@@smilsmff These flow pretty decently but we don't want to go through any extensive porting to "cheat". Just want to give an honest accounting of what they could have done before. They aren't going to flow NEAR enough for nearly 500ci though we know that :)
@@Torquemonster440 these we flow tested these to 250 cfm at Bob McVey's place when we were swapping out the cast iron head for Aluminums. Roughtly 36:00 on this video ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-dyUB3he84fg.html
Any gearhead will appreciate the ins and outs of the automotive machine shop! Would make great content, maybe not the most views, but Very interesting to see!
Eh we really don't care that much about the views, we don't pay our bills with RU-vid dollars 😉 We've done in depth engine build stuff when we were a MUCH smaller channel but it's been a while. That's why we wanted to ask our current active viewer/subscriber base what YOU all want to see.
@@LucoreAuto alot more of this kinda videos i been into hotrods and engines since i was 12 i had a old willies jeep frame that we put a ford flathead v8 on made it like a gokart
People have been building stout race engines with 400 big block Mopars for decades. It’s a great platform if you have an A-body car( Dart, Barracuda, Duster etc…) because it’s narrower and shorter in height than 440 block. Hell My old 470” B block based engine made 650 HP with Stage VI heads and not quite 12:1 comp. Just added a solid roller cam and did some improvements to the same Stage VI heads and it should be in 730-760 HP range. 400 blocks make great engines!
Engine builds with Dino are cool. I was always amazed with the small block engines 327 Chevy, 330 Olds, and 318 Mopar. 1964 - 1967 and 1968- 1971. Those engines produced horsepower!!! Very cool!!!
@@LucoreAuto hell yea i'll bring my scuba gear! The reason I'm asking is I plan on taking my aluminum heads off my 512 stroked 440 over the winter and check every thing I put these heads on straight out of the box, I also want to add 1.6 rockers. Thanks
Breath Moma Mopar engine! I am more excited about seeing the next Dyno pull with the heads working than watching any new TV series/ movie! Super cool to have found the issue.
I was born 3 miles away from Missouri but you still got to show me! I'm not a mopar guy even though I daily one and have owned 2 others but always looking to learn. Good stuff !
I'll admit to having a couple engines intended for vehicles I don't own yet, they're easier to store than an entire vehicle. ;) One of my pet-peeves is people throwing bolts on the floor, leaving them as gifts for the sweeping crew.
400 Chrysler has been a popular engine to build for years. The only "problem" with it is low compression in stock form, like EVERY engine from about 1972 on, until electronic engine controls and better combustion chamber design allowed more compression from the factory. It's extremely popular for a stroker platform because it has the largest bore of any big block Chrysler and its the shorter deck. Plus it already has forged steel rods, something any Pontiac guy can really appreciate.
hell yeah!! i love engine building and all the machinery that gos into that process!! love the channel and content!! watching from belton missouri!!!🖖🏻
HOWdy LUCORE, Thanks for taking US along excellent DETECTIVE Work on the Valve Seal clearance problem ! & Valve "KEEPER" problem !!! YUP = MORE machine SHOP Back-Room stuff even on the AMC's 🙂 COOP ...
I would love to see you stroke that motor, baseline it, tune it and then .... add some nitrous, supercharger or turbos! I would like to see the progression from N/A to boosted or juiced. In the late 80s I had a 400 ci Mopar shoved in a 1972 Dart. Surprised a whole bunch of people with that combo.
This is often why there are so many difficulties with Mopar V8s: *You need adjustable rockers* if you're ever going to rev any shaft mount Mopar V8 motor up - so over 5000rpm. UTG spells out why on his channel and he is A-B-S-O-L-U-T-E-L-Y 100% correct. Basically, shaft mount rockers in Mopars are completely fine to 5000rpm. Over 5000rpm, unlike stud mount where you can usually preload the lifter, you can't in Mopar V8s. This causes the lifters to pump up at revs thereby limiting the rpm, therefore the power output. Stiffer springs don't help in this instance because they can't compensate for the lack of lifter preload. I don't necessarily believe the seals on those heads where the actual issue per se, but tell tales for the underlying cause which was Mopar lifter pump-up. In the old days if you had to use stock arms because you were a poor hot rodder, adjustable pushrods were available and they made a huge difference (and for what they were they were reasonably light too). Problem back then, then became the rocker arms were staked by the pushrods because they started to rev up like a Chevy does and stock springs caused valve float at 5500rpm instead of lifter pump-up at 5000rpm either bending a couple of pushrods and/or staking a rocker arm. Of note, The stock rocker arms are quite rugged actually but to get them to work reliably requires better springs in combination with adjustable pushrods (the latter being unavailable due to reasonably priced roller rockers these days). The fix? Buy some mid priced roller rockers and preload the lifters half a turn. You can preload them one and a half turns if you want. I did on my 440 and there wasn't a day that engine didn't turn 6500rpm on a hydraulic flat tappet cam. Mopar factory performance bulletin back in the day recommended one and a half turns. So long as you don't bottom out the plunger in the bore you can safely set the preload anywhere 1/2 to 1, 1/2 turns - just make sure all lifters are set the same. I just exposed a Mopar dark art secret.
