1000-HP KAASE 460 FORD-BONEYARD VS BUILT (P51 HEADS)

[@davidboggs7519]

There are a few things, I build a LOT of Ford strokers, and while these things aren't universal they are common. Firstly the compression needs to be at 12 to one minimum. Secondly the P51s need a lot of intake, that Motorsport intake isn't that great. Thirdly we've found that Crane often has quality control issues, so their timing events need to be checked thoroughly. Forth you would have been better off with the 4.3" stroke, the 4.5" just doesn't make good peak numbers, but are great in the midrange.

[@taylorgtrotter]

I agree, a 12:1 532” would be a phenomenal motor with the P51’s

[@johnhamblin12201]

Yeah I immediately thought of the cam timing as well. Especially with the peak torque. Intake as well though I agree. Those heads are designed for alot of airflow. Strictly na really needs to be 13 or even 14:1 but with the nitrous I'm with you yet again 12:1 would have been the spot

[@taylorgtrotter]

@@johnhamblin12201 Kaase made 700hp with those heads out of the box on a 466” @ 7000rpm with only 12:1 compression, so we all know there is a bunch left in them. Past a 532”-545” motor, the SR-71’s are the better suited head until about 598”-632” where the A460’s take over. I agree on you points about camshaft profiles

[@davidboggs7519]

We've only done 2 motors with the SR71s a 598 that make 964 @ 6300. The 521 we did made 1006, but that one is a radical high rpm number for a comp car, hand built intake with 2 Dominators, 286 degrees @ .050 intake duration, 15.2 cr.

[@hectorortega9131]

@@johnhamblin12201 Hello,. Hey,. I wanna built a 557,. Will a 12.1 CR. Still be safe if I decide to spray a 250 shot of nos?. Or should i use lower compression ratio?.

[@jesusisalive3227]

The low end torque of the stock engine is nuts!

[@kensmechanicalaffair]

Built to pull land yachts.

[@Parents_of_Twins]

Kaase knows how to make power. He's so humble about it to which is freaking awesome. Kaase is Gale Banks alter ego. Both know a ton however one will tell you 20 times in a 5 minute conversation that he knows a lot and the other will give credit to others.

[@paullane7489]

100%

[@badass6.0powerstroke10]

You definitely correct on that one, Jon Kaase is the man when it comes to BBF Stuff.

[@jolness1]

I like Kaase much better than Banks though.

[@Parents_of_Twins]

@@jolness1 Absolutely

[@jolness1]

@@Parents_of_Twins I misread your original comment. Oops. John is the man. I've been working on a BBF build for my grandpa's old truck and they have been so helpful in putting together a build sheet for good power, good manners for cruising around the street and good reliability. There's an older video of him working on the Bigfoot 1 AR/Ford Performance block/heads and he has lots of critiques of the design, not in a "Alan was an idiot way" but just in the sort of way that someone who is incapable of leaving well enough alone does. So soft spoken and so excited about 385 series engines. I'm a long ways from his shop but next time I can make it down that way, gonna see if I can come check it out. It's the mecca for BBF guys

[@billgailcunningham6903]

I built my 460 35+years ago. I used an Isky 262 hydraulic cam, an Edlebrock SP2P intake and carb, Rhodes anti pump up lifters, and 1.75 roller rockers. The block was a '73, honed only, Hasting steel rings, stock crank/bearings, with '68 heads (estimated compression was 9.6/1) and long tube headers with 2" exhaust. I put this in my "69 F-250 with a C-6 (with a shift kit), an adjustable vacume modulator set to shift at 5500 RPM, and a low stall converter. I ran 33x12.5x16.5 on 10" slotted aluminum rims and stock 4.10 differential. Didn't have access to a dyno, but was able to keep up with a 78 IROC Z to 100MPH with no problem.

[@DominatorGarage]

no iroc in 78....

[@stuffandjunkandthings364]

I would be thrilled with that 557. Reasonable compression, and 700+hp? yes please. I would love to see that with a big single turbo on e85- those numbers would have been just silly.

