Mark got 585hp from a 9.3 compression Peanut Port headed 468 3 years ago.. Dyno confirmed. A little more a. compression b.headflow c. cam.. and you've got your 600hp. This stuff is right in my wheelhouse .... 600hp from the maligned and lowly peanut port... I love it.
Reading through the chat screen, there are several people saying "what's the point when you can just buy better heads?". Well, the point is, sure I can buy better heads (if I have more money than brains) than the peanut port heads no issue there, but do I have an extra $3000+ to buy those heads? If I buy a junkyard 454 with peanut ports on it, I've already got a set of heads right there that didn't cost me anymore than what I've already spent on the engine itself from the junkyard, and I can sure as hell get larger valves installed and a valve job done for way, way less than $3000!! With a little bit of basic porting just about any guy can learn to do, you can surely make 550+hp with peanut ports! It's funny that people never look at the other side of things. Once you've spent $3000+ on a set of heads, then suddenly everyone's wondering why you don't just replace that junk factory crank for that $1500 forged aftermarket crank. Then why keep those junk factory rods, you should have purchased a set of $875 rods!! Oh yeah, don't forget that $1000 set of pistons!! FFS, buy the time you're done, you've got a $15,000 engine that should really be put into a damned pro bracket car or something!! Look, I, like many other guys, am a poor dude, I don't have tens of thousands of dollars in a bank account just burning a hole in my pocket for an expensive toy! BUT, I can tell you from experience, I can most certainly build a 550+hp BBC with peanut ports, factory crank and rods, decent set of pistons, etc. for less than $5000! Hell, I purchased a great set of 781 heads, purchased valves, had them installed with 5 angle valve job, and ported them myself for less than $900, and I'll make way more than 600hp with them. You can do things a lot cheaper and make plenty of horsepower with a little research and some elbow grease! Maybe it's because I'm a child of the mid 60's, and that I lived in the age were we didn't have everything available at the drop of a hat, we had to figure out how to make things work that we had on hand!
You are spot on 👍. I'm 60 and built enough engines and did my own mild porting. Mopars. And building a 454 for a change. Funny that this stock peanut port( I'm laughing at the ridicule people throw at it) has more flow than the best 440 Mopar heads(906-915) and my 440"s are pumping over 500+ horsepower with a midrange cam. Yes just good bowl blending and smoothing. And like Richard said here, the bigger port heads flo is stalled with that high lift and velocity doesn't start moving until higher rpm"s. For that narrow gain up top they are losing that much torque and response down lower. I would rather have enough volume in ports and 100% velocity through the entire rpm range. If that port volume is enough to pack that cylinder, then it's surely enough to keep packing it with a long duration cam. As long as your intake charge can keep up with a free breathing intake and high cfm carb.
I'm the guy who started modifying heads back in the 1980s to have great flow numbers. I still didn't waste my time on peanut port heads. The rectangle port heads didn't need alot of mods to make good power. But I did increase there flow. We wanted to hit 400 to 500 back in the day with airflow but the turbo still came on a bit late. Superchargers don't have the lag issues that turbos do.
A engine builder recommended these heads for for my 72" 2500 GMC with a 454. These are made for low RPM high torque will the right cam. My truck has a Muncie SM 456 4 speed. I never have to rev the engine past 4500 RPMs for maximum torque.
We used the rectangle port heads back in the day at mid to high rpms. They were not a great head for low speed power. I overcame that by supercharging , not by turbo charging.
Love the content and the way you present the results. Would you be able to go back to using different colours on the Dyno results for each test to make the results easier to read? Oh I'd love to see more odd ball / other guys stuff. A jeep 4.0 straight six would be cool or maybe a Neon 4 cylinder unit. Northstar V8 would be interesting. Maybe some of the large displacement truck V10 stuff.
Rich may make loads of power cheaply thanks to the gt 45 chinese turbos but they are a handicap compared to a supercharger. If you run a s c with cooler you can really make awsome power instantly vs a set of turbos.