This is awsome!!! I live in Groveport and have 1974 Charger SE with a 400 in it and want to do a rebuild and I've heard about PRI but didn't know where it was. You're really helping me out. I had thought about doing the 440 Source 499 stoker with a .30 over bore and have a 505 c.i.d. Big Block MOPAR and put Fast EFI on it.....keep the videos coming!!!💯😎
Good stuff! Every since ya built the 451 I have been wanting to see a 499 build too, I for one would love to see the detail machine work though I know most of it would fly right over my head. Gets a peek at their Mopar Blower motor next chance ya get too, I'm a sucker for a blown motor! Shop has to have a decent rep for someone to drop an original Yenko motor off to be refreshed, I'd say yer in good hands! Cant wait to see the build!
Really enjoyed the video keep stuff like that coming it's quite informative a lot of us don't know some of this stuff it's got more technical since I used to build Motors by today's standard I was number to shade tree mechanic but I had fun God bless you all keep you all safe from the Old Man of Tampa Florida
The more I learned about Chrysler engines, the more I loved them., Think about the first fuel Hemi's to the 13.000 hp nitro burning Hemi's of today. Love my Hemi.
Pretty sure anyone interested anything motor related won't mind gaining a little more knowledge. Those heads should flow fairly decent. Any port work around the valve stems will be a big help.
Did you discuss with any of the builders why the problem manifested itself when the motor hit a certain RPM? Do you recall what sort of preload was put on the lifters when the rockers were adjusted? Indicated that the lifters filled with oil and closed the tolerances at some point, if that's how they actually operate, and made the interference worse. Assuming here it's a hydraulic cam, not sure if it was mentioned, but also didn't see anybody setting lash.
I have a set of 906s that herb McCandless did years ago my buddy had them on a nice 440 decided to put a set of performer RPMs on it to see how much it picked up it didn't pick up nothing it ran exactly the same as it did before of course if you ported the RPMs they might be better but the stock heads were just ported with a nice valve job it can be done
After many hours you can get the iron heads to ~280cfm with bigger valves. That's the reasonable limit of them. If starting from scratch very quickly you realize you can just buy some off the shelf heads that weigh wayyyy less, flow 350cfm out of the box and have closed combustion chambers for less than the porting alone on the iron heads let alone the springs/valves/retainers and the rebuild.
Honestly... not sure. Would LIKE to run them just as is to prove the point of what they SHOULD have been capable of. But on the other hand while they are apart why not open them up a bit to get some improved flow.
A couple more things. Those multi groove locks were designed to butt together supposedly to let the valve rotate hence they are only on the exhaust. Not ideal for a performance application but they really didn't seem to cause any problems on a stock engine. On the valve stem seal hitting the retainer thing. If it was really hitting enough to affect performance why weren't the tops of the seals beat up? If they had hit much the seals would have been hammered and if it was very bad there would be some bent pushrods. Cams rarely achieve the advertised lift due to pushrod flex, rocker ratio not being as designed etc. so the valves were probably not opening as much as the cam card said. I think something else was causing the lack of rpm problem. It will be interesting to see.
400 has a bigger bore than a 440 and stroker crank, rod and piston kits are made for the 400's block main bearing journal size. The lower deck of the 400 allows for a lower reciprocating mass and that's why the low deck 400 is the basis for strokers. Strokers over 500" 40% the piston weight of a stock 400 with these stroker combos. This makes them rev like crazy. Like all things in life there is a problem and that is intake selection is far more limited for the B than the RB.
The heads on the 400 are WAY better than the motor home heads but dollar for dollar just get some trick flow aluminum heads,by the way the 400 has the largest bore of any other Mopar engine including the 440 RB and all B block engines have the same stroke as do all RB blocks heads will interchange between the B and RB blocks but intake manifolds will not,cam shafts will also interchange, push rods will not you should get 500hp 500tq without driveability issues and maintain reliability
I mean, it's an opportunity to show the RIGHT way. And an opportunity to show what these heads CAN do. But, does it make sense to spend several thousand dollars to build another engine to prove a point?
You DO NOT want that motor, nope. Horrible choice. I will give you my 5.2 magnum in trade and I will take one for the team and put your motor in my truck. Yup. Whew, saved you guys!
You are not going to get the true potential of a 500 cubic inch engine with the cast iron heads and Edelbrock are not much better when it comes to big block Mopar if you want to save money don't skimp heads or rods you will spend more time and money trying to get those heads to make the power you want than to just get a good set of aluminum heads plus aluminum will allow higher compression with out detonation and if you need more than 500 cubic inches way better off with an RB block, not as much machining to make the crank and rods fit even though the 400 has stronger main saddles
what happened to the Charger's engine? It just disappeared. i warned you about performance resarch and you used them anyway and you got screwed. and you want to go back to them? why not use Bob who fixed the engine? why in the world would you want to use a junk pair of heads when there are so many other better heads available? give Indy cylinder head a call and get a decent set of heads.
1) The NEW Charger engine is sitting in the shop waiting to go in once we can get the engine bay fully stripped down and repainted. 2) We had been using Performance Research for several different engine builds before this Mopar build all that went well. 3) The issue wasn't with PRI it was with the previous engine builder who worked for them. He has since moved on, we continue to maintain a good relationship with Rob the owner of PRI. 4) We want to use this as an opportunity to clear the air and show how this thing could/should have performed had the original build gone according to plan. 5) Bob is SLAMMED with work, we love him and what he did for us getting the 451 sorted, this not being at his place is no slight to him. We work with several different machine shops/engine builders. 6) Because we want to. Because it might be interesting, and because we've already paid these heads to be done might as well use them. 😉