[@gorybonghit3211]

Running a 700hp rig on cheap pump gas is kinda insane lol

[@Faolan161]

Reasonable compression with that cam would be 12:1, 91 octane

[@markwallace5274]

Kaase is an absolute Legend !!! I’d say that 557 combo needs atleast 12.1 compression

[@zacatecano1986]

Omg i thought this video would never come . Thanks a million richard !!!!!

[@genoapb]

Really like to see a big bang version of the 460 like you've done others. In particular take a late 70s d3ve headed low comp engine and upgrade the cam and springs and intake. Then throw the bigger ebay turbo at it or even the twins. Those setups seem to be cheaper then a good set of aluminum heads with bigger gains. Then even do what you always do and slap the better aluminum heads on and an even bigger cam. No matter what though I really appreciate and love all the different builds you do! Awesome and informative info! Thank you!

[@welderteach]

Bring on the Ford love!!!! I might just watch this channel more 🤷‍♂️

[@danielwilson6665]

@kidneybeans …. I prefer Fords too but I can also appreciate performance builds regardless of the brand. That’s the main reason I subscribed to Richard Holdener’s channel. He doesn’t play favorites like so many of the other professional builders do. When he compares different brands in a one on one dyno test, he does everything possible to keep everything fair and equal if needed. Richard also provides reliable data about the components being used, specific details about the changes he makes and an honest assessment of the final results. Check it out. You just might like it 👍.

[@DragonFireEngneering]

Yes, compression was likely too low. Based on the stated cam, static compression ratio and specs from a Procomp 557 stroker kit, I ran the numbers through the online Wallace Racing Dynamic Compression Ratio calculator. The DCR comes out at 6.96:1. That seems too low to me for an aluminum headed engine. A target DCR of 8.0 to 8.3 would be a better number. A 11.5:1 static compression ratio would yield a DCR of 8.12.

[@juanziegler1471]

As a ford guy I'm staying in character and remembering the beginning of the video say something about giving us a same kind of treatment as the others . place sad face here... Great channel very informative Im a fan w a 460 project .

[@richardholdener1727]

please see the many, many, many ford videos (I also am original owner 1988 5.0L LX-still have it), Ford is treated well here-just like every other motor

[@montycrain5783]

I remember in my reading Kasse said that the 4.5” stroke 460 doesn’t usually make more power than a 4.3” stroke just more Tourqe. He also said that a 4.3” stroke was his choice on street motors.From articles in PHR magazine with Kasse’s help on a 530ci with P-51 heads they built, the lift was much higher. .775” That engine made over 790 hp. More compression definitely would help too.

[@TheCompanyofEagles]

In the 80’s I raced a stock camshaft .030 over, 1969 460 with stock intake, 750 Holley and 14 to 1 compression and made 410 hp and 620ft of torque on chassis dyno through a stock C6 automatic. Ported exhaust manifolds3” exhaust with the original shoebox Flowmasters. Had to run 112 octane to stop detonation. Anything over 32 degrees timing and it would misfire. It was a 3/8 mile dirt oval pure stock so that’s why it had the stock cam and stock parts. It even had a stock air cleaner with the lid flipped. It was in a 73 Torino and dominated by well over a second a lap until it broke a rod from air in the oil starving 1 and 5. Lasted about 4 weeks of racing. My conclusion was that it LOVED the compression. The dyno guy was shocked at the numbers. Didn’t have enough tire (7’ tread) to use full throttle even on a dry fast track

[@jardeekempton8352]

You should run a near stock 460 with twins to see what it would make. Maybe so forged internals, mild head porting, mild cam, and the twins. I'm curious to see how well that'd work for how cheap it could be

[@markbulva4188]

Would love to see you use his new SR71 heads!

[@badass6.0powerstroke10]

Yeah, i would like to see a side by side test of the P-51 vs. SR-71 Heads on same exact engine. A 3.85" Stroke Engine and a 4.30" or 4.50" Stroke Engine.

[@edpetrocelli2633]

I saw an episode on power nation where they went to Kaase and he built 4.600 x 4.500 stroke 598cid with SR71`s and it cranked out 1132hp..not bad, not bad at all.