Everyone of you are missing the most important thing. Are you going to race only? Daily driver? Street/strip? Most driving is done at 5000 and under range. So why are you looking to make 600, 700... HP? Then yes! Buy the the biggest port heads you can afford if you need to be king Kong on the street. Majority of you all are going with conventional thinking that those impressive huge looking ports are going to make huge power just by bolting them on your engine. Its like a cam, go ahead and throw a full race cam in your daily driver. You'll go nowhere quick! Them peanut port heads are worth more gold then most realize. A good basic bowl blend port polish job will get you 6000RPM with a decent cam and springs. Plenty enough for 450-500+ street driving with tons of torque and response. That response and non torque loss is going to make you win at the stoplight and freeway. Besides, the other end of the spectrum is your stall speed and gears. The whole idea is to maximize your engine and drive train to make you accelerate quicker/faster! If your going to big on your cam/heads/breathing etc, your going against the very purpose your trying to accomplish. 50lbs extra of low speed torque is better than 20 extra peak Horsepower.
On super stock heads they would fill the bottom of the intake runners quite a bit. And they really spent alot of time doing the port work. Got pretty expensive
@@tomkelly3896 watch united Motorsports video on vaccum advance . He goes into detail. On a SB Chevy iuse the factory port vaccum on a Q-Jet witch seems to manifold vaccum. Even seen Stock and Stock emulators use it. Depends on your application.
BBC heads ??? Gee whiz Professor, I love new and uncharted topics such as this one. But I just remembered a previous commitment that I have so I will have to excuse myself from all of this fresh and new topic discussion tonight. I’ll be back on Ford night for sure. Keep on being awesome until then ✌🏻
Variables variables variables, it's all about variables. You can talk and test till you blue in the face. What goes best with what. It makes for lots of videos.
I have a 69 camaro...454....781 heads....low vac....wont idle til i feather gas and temp gets to 140 degrees....its got a cam...dont know specs...i assume its large.....dual plane intake w square ports.....would like to see a test on this set up...then swap to round port intake amd see if theres a major difference....or just minor....thx....keep the vids comin....im learning....tk. ladder 17 fdny
Make sure your cam is specified for each port style. I have seen people switch heads and made a drastic difference. Most likely because their cam liked the different port. Not necessarily the port configuration itself.
@@rapidride2 thanks for reply....i bought the car from volo...turned out they were lying saks of sh...t.....told me car eas stock...everything checked out fine...was working properly....turns out trans had issues....no rear brakes....dist. was locked out....lesson learned....dont trust anyone especialy car salesmen.....i dont know what cam is in motor....probably built by a rookie at some point in time....id like to go back to stock....or real close....good luck.
Tinkered w car today....put original 750 double pumper...mech sec. On....looks like i have single plane i take...sq on oval port heads....exhaust pipe 2.5 inches....i got car to idle without feathrring gas till warm up....now ive got some lurching...surging at low rpm....just above idle...under 1600 rpm....any clues??
Don't start with heads that are limited Your kind of handicapping yourself when you work with p p heads. If that's all you have then I can see porting them. N a im not sure they will support more then 5 or 600 hp. I never trusted them past the 400 level. Oval port car heads are cheap and well worth starting with. If you want to upgrade later you have room to expand with rectangle port or LarGe oval port heads.
@@richardholdener1727 I've already done it with standard unported large oval port heads and standard size 2.06in, 1.72"exh valves, and I know a particular casting number can be opened up with some porting.
Hey I have a lm7 swapped gen 2 camaro I was planning on copying the big bang theory 5.3 to try and hit 450-500 na Parts im going to need - Trick Flow® GenX® 215 Cylinder Heads for GM LS1 TFS-3061T001-C01 -COMP Cams Hydraulic Roller 54-459-11 LSR Cathedral Port, 281LR HR13 - Very Wide Power Range & Excellent Mid-Range -FAST LSXRT 102mm Intake Manifold -102mm throttle body Im a noob when it comes to rin gap ect. Are there certain size ones I should buy and brand?
peanuts are made to run nice on the small cube big block would you put a small valve open chamber head on a 400 small block and expect it to work good ??? why spend the money on a peanut ???
18:59 John Kaase a visual study of air & fuel pulses in a racing engine. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-7Iq1B-2paCs.html Thanks for the lead Richard. John Kaase is worth listening too , on any subject.
