Wow...... production iron oval ports, street hyd. roller, dual plane. under 10 to 1 and 650 hp ?! THAT is impressive! This is my first exposure to your work, look forward to learning more. Thanks for taking the time to put this together and post....... Steve
SEE THERE?!?!?........This guy & his shop do EXCELLENT work. And they make all those haters look like clueless, loud mouthed fools. The hate mail this channel gets is not only unbelievable & unfounded......it is pathetic.
old school guy who knows what he is talking about and backs it up. Simple builds with precise machine work making great "reliable" power. Bravo Vortecpro
I helped build alot of Chevy big blocks, my very favorite was the 427. I remember the torque and horsepower. And I will never forget being behind the wheel of a nova or Chevelle, I always used the M22 four speed trans
I agree miss. The old times when dyno drag test was a way and a great way fun for all family, friends. I learned so much from David vizard listening to him reading his books and applying it made me the guy to catch on Florida streets and trac keep up the great work
I collected all the engine building/ hotrod magazines for about 20 years, i still go back and reread some of the articles, i miss those days when I couldn't wait for the newest emc or carcraft rag to come out!
I learn to build my first Big Block Chevy out of old issues of Hot Rod Mag.! Even how to set chassis up for weigh transfer, other shade tree stuff that worked. 1983 first time ever running at a track 10.86/128.68. Run out of RPM aka money...ha ha ha! Thank you so much for giving back to young people!!! I still go back or ideas like cool can, refresh my memory on degree wheel, pinion angle. Your are pure gold sharing expert advice that may lead to careers more valuable that a degree to many. I 66 yrs old and I still have to laugh at person putting 30 or 40 thousand in a setup and has never heard of indexing their spark plugs. In a set of close chamber heads I have seen two tenth off quarter time. Cost maybe three extra plugs that used to daily use. Thanks and funny I just got a 496 coil in a drag car I bought two weeks ago. Torque monster at discount price. Thanks and God Bless!!
I miss the early magazine days as well. The drag cars now are so high tech and expensive. Many of the car show muscle cars aren't driven. One of my favorites was the "original" 1962 tomoto can nova series. I loved it when they jammed that 396/375 into that little car then off to the drag strip. A good example of a reader's car was a mustang II with a 460 dropped in, the car had monster treaded tires, possibly 14x32 or 15x33, I was inspired. My first car, a 1967 malibu with 327. I ended up building an engine out of spare parts my dad had, it was a 1970 Lt1 block, 1969 large journal 3.00 in stroke crank, chevy "pink" rods, 6:00.1 Arias pistons, ported iron 300hp 350 heads with bigger valves, guide plates/studs, blue stripe pushrods, chevy 1st design offroad solid lifter cam, Wiend blower manifold and a rebuilt 6-71 case and rotors/end plates, 2 double pump holleys, overdriven drive pulleys. Also bought Turbo Action reverse manual shift 400 trans. Car had 12 bolt 410 gears. The little 302 dragged that old malibu Into 10.80's, not bad for back in 1982. People at traffic light stared. Blower cars were rare in Stone Mtn Ga back then. My next car was 1970 LT1 Z28 350/370 with 4spd, 3:55 gears, gold w/ black stripe, then I too owned a 1965 Chevy II. I drove the nova to work with M&H race masters... not drag radials, Lol. I also bought a brand new LS-7 454 with open chamber, square port iron heads that were ported, relieved and matched to a Holley strip dominator and modified 830 Holley, 12:1 comp, ZL1 cam. I bought the long block, valve covers to oil pan for $2,200! Fun days and lower costs, more local drag strips. I enjoy your channel! Thanks, Bill
I'd still love to see you put a large displacement short block with this cam-intake-head combo then run E85 to deal with the much higher compression ratio.
Looks pretty good Mark, Building a 496ci very similar to this myself, was curious do you port match intake to heads or being iron heads you don't bother with it.