[@danielwilson6665]

@@edpetrocelli2633 …. Unfortunately I missed that episode of Power Nation TV. Those impressive dyno numbers would indicate about 1.9 horsepower per cubic inch. Was this combination “all engine” without any type of power adders ? Thanks for the info.

[@edpetrocelli2633]

@@danielwilson6665 Yes sir it was naturally aspirated and I believe the heads were ported as cast. They were the SR71`s an improvement over the P51`s apparently the intake valve on the 71`s is moved away from the cylinder wall.

[@nova467spanker]

Yup you defiantly need more compression My buddy built a 545 BBF. . Stock 2 bolt block, has ported Cobra Jet heads, solid roller with less duration but more lift than your Crane, 1050 Dominator 13:1 compression and E85. Makes 900hp at crank N/A. 460 2 bolt blocks and stock cast crank will hold more power than any BBC block and cast crank. 460 crank will hold 1000hp all day until you f up the tune and detonate it to many times. 460 2 bolt block will hold more than that. . Shoosh, dont tell anyone though.

[@danielwilson6665]

The most impressive thing about this video is how you man-up and shoulder the responsibility for the results not not turning out quite as well they could have. As you pointed out, the compression ratio being so low is definitely a limiting factor in the overall performance of this good combination of components. You will nail it next time, Richard !

[@WhaaaaTha]

Agreed. He always shows whats up, good or bad.

[@scottford1091]

Hi Richard, I built a 514 stroker. I used the Kasse cobra jet heads. I ported the heads and given the .080 overcome used the big bore gaskets and relieved the exhaust shrouding caused by rotating the valves in the chamber. Port matched the same intake you had. My cam was a hydraulic roller that had .611 lift and around 246@.050. We came in at 599.8 hp @ 5500 and 645 tq@ 4100. We were hoping for that same missing 100 hp. Here's another thing, I made 5 pulls and the best pull came with total timing at 24 degrees... that was pretty shocking. We had big dish Mahle pistons that put us in the 9.8 comp range... I think these motors with their fantastic chambers want over 11 to 1 comp. I would guess it could run e15 gas or 93 octane with 12 to 1. I just feel like they are lazy with low compression. The basic combustion chamber layout is one of the best in the business and it needs to be taken advantage.

[@brandonwinter2094]

We need a boosted 557 segment. Would love to see a twin turbo big bang is needed!

[@StainlessTIG2]

Definitely compression! We’ve built many BBF and always 12+ compression ratio. Cool video. Like to see this motor as is with a turbo.

[@414Chevy]

I think the compression was the major factor. With that big solid roller, I think the lack of compression was letting the cylinder pressure bleed too much. Compression.

[@cesarmagdaleno6009]

I love all your Ford stuff N/A

[@tomnekuda3818]

I've been waiting for a 460 build a long time......thanks. More compression for sure, bigger cam, a bit more timing and advancing cam to put more area under the curve for a better average tq/hp. You couldn't hope for better flow than Jon Kaase heads. I ran 10.5:1 compression and it really made a difference. Perhaps you could get Jon to come in and lay his hands on the valve covers and chant a few Ford words?

[@adamarndt7617]

Respect level increased! Taking ownership for the slight failure like that and doing what you do, you must learn at a rapid rate. Honestly jealous. I work in a completely different industry and if I found a place that would let me learn that rapidly, I’d take it, too. People underestimate the value of being somewhere that accelerates your learning.

[@MustangCrazyMan72]

Thanks Richie! Love the 460 BBF's!

[@1bigsparky]

Richard, Once again you have shown a warts and all account of the upgrades on a stock 460 then upgrade to 557 stroker. Compression is the issue that you addressed. Please keep making this type of video...It definitely keeps me watching. Not the ultimate HP/TQ engine with no problems that others may show. People make mistakes and real people show them. Great content. Keep it up and keep going.

