I love these kind of builds! On of the coolest and most consistent novas at our local track “sounds” like it’s just a street motor build when you list all the parts, then it goes and busts out consistent 10.30’s. Dual plane, worked iron heads, yada yada. These builds tickle me to death! A big block is effortless power, really.
The next time someone talks crap about Chevy iron large oval port heads, show 'em this video. Almost 700 HP on pump gas in a street car using some 50 year old parts. Amazing.
Impressive! Reminds me of Joe Sherman builds from the magazines back in the day. Made incredible horsepower with simple builds focusing on details and combination. Learned lots from Joe and learning more again from you guys. These dyno figures corrected to sea level yes? Thanks for taking the time post, always enjoyed! Steve
Had the same head/496 combo in my 69 SS Chevelle. Got the idea from an old hot rod article running 635hp same ( 72/73 truck ) casting with new 219int 188 exhaust and opened up under the valves. Ran in the 11's with a mild non roller street cam. Wish I still had it. Still have an un cut set of those heads in the garage though.
@@GJ-DT I have to agree with that statement. My 3 year stint in San Marcos and Oceanside from 88 to 90 was ok, but the 5 years in Sacramento finished me off. I could write a pretty interesting book on those 8 years.
@@wheelstandr i just hope that all the people fleeing California vote red so ex Californians dont ruin the states they moved to like they ruined california. Richest state to poorest cause of liberal democrats.
Toby Bielat I was red then and red now. I think most of the people fleeing California are. Even some of the staunchest blue have changed teams now that they see the results of socialism.
I'd love to see more blueprint and porting of all types of heads. Do you shot peen your work when it's finished? They could pass for improved stock with the way they look. Heads like that are worth more than aftermarket heads. They are factory parts making1.2 to 1.5hp per ci on OEM iron using gasoline! I absolutely love it. Your port work looks like mine but way better. I love that you aren't hogging down behind the valve guide. People get flow numbers but lose power like that.
Incedible !!! You really know what you're doing !!!!!!- Its all in the intake ports. Short turn !!! And ALL the little tricks COMBINED ! Am I not correct ?!!!
ive a 496 it dosent pull like id like its the smallest of the voodoo solid rollers 629 lift and 231@050 lift ive 305 cnc afr heads...what cam can i use to get about 675 hp? ive 10:25 cr
Mark, I'm a little bit confused. Why would that man who's Vette was running 10:50 @ 138 Mph why was his compression lowered instead of being raised from 9:98 to a 9:88 ? Why didn't he want to raise his compression Pistons to at least 11:1 instead of 9:88. Even if he had oval port heads there wouldn't be any problem with piston clearances if he raised his compression. My last message to you was asking you about the lift and duration of your 1969 Chevelle. My 1970 SS 402 had the Aluminum Large Port Rectangular Heads, Ported by a Wizzard and I had the Zl-1 Solid Lifter Camshaft in it with 0.560/600 Lift and 322/334 duration. The duration was 273 @ 0.050 I believe. It was 0.030 over making it a 409 CI engine and had a Torker Aluminum Intake and an 850 Holley Double Pumper with no vacuum at all. I had power steering, power disc brakes on all 4 tires, Factory AC, I had the original 11:1 TRW Dome top Pistons and my Chevelle weighed in at 3,850 lbs without me in it. I weigh about 190 lbs, and had a 3.76 crank in it and ran the 1/4 in 10:35 @ 138 MPH. I was using Cam Two Racing Fuel also.This was my every day grocery getter and every day car. I live in Florida and it was so reliable, that I could have driven from Florida to Alaska and I wouldn't even have to carry 1 quart of oil in my trunk, Where my battery was mounted in a box with a Moroso kill switch on the back also. I got 14.5 mpg with this car on the street also. I really enjoy your knowledge and Video's Thank You!
I think you can squeeze another 10 hp in there as the air fuel ratio shows it leaning out at higher rpms.I had success keeping it between 12.4 and 12.7. The BBC loves fuel. I built a few stock block 496ci motors. I also suggest 2.125 id headers. and a 1050 2 circuit dominator I have a 10.5:1 motor at 770hp on pump gas but most at 740. You really have to port for velocity. I love the oval port. I am going to see if I can squeeze 800+ out of the higher hp motor by adding a vacuum pump and a tunnel ram dual carb set up. As far as compression, anything over 13 and the hump in the piston starts mucking up the quality of the fuel burn. All the motors I have built run the same roller cam as yours. I am switching the higher hp motor to a solid roller. There are a few other tricks that I am not going to share on the internet. It sounds like you know what you are doing! Cheers/
We eventually changed to an 850 carb on the dyno and played with jetting, it made 698hp at 12.9-13.0 AFR. The 850 carb was mine, the 1000 carb in the video was the shop’s.
@@AJsSpeedShop You may as well try the 1050 Dominator if you have one available. You've come this far. BBC's are air deprived engines. There is a book called "Performance Automotive Engine Math," that has the algorithms to determine what size components a particular engine should have. It saves a lot of time experimenting with different parts. Nice build. I hope you keep posting updates and other of your builds. The carb size and header size sort of go hand in hand. With an 850cfm HP carb the 2" header should be fine. I dynoed 2", 2.125", and 2.25" and with the 1050cfm carb the 2.125" were significantly better making 12hp more. Oh, valve size Int= 2.300 Ex=1.880
A dude used to take his mid 70’s 454 Vette to Penwell Raceway outside Odessa, Tx in the early 80’s and ran 15’s....I thought it was hilarious because my 289 Falcon Ranchero ran 11’s.