Cool I have a 68 chevelle too i am watching your videos to learn how to do things right and i see with that test i came to the right place.thanks for the videos look forward to your next video and i can check out your 68 too
Do they still print Hot Rod, Rodding, Car Craft???? Thanks for showing us the engine's idle quality 👌. Skip to 5:12. Amazing when your rolling out the POWER.
Hey big fella Nice Video..hey can I ask why with today's aluminum head's as cheap to get as they are would anyone ever opt for the stock Massive heavy Heads ? Even if you get a set of KMJ Head's you can still port them and make them flow almost as well as a set of "GOOD" head's ? If for no other reason the weight savings ?
Good day! Just sending a quick note to say I'm really digging your series of videos. Really agree on how the mags have changed. Seem to be just a sales brochure with some numbers attached to it now. Please keep e'm coming! I know it's pretty antiquated stuff, but have you done anything with the old 461/462 heads? Thanks again.
I like the way you give pro-level info for the street rodder on up. Thanks a million. The only issue for me was the camera guy sometimes gets to close.
I really like seeing old iron castings with work done. That's how it was done. If you had an Olds Rocket like a 324 371 394, Buick nailhead, or anything before the 80s all you had was oem iron castings and some guys made power to embarrass modern stuff.
I have a 401 nailhead I want to rebuild with 325 up I would like to increase to 1 horsepower per cubic inch it has a 445 torque I talked Russell Martin at Centerville auto repair in .ca. I think he is a king to much to rebuild he specialize on nailhead any advice would be greatly appreciated thxs keep up the tutorial
About how much power do you think you could you get out of a 427 in a 68 Caprice (stock crank and stock or iron heads)? I'd like to keep it factory engine but with lots of power. Maybe power numbers with hydraulic roller and solid roller. It would be neat if you started to flirt with e85 and higher compression, I'd definitely be down for that since its available in my area.
That's almost identical to my 489! My cam is slightly smaller, 233/241 at .050" .570"/.590" with 1.7:1. 106 icl 110° lsa. If my heads do well on the flow bench, I'm thinking about using a 1.75:1 rocker on the intake for .583" lift. My combustion chambers measured 119cc after the Ferrea 2.19"/1.88" valves were installed, and the heads resurfaced. I ported those chambers by hand to unshroud for the larger valves. The intake manifold I'm using is a Weiand dual plane very similar to the Edelbrock air gap. I melted down a couple old pistons and poured in my exhaust crossovers, and blended those bowls. Mark, thank you for this video. I can't wait to see more of it! I doubt I'll see the numbers you make, but it's awesome to see an engine so relatively close to mine.
My first time porting for my 781 heads with 2.19"intake 1.88" exhaust back cut, and swirl polished Ferrea valves flowed on the bench .200" = 151.5 .300" = 283.2 .400" = 287.5 .500" = 306.9 .600" = 310.1 .700" = 311.3 I think I can do better on the next set. I think I hogged the bowls too deep. So far though; I've talked to a couple local engine builders, and they've said I did extremely well, especially for my first set of heads.
question for you guys running a 408 cleveland in a 4,700 lb wagon , coan c6 4,500 coan stall 4.10 gears 750 e85 carb with 92/84 jets with 45 squirts . it is very boggy won't burn out any suggestions motor is 13:5:1 with 260/260/ at 50 and .640 lift 110lsa
i follow a guy on you tube has a 489 in a 70 ish nova on the dyno it pumped out like 680 horse but hp was like 500 to the wheel which is nice has afr heads roller cam etc , i was kinda figuring hp would have been a little higher , 11.2 i believe is the fastest 1/4 mile so far , tho he is heading back to the dyno this time tuning for nos ,i just wonder if cam selection would help him out , oh well guess part 2 of these series will shed some light on things , ima fan of Brian Tooley
What is your opinion on a 427 tall deck block? Worth having fun with or pass on it? So far I have heard this is a love or hate block nothing in between. More expensive I get that part but is that the difference of 2k or more? The entire engine I can get super cheep. What can I get out of it 496, 520?