[@Parents_of_Twins]

There's an episode of engine power where they build a 598 with Kaase's SR-71 heads and that one makes over 1100hp. Can't remember was the compression was on that one but I think it was in the neighborhood of 14:1. All I remember is the guy being sad because the Kaase 598 outperformed his 632 even though they had similar compression and cam. Kaase knows how to make power that's for sure. I'd love a 429 with Kaase heads. (I had said 557 earlier sorry for the mistake.)

[@badass6.0powerstroke10]

I've seen that episode too. I thought Kaase did a Max Effort 598 that made like 1224 HP with the SR-71 Heads. Single Dominator think was like 15:1 or 16:1 Compression.

[@Parents_of_Twins]

@@badass6.0powerstroke10 Would not surprise me. Kaase knows how to make crazy power. I think it's funny the way he talks about making 800-900hp like it's a 8hp Briggs and Stratton. He's just so casual about it. He's definitely one of my favorite engine builders just because he's so humble. Banks obviously knows a hell of a lot but he just can't help himself from telling you that he knows a hell of a lot and that type of personality bugs me.

[@badass6.0powerstroke10]

@@Parents_of_Twins I agree with you 100 % Jon probably the Best out there when it comes to BBF stuff. Super Humble too. And I've seen few Gale Banks videos, very smart also, but very cocky in a way. I couldn't Agree more.

[@orionsmith7669]

13ish:1 and E85. Let er eat! 🤷‍♂️😂

[@needmetal3221]

High comp loves the corn juice

[@jamesgeorge6551]

@@needmetal3221 boost does too!

[@Hogiewan1]

Diehard Chevy guy, but I've had several fine Fords. Love the info. Thanks!

[@nickviggianelli6627]

The compression and cam. The Kaase test mule engine is a 521 and it makes 800 with 10:1 and the cam is 273/280 duration 791/787 lift 109 lobe separation

[@WhaaaaTha]

Love these videos especially because you show the downfalls and things to avoid. Ive been doing drag racing, street car stuff for years and still learn something through your content. Great job!

[@richardholdener1727]

Glad you like them!

[@WhaaaaTha]

@@richardholdener1727 I came home from the sandbox for good in 2019, my son and i currently working on a build sheet for our 69 mustang. Your videos are great for his 12 year old brain to watch and observe, while he doesnt grasp it all right away you can put more in videos and learning in front of him than i can in a year of building things with him. Once we're done saving up for all the goodies cant wait to get this build rolling and give a younger generation some old school knowledge 👍

[@kevinengland4042]

In my opinion, the 557 should have been at least 13:1 static compression, and a much tighter LSA. And all big blocks need a tunnel ram!

[@PRNSTR021]

Great job as always Richard. Love your videos. On the MPG set up, I’d like to see their flow numbers, but traditionally BBF with stock heads, even ported stock heads, the exhaust is usually weak and needs more lift and duration. Depending on the flow numbers, a roller cam with something like 240/250 @ .050 and .650/.675” lift int/exh, on a 110 or 112, spec’d at max lift to maximize the flow of the ported heads. Also, I would have ran it with a big 4150 carb and the Stealth compared to the 4500 on the single plane. The Stealth is one of the best all around intakes for the BBF. On the big motor, more cam, more compression and E85, or boost. Keep “The Other Guys” videos coming. Thanks Richard.

[@TheSlim93gt]

The 557 needed more compression and a ported intake manifold.

[@bryanmaloney6651]

The long end runners need about 20% more CSA at the runner entries, than the (too short) center runners. Don't overly enlarge the center runners, this will only hurt power down low. You might want to try the TFS "Mafia" manifold on the 557.

[@magnus5356]

Kaase ran a test for Hot Rod magazine some years ago comparing 'Wedge vs. Hemi' with his P51's and the Boss 9s. Used a 521 he'd run for hundreds of pulls already for developing parts on. Not only did the hemi heads pull over 900 hp on pump gas... but it was also well over 100 hp more than the P51s..! The Boss 9s aren't exactly cheap though...

[@kirikos65]

Would love to hear the engine idle chop and wow.

[@twinturbo496]

I was just thinking about a Big Bang 460 Ford video yesterday... Nice!

