads more compression. a hydraulic roller cam it's going to put out some real horsepower, maybe 500.
@@dzperformance7360I have 461 heads too but im putting those on my 78 K10 shortbed with a 350. Im putting the 462s on my 400 cause 462 is a couple cc bigger volume but I really would like to see 461s kick ass on a 400 with the proper lift cam. I saw all of Erics videos. The one where he explains why we need more valve lift, and the video on flow bench test results on the red 461 heads are exactly why I believe my decision on a .530 intake lift is the right move on camel hump heads. Especially on a 4.125"+ bore V8. You gave me no sales pitch, just crucial information that I so greatly appreciate.
@@mattrosenboom4810 Its vortec, not vortex. Also thanks to Weingartner Racing and other RU-vid channels, they have compared dyno results and the flow numbers between camel humps and vortec heads and the vortec heads got an average of 20 cfm more than the camel humps that came a whole 30 years earlier. Even though camel humps have a higher percentage of flow due to vortec heads having a crappy exhaust port, the vortec heads are still better. 30 years later they better be. Problem with vortec heads is they crack way easier, require a different rocker arm alignment style and you have to run ugly ass centerbolt valve covers. Also there are no center intake bolts so they are more prone to vacuum and coolant leaks. Vortec heads have a heart shaped combustion chamber which is more efficient. Overall just better if you keep the engine from overheating.
Those are very good gains for an engine that still has the stock bottom end with factory cast pistons, low deck height and thick rings. Those double hump heads really woke it up! Super interesting video, thanks for posting.
Great video. I have a 400 sbc and plan on rebuilding with stock crank and rods. Everyone beats down the 400s short connecting rods. Great results with the double hump heads!
We would go to the scrap yard pull heads off 400s. Till we found hone marks buy it for 200 take home pressure wash it put new 350 hp cam oil pump and timing chain throw a set of small chamber double bump heads and a hi rise 780 Holley and be street racing that night you would not believe the shit kicking. These engines take finally after 3 years of beating. The ring lands finally broke between rings. 😁🤣 we did it multiple times through the years. Had the best luck with dish pistons
I remember seeing a few 400 blocks at my local scrap yard with a freeze crack in the sidewall. I wish I had got them, but back then I thought a crack was a big deal. After filling a couple I ask myself why the hell didn't I get those.
That's a nice improvement with just those heads I have a 406 short block and it's bone stock and I played a straight edge across the deck of the block and checked with a feeler gauge and the piston was down 0.450 so I'm thinking on getting it decked so the piston is down in the hole only 0.50 and use some 6 inch rods
Nice thing about the 400 sb is that you don't have to spin them very fast to get good power from them. Through the years I have taken them into battle with both my drag cars and my stock cars. I have always been impressed by the torque that the 400 has and the way it pulls my stock car up off the turn and rockets it down the chute.
@dzperformance7360 yep yep. For a street friend grind and flat tappet it works. Just an fyi- our dirt track engines from 80's-2000 used those heads(track rule OEM only). That 400 would love those heads angle milled .125 and with dish piston valve clearence SHOULD be okie doke.
I have a 73 400 511 block turn off the valve covers drop the oil pan one of the cleanest Motors ever scene from a junkyard thinking about building a 377 out of it or go big make a 421 great to see these old Motors around great job thanks for sharing the video later bye
@@mattrosenboom4810 thanks for the information now the 406 that's 30 over right 6 inch rods flat top pistons what size cam did you use to get a 6000 RPMs
Not bad numbers👍882's had one thing going a heavier casting allowing for modifcations, but I think the worst head produced was the 624's prone to cracking thin walls 172/150 valves and 76cc camber. I've been back and forth on what heads to use on my 406 I have 3 sets of 041's and a set of 034 bowtie heads I was leaning towards the 034's. Thanks for posting this shows what a factory head is capable of.
In like 2007 we ran a 74 400 in my 83 Regal in IHRA GT stock (old motors in newer cars like NHRA SS/GT) and we ran a best of 11.78 with those 882 heads and got a class record with all the stock eliminator stuff done to the car that we could. But man those 882 heads were holding the car back. Want to build a good 400 with good heads, because it's a great engine.
@@dzperformance7360 we were only allowed a valve job but had to stay stock valve size, stock lift cam (lots of duration), stock Q-Jet (prepped by Deano) and had to run a stock cast iron intake. Did well considering the stock eliminator limitations.
I got a set of pro ported 186's Ill sell ya! DZ302 heads. Thats a good click on that 400sbc,but the time and money it takes to make those 186s flow,it just doesnt add up anymore.$1000 cheap aluminum head on that 400,easily touches 500HP with maybe a bump up to XE272,stick with CompCams by all means.Theres nothing wrong with 882's they just need 1.94 intakes or larger,open chamber will flow better than closed chamber in most cases.I understand with the deck clearance you have,and the dish piston,combined w/headgasket,you need a small closed chamber head to make any suitable compression for the cam to come into its power somewhere around its operating range.Above all,those heads are a quench style head,your quench area could be way better with.040-.050 being optimum.
882 Heads cut for 2.02/1.60 valves and ported in the same manor with flat top pistons would give you similar results. The key difference is compression and valve size. I wish I had the means to compare the 186 to the 882 in similar dress.
I'd like to make a couple of comment. First, the double hump heads are hard to find but I know of a pair just down the street from me. Second , taking into consideration how the small block is built , it did pretty good on the dyno. But , the horse power falls off early , around 5000 . I would think it should do better than that. Why do you suppose that is.
486 torque is great.Comes in early.That will definitely plant you butt in the seat.Match that lobe to your compression and rocket you to the moon.Those 400’s can be some nasty little torque motors.That much torque will be a thorn in anyone’s ass.
Thanks for doing that everyone is trying to sell cheap aluminum heads an dising the old factory heads that shows they are full of shit that's awesome horsepower for the street
The common thought on that is it the vale springs are two week,, I don't believe that at all. Those exact valve springs and cam lifters was in the 355 that went to 5500 r p m before peaking, I believe the factors that makes it peak so early. Is the cubic inches and intake
@@dzperformance7360 yessir, looks like it’s plum out of breath. Seems like it needs more area in the heads for sure, plus more overlap on the cam shaft (tighter LSA on the cam). It would really get with the program with those same lobes on a 104-106 LSA.
@@markgiraldes4062 its not. you people that swear by long rods need to realize that its been proven time and time again that rod ratio is much ado about nothing..
@@shootermcgavin2819 hey shooter not trying to argue long rods but 400 rods are hard on piston rock because of long stroke and usually the pistons are way down from deck so if went custom rod to bring the piston up you gain compression and less machine work decking anyway just different ways to achieve power sounds like a fun ride either way! 👍😎🇺🇸
much appreciated i have the same 1971 400 sbc in garage stock bottom end , factory cam , rpm intake , 600 holley vac sec with mid length headers. weighing options . id really like to do the alum heads and roller
I'm flattered you would ask me that! I'm an amateur head porter with no Formal training but i've been porting heads for over 30 years,, I would look for videos from Mark Jones,, Or Eric Weingardner those guys have formal training, flow benches and there real professionals.. Once again really flattering that you would ask ,, thank you for the compliment.
@@dzperformance7360I like what you do and test and you deal with iron heads and get great results with them. I am a subscriber to Eric also. I'm a poor boy so I gotta do with what I can lol
Amen to your poor boy comment, You know, even when my business is rocking and the cash is flowing. I don't like to spend more money than I have to build horsepower. There's something rewarding to get good horsepower out of Reasonable price combinations.