I have a 496 tall deck big block! Some people say pass on them, but I like'em. My 496 tall deck is in a '68 impala so fitment issues doesn't exist. That big sucka drop right in.😆💯
Jess Roberts he probably don't. I have rectangular port heads on my mild 496. If I were to take you for a ride you'd thought I had oval port heads. That's how much torque she makes. Put a smile on my face everytime I drive her.😆
Jess Roberts I know. Some builders just don't like them. I'm using 088 heads. The 990 heads are similar to mines. I read where a guy made 685hp and 660tq with 990 heads. This was a street 496 big block.
Observation DYNO TEST - 467 Inch BBC Max Torque 651 LB/Ft @ 5000 RPM Max Horsepower 729 @ 6700 RPM DYNO TEST - 496 Inch BBC Max Torque 667 LB/Ft @ 4200 RPM Max Horsepower 654 @ 6300 RPM Presuming Bore Diameter being equal are we witnessing the effect of Rod Length Ratio? Rod Length / Stroke = Ratio The tests show Greater Displacement = Greater Torque & Greater Displacement = Less Horsepower. I found this interesting. I don't know the answer. Request any comments remain technical in nature. Their is no substitute for experience. Thank You
He mentioned that the 467 had between 11-1/2 to 12 to 1 compression. 496 had 9:8 to 1. So the 467 has considerably higher compression. Also meaning he may have ran it on a higher octane race fuel on the dyno. Also the 467's cam was a higher lift. Mid 600's exhaust, high 600's intake. The 496 had high 500's exhaust, low 600's intake lift. So 496 had a lower lift cam. Dont remember the duration's. Also, 467 ran with 2- 750 CFM carbs. Thats 1500 CFM on a large tunnel ram intake. All those details will more than justify the higher horsepower numbers.
Buddy I have built engines for over 30 years . And its dirty high stress hard work. From the way you speak and your movements you need to get to the doctor you very possibly have Brain /nervous system and organ damage from the fumes and heavy metals. No Im not being an ass (this time) this is real
The way you slam the tooling and parts around is a sign of motor control issues possibly some Mini strokes or other issues. Im not a doctor but you need to see one
I assume your talking about the car. I Dont buy it there mark Your trying to make a nitch in an out of the box performance market I get that. Thats a very well set up car and a very good run. We both know it does not take that much power to do 10's these days if used correctly. And that burst at the end is very suspicious. ( to get that MPH) where was that burst in the middle of the run? Im guessing 450-475HP When I first got my dyno along time ago I knew people exaggerated numbers but had no idea how much! I put together a BB chevy Dyno mule motor and beat the out of it trying to get those numbers actually ended up blowing the side of the block out. I built a similar motor for a friend it ran 10.20's in an amazingly stock 70 el camino on 10" slicks no tubs or 1/4 panel work.(but we did put the tail gate down) It tested at 500hp. (and he knows how to set up a car.) I built a limited late model motor for a local dirt tracker that tested at 425hp with a wide power band. the competitors were claiming 500 and 550 HP wanting people to bring there motors in for tune ups twice a year and all the bull shit. I was very worried so i talked to nolan at isky cams he said thats a good number for that combination. The customer won a bunch of races with that motor and he clearly could match anybody on power and beat most of them. He ran all season with just oil changes. The track like many other tracks got tired of the bull shit engine builders sucking the life out of the racers and made a 400hp GM crate rule. The cars were just as fast and more reliable. I had a customer that became a good friend running a GT1 road race corvette he has talent but never made the investment on good parts for a reliable strong motor. So he broke and patched broke and patched. I finally convinced him to do that he drop shipped me 2 bow tie blocks . 2 sets of gm 18 degree castings 2 callies cranks 3.25 stroke. 2 sets of carrilo rods ect He brought in some used cup titanium valves that had lots of rpm written on the box i threw them in the trash. I helped him at the track for 5 years and lost track of how many race he won . Also a championship. Building engines with crap stock parts is not cost effective for the customer. Bull shitting bottom feeders like you have wrecked the market for honest builders. That why people buy out of the box heads and crate motors if I were not in the business I would do the same