[@droppedf100]

Not a fan on seeing people blow up shit for no reason but I’d be up for sacrificing a bbf for peak numbers with some boost

[@maritimer95gt]

Please continue to make more big block ford videos. A turbo 521 with SR71 or A460 heads would be awesome to see!

[@johnginnitti4452]

Great video Richard, as always. I agree with you on the oiling system upgrades, scraper, windage tray and deep sump. If you leave the compression as is, that cam needs a 102 degree lobe separation + 3 advance with 1.73 rockers. If you take the compression to 12.5 :1 you could widen that to 104 degrees + 3 advance.....that should put you into very high 800s in hp......will also raise the tq.....and may even run on a blend of 93 and race gas.....

[@braydencozby]

Did u use the calculation that David vizard uses to find this? I used David calculation and I came out with 102 lsa, just didn’t sound right to me?

[@Faolan161]

​@@braydencozbyVizard is foolish... 102 is too tight for that duration. Compression is simply too low... with 14:1, more carb needed... LSA can't be calculated... It's about valve events, not LSA alone. When one understands the effects of rod to stroke ratio compared to cam events, they see how LSA calculations will bugger up max power efforts... Vizard tried too hard to make engine building an algebra equation, and it simply isn't true. Too many variables, and too few tests... One set of cam figures with one LSA would need 5 tests, so 25 tests minimum on one duration, 5 LSA figures to find it out. Instead, Vizard only tested enough to make his theory appear feasible, while not testing all cam events. His testing is incomplete.

[@Faolan161]

4.3 stroke might have been a little more advantageous with a better rod length to stroke ratio for high rpm power. Definitely, though, 13-14:1 compression ratio would have gathered far better efficiency. I run 10.5+:1 compression for heavy towing and small cams in BBF as they are quite friendly with timing without detonation, as long as it's done correctly. I suspect you would have seen at least 125 horse with compression up to par for the cam size you chose. 557 would respond quite nicely to a tunnel ram as well...

[@Motor-City-Mike]

More camshaft and carb/intake sizing would have REALLY woke this up for absolute power, and more compression to a lesser extent. 557 cubic inches takes a lot of airflow to support, and the cam and intake here aren't enough for the job. Too bad it didn't happen in this video, these make really impressive power when the of the combination is better matched to the displacement and cylinder heads!

[@rodcompton1058]

The low compression Killed the power. This build doesn’t do Kaase justice. I have a very similar combination (.790 lift, 109 LSA)and it made 900hp, 800tq with race fuel.

[@79stroker]

Buddy has a 1000hp 575 10.5:1 witb worked over 3D CAD P-51's and my bro has a 557 with out of the box P-51's at 10:1 made 774hp. Kaase makes power.

[@droppedf100]

Man his motor is only 10.5:1 and made 1000? I’m doing something wrong up here lmao

[@79stroker]

@@droppedf100 here is a video of our trucks. I made 1140 at the tires in the green one. Black one is NA 575 10.5:1. Usually he is scraping 9's. Both are full weight 4000 plus. kzbin.info/www/bejne/iYXIpJealraaoKM

[@droppedf100]

@@79stroker lol it’s joe toal I figured you’d see my truck on the thumbnail

[@79stroker]

@@droppedf100 hahaha too much on the brain and didn't notice lol. Still love yours and your dads rigs!!!

[@droppedf100]

@@79stroker love your trucks as well. Is the season starting up there yet?

[@JuiceByTheFoot]

Pump gas compression....all the way. Step to 1150 Dominator. 11 or 12:1, 110 or C12, crank a few more degrees of timing, and a better intake manifold, and 2¼ primaries. Should be 950+

[@trol2514]

So close, yet no boosted BBF. Maybe a part 2? With boost? (Kasse, Mad Porter, L.Evans, R.Malik, and some other BBF guru’s I’m sure could provide some insight) thanks for the videos, just need a boosted BBF....