THOSE TIMES WITH THAT RATIO= AMAZING ESPECIALLY WITH A 3200 CONVERTOR, nothing berth an a STOCK looks BB, open the hood and see a 'typical' 427 pumping out 425 hp when it hits the line better watch out,, even with 336 gears you wont be getting much gas mileage but I know with an engine like that you could care less, can you fit decent headers in a Corvette????
I had a 402 big block. If it's a street car, I wouldn't go no more than .30 over. It can accept a 4.00 crank. I now have a 496, it blows away my old 402 though.
Assuming your looking for peak power in the 7,000 range it carrying it a ways and care about having good average power, here is my 2 cents (note this is aggressive stuff but should make power and can live if you do it right): Call Comp Cams, custom grind solid roller. RX lobe profile. Intake lobe # 4302, Exhaust lobe # 4309 ground on a 111° lobe separation angle. So it's a 255/265 @ 0.050", 288/298 advertised, 0.428"/0.433" lobe lift or 0.728"/0.736" at the valve. I'd guess 2° advanced, but if you have an adjustable timing setup (I like jesel belt drive), then you can see what your engine likes. I'd run morel BUSHED lifters, manton engineering pushrods, td shaft rockers and PSI springs (although I think those heads come with PAC springs and PAC are good too, talk with comp & PAC on the springs). If you can run Xceldyne titanium valves and retainers, cool. You may need to machine the pistons, definitely check p2v.
Oh and of you're running that thing on pump gas, then I'd definitely want water meth injection. Quite a bit of compression, especially if you don't over-cam it.
I'm not sure with those heads you'll get 800 without some massage work. Off the shelf, something like an CNC AFR 315 or 335, 357 (depending on how much rpm you wanna turn it, where you want the usable power...) are pretty good. For example a 498 turning 8800 rpm peak power afr 385cc would work, but that's a lot of piston speed and hard on parts. It would also need more duration at that rpm and likely a little wider lsa. CCs can be different with the same min cross area do it's hard to compare. You can get many heads there (AFR comp) with work. Sure you could get more aggressive with the lobe profile, use more rocker ratio and turn the engine higher rpm to get there but what are your expectations for life, piston speed... Also if you are using a single plane, then profiler makes a good intake. A tunnel ram would help get to that 800 figure easier.
With these hydraulic cammed big blocks, how do you feel about lifters like Comp's limited travel race style hydraulic lifters in a street engine that makes some passes?
The short answer is no, but you’re not making anymore power. You’re gonna shift after your peak horsepower, but don’t stretch it out too far, you wanna keep it pulling and not nose over. Do some testing with earlier and later shift points. Depending on your parts, don’t twist it too high or you’ll have a mess. Give ‘er about 500 rpm either way on your shift points and see if you pick up anything.
That's good to know, was the cam failure due to an oil/zinc problem? I am 63 and remember back in the day meaning the late 60's and 70's that lots of racers and street cars used STRAIGHT weight oil like 30 or 40 weight and it was non detergent, I had a friend that had a 69 SS 396 Camaro and he used OILZUM brand. Sometimes if the ramps are too aggressive it becomes only a race cam for limited use. I had a 1974 Kawasaki Z-1 street bike with serious work including Megacycle 417 lift cams and Megacycle told me that anything more aggressive the lobes would wear down due to the aggressive ramp profile when used on the street
I don’t know you Allen but your car speaks for itself. As far as Mark goes I’ve delt with some of the biggest names in the business and Mark always gets high regards and actually was recommended to me by an engine builder I use currently.
I can attest to the work this man does. The 467 Mark built for my Nova is downright scary on the street. I haven't gotten it to the track yet for actual times (tech wouldnt let me run, long story) but on the street I'm embarrassing 11 and a lot of 10 second cars with twice the money invested and power adders. I ran another 489 AFR headed full roll caged nova and put about 3 cars on him and was pulling away. The LS-Turbo stuff is pretty tough to beat in 2600-2800 pound Mustangs but when the time comes I will be going back to Mark for another one if his "bigger" engines. to even the playing field a bit. My engine: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-NtHXUaCtJw0.html&index=9&list=FLm_JPOqf3Zb30sJoIdzNusA
Just because you guys can't build one to make this kind of power doesn't mean others can't. Here's a very similar build, with a bit more power ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-ezwc5p_2_yw.html
Ok, here's where I'm at. Cubic inches mean a lot in Chevy's. This engine makes 1.33 hp per cubic inch. The lowly AMC 390 in 1969, with the bad heads, short rods and none of today's technology made 1.35 hp per cubic inch. So if you take it that the heads were equal, the AMC is more efficient than the BBC. Cubic inches was this motors secret weapon. Now take into account that a Jeep 4.0 stroked out to 4.7 liters made 664 HP turbocharged in Hot Rod Magazine a few months ago and you really have to stop and take a look at what's going on. It made over 700 ft lbs of torque b the way. In my mind a lighter motor, even turbocharged in a 2500 to 2700 lb car would tear things up at the track, and as soon as our finances fall into place I'm going to do my best to prove that. But being disabled and low on cash might not allow that to happen. Still, I'm determined to give it my best shot! So even after the work done when the motor was refreshed and modified, I still think I can get in the ballpark with a bigger cam, aluminum head and more boost and still keep the 4.7l six. By the way it ran 8.5-1 static compression. There's room for higher compression with the aluminum head and it can still run 91 octane!
ive a 496 it dosent pull like id like its the smallest of the voodoo solid rollers 629 lift and 231@050 lift ive 305 cnc afr heads...what cam can i use to get about 675 hp? ive 10:25 cr