[@taylorgtrotter]

I’d love to see what any of these Ford guys could do with a set of sr-71’s and a significant amount of boost

[@stephenfazekas1568]

You can use his new sr71 heads. Easy 1000 hp.. but believe compression and maybe intank may be holding it back

[@Go4BrokeOffroad]

Spent some money today on my 460 heads. Comp rollers, guides, pushrods. Using trw +12.15cc pop up pistons. Hoping to make 550hp with heavily ported d3 heads. Always enjoy your builds and 19:00 chats.

[@davidboggs7519]

One word of advice is to be sure to polish the combustion chambers. Domes in a 460 are super prone to detonation, smoothing gets rid of a hot spot problem that Ford factory heads often have.

[@Go4BrokeOffroad]

@@davidboggs7519 I was looking into that. The domes, 95cc's, .050gasket and .042deck equate to 10.52:1. It will be ran on e85 decapped ls enjectors along with coil packs. You think it will still be an issue?

[@davidboggs7519]

@@Go4BrokeOffroad If you're running E85 you won't have any trouble with detonation. Still its a good idea to unshroud the intake valve a bit, it allows a smoother transition of flow into the cylinder.

[@The340king]

I think you are right on the money with your thinking it was the compression. I use Engine Pro to determine the maximum intake duration possible without losing both HP and TQ on every engine I build. It takes the guess work out of getting to the sweet spot. Patrick Hale wrote the program and he sold it to Larry Maux (sp). It is a great little simple program that works.

[@travisalford6089]

Definitely seems like a great street motor. More compression and a tunnel ram or kasse’s intake suggestion would help at least 100hp.

[@elmerfudpucker3204]

The Ford intake is one problem. There are lots better intakes out there and I understand that you had this already, but Kaase has about the best intakes. Everyone knows compression is down too, as the new combo actually reduced CR from stock, in this test. You're just about there, and some of the smallest changes on these engines will have big results on the dyno. Now just step up to the SR-71 heads and cam it up right, and let it break the dyno.

[@Oldmandad007]

More love to ford more clicks from me

[@jameskirchner2655]

John Kasse BOSS 9👍👍👍

[@plumbs7199]

Really good street strip motor with pump friendly compression! So not a failure by any means .

[@tedzehnder961]

Ford big blocks might not be the baddest engines but they sure are damn pretty.

[@claytonblanchard4451]

Put set of D0VE heads and stand back. Or at least clean up the exhaust ports. I will say most stock BBF heads make good boat anchors. Thanks for the BBF video. Do more of them.

[@themountainraven]

The one i was waiting for...nice!

[@rosco664]

If you ran 11 to 1 or 12 to 1 area, that engine would make 850hp easy. Shoot if you ran 14 to 1 that engine would make 1000hp easily naturally aspirated.

[@overbuiltautomotive1299]

love it Richard compression maybe a tad of cam timing and headers Kasse would use

[@michaelprice8664]

Kaase sold me their recommended cam kit with p51 heads. Na motor 514 ci 10.5.1 comp 304 duration with .731 lift intake. It sounds so nasty. Power is unbelievable for a simple build.

[@E1337Jerk]

Compression and timing is my guess I'd build it with a roots or twin screw with duel carbs if I had the money to do so. Call her the torque monster

[@darrylb5247]

I think a Turbocharger rather than NOS would have been a better path to 1000+ HP!

[@GearheadRob]

I'm currently building a 552ci 385 for myself. But I jumped into the sr71 heads for later use on a 598. But in the following months I should have the worked head,intake,ans hopefully a built ahortblock. Getting parts atm is next to impossible it seems so its pay and wait worse then ever. But once I'm finished I'd love to bolt it to the dyno and see what we can ring out of it. Should sneeE and make 900plus

[@v8vega355]

ive heard that a low compression motor uses more of the stroke to make efficient power, once you add a ton of cam duration the exhaust valve opens when the cylinder pressures are still high compared to the peak combustion pressure so most of the power is being blown out of the valves when they open. as you raise compression the work is being done closer to the beginning of the stroke instead of threw out the stroke, and since the exhaust valve should open sooner in the power stroke, the higher compression will have already used more of the pressure that was created when the combustion process happens.

[@wireflight]

@9:12, 0.060-over 460 is 4.420; not 4.400. Was the actual bore 4.40 all along, or was it really 4.42? Fuel AKI quality is the #1 factor in determining the absolute compression limit. BTU contents of pump gasolines are statistically equal: "premium" doesn't have more energy than "regular" but the higher AKI may allow more timing that ultimately may lead to higher output because of an efficiency advantage rather than an energy advantage. The most efficient way to raise the power of the engine is to lower the BSFC for any particular fuel consumption. As for combination optimization, I think it might be worth telling Kaase what you want, and then going with his recommendations -- which might end up meaning that you buy an engine from him and then try to figure out how it makes the power that it does, but sometimes the best way to learn is by examining what works for others: at least then, you have a baseline from which to test your theories regarding modification. With 0.714 lift and 272/280 duration, even with 557 cubes, you're into race cam territory; I helped with the design and build of a RB 512-inch Mopar that had slightly less radical specs; with a 3500 converter (can't recall if the trans was a built 727 or a built 904), 4.88 gears and 29-inch M/T Pro Street meats, best fuel economy in a 1972-ish Challenger was around 0.8 mpg and with the original (318 car) radiator, it overheated below 55 mph. The funny thing -- if there can be anything funny about a guy dropping close to $50k in a car like that -- is that, in every aspect of the build in which my advice was ignored, the car failed. But I'm a Ford guy who, until then, was acknowledged as a theorist but not as a builder. Turns out, I had built a Mustang, but my budget was a few grand spread across a few years -- and even then, I required help, but I paid attention and I learned. And they guy who owned the Mopar had built many competitive rally cars in South America, and was himself a SCCA champion in the USA -- in a car that he had built -- so, I don't know why he didn't have a better understanding of what would be required to make the Mopar into a car that he'd be comfortable driving. The point is that a lot of the viewers will look at the numbers and either agree that they're low, or disagree and go for higher numbers with a different combination, without really considering the effect that these mods have on the ownership and operational experience -- and somewhere between $15k into the engine and $50k into the car, they realize they're in too far to quit, and there's nothing left in the bank for household emergencies or for retirement (especially if it's an unplanned retirement). So, they squander what's left on finishing the build, and then sell it for 10 cents on the dollar, hoping to thus rid themselves of the millstone they've tied around their respective necks. SEFI and forced induction offers an excellent alternative to radical n/a builds; you've got 150k subscribers and this video has almost 12,500 views in 2 days: you have a microphone and a podium, and your audience is listening. Maybe instead of going about this from the direction of "what would happen if ...," try going about it from the direction of, "what's the most versatile combination we can make?" Dial-down the boost for 87-AKI pump gas (or 85, in Colorado) and 30+ miles each-way commutes highlighted by hour-long stints in rush-hour and city traffic, and then bump it up to "play mode" with E85 (or pump 91 with octane booster) for making a few quick passes on the weekend, and then set it to "kill" for the few-times-a-year serious races when you've swapped the pushwater in the tank for VP's X16 go-juice.

[@MrBlackbutang]

When are you going to run boost on 557 ? Thanks Richard

[@padillaracing]

I think you where a little to conservative on the compression and should have used maybe a little more cam. With that being said, I still think that's very good power output for under 10 to 1 compression. I think if you where 11 or 11.5 you would had been closer to your expectations. Cam wise I think you where close or close enough. I've had good results with cams with 278/ 286 @.050 and .750ish. to .800 lift on a 112 LSA 110 Intake center line. I will be testing a 557ci BBF with a set of A460 heads 14.5 compression with the cam specs I mentioned. I have a 600ci Boss 9 that I have done a lot of testing on. If you get the opportunity to test a set of Boss 9s on you 557 you won't be disappointed.....................Dennis

[@divadyrdnal]

Big mechanical roller cam rather than the flat tapped cam (assumed it was mechanical flat)...thinking more “area under the curve” for that big displacement? Can’t remember details but friends 496 Chevy got a big boost going to a full mechanical roller...and yes compression helps everything!

[@richardholdener1727]

THE 557 WAS ROLLER

[@xhoopla6893]

Would a tighter lobe center help. I think those p51 are a little small for that stroke. Maybe 106-108? Same duration?

[@erikrunas226]

Just my humble opinion...it needs BOOST!!

[@baddonkey6876]

What oil and pan did you run, obviously you know Davids oil test from engine masters, it really shows the effect windage and oil thickness can have, also crankcase pressure can really hurt numbers, good valve covers and a vaccume pump can add close to 50 hp

[@rickkelsch2040]

1250 carb for sure, compression, more cam and a better intake. Those heads are good but only flow about 388 so 1000 HP would be out of reach, need a 450 cfm head.

[@badass6.0powerstroke10]

P-51,s Will make 1000 hp with these cubes, and a little more Compression. SR-71 Headed 598 making over 1200 hp and i don't think they flow more than 450 cfm. I'm pretty sure the P-51 Heads are right over 400 cfm, Not 388 cfm.

[@unclesquirrel6951]

Awesome! 150k

[@richardholdener1727]

Thanks!!

[@mikepoole2248]

I wanna see a 460 big bang video

[@rpm2hi]

In my opinion, the lower compression is definitely limiting the total power output, especially at the lower end of the torque curve. HOWEVER, you added a more radical cam and better flowing heads and yet the torque vs. hp curves are almost identical regarding the RPM range. That is key. The fact that those curves didn't move up or down in RPM noticeably *suggests* there is some other limiting factor. With those 2 big changes from the 600 setup, the RPM peaks should have moved up (especially with the cam change). Instead, they moved down. I'm wondering if the cam would degree properly. I'm also wondering about the intake setup. I had the 429 cid version of this engine. Never ran a Victor as is wasn't available at the time. But going from a Offy Port O Sonic single plane (with either a 700 or an 850 cfm Holley) to a Offy tunnel ram with dual 600's made a HUGE difference. Other than being single plane, the Victor Dominator is massively different from a Port-O-Sonic however. I'm just using that to show how the intake can seriously affect performance on these engines, especially with the iron heads. Thanks for all of the detailed information in this article and for all of the work it took to bring that to us!

[@brianeffler7835]

13.5 to 1 compression is about ideal for that combination and a 1350 Dominator.

[@karlsracing8422]

You should do a compression vs hp video by changing heads and gaskets.

[@oldmusher]

Richard...you know more than I...but, it's been my experience that BBF's like less LSA. Like 104 degree or 106 at most. It's a mild cam, yes, but tightening that up would gain a few all the way from 3000 on up. In my humble opinion. Same with the big cam.

[@richardholdener1727]

every motor response to 104

[@douglasdenning4633]

Why didn't you try testing the Ford 600 cu inch engine that you can buy from Ford racing. I would love to see the dyno numbers on it.

[@MrBlackbutang]

That’s the problem. Thanks Richard

[@extremeoutdoors9068]

p51 heads vs Trickflow. looking for a higher torque from 1500 to 5500 RPM out of a 4.5 stroked 460. witch would be best. also is there a quality difference.

[@richardholdener1727]

HAVE NOT TESTED THOSE BACK TO BACK

[@smilingeyes1938]

Needs more compression, sure, but I think it could use more air. It's choking.

[@jesseleister1525]

Richard I love the video!! I think you had the WRONG CAM!! LoL but I do think cam choice possibly something with a 110 lsa would have been better suited? Maybe the cam you ran in the second combination put in the 557 for a back to back comparison. And I like the lower compression. That thing would make a monster street motor you could boost for days and run pump gas or e85

[@MsKatjie]

Before the big Clevo, 385 ;460 at 600hp: runs out.That is good enough for me. Better get one before they are good for ever!

[@paullane7489]

There was an episode of Engine Power a while back where Kaase made over 1K hp on his engine dyno with a higher compression 557 BBF.

[@merylpelosi8485]

It was a 598, using an A-460 block. Higher compression, SR-71 heads, but made over 1100 hp with a single 4500 style carb. Monster power.

[@gerryrogue7710]

@@merylpelosi8485 yep and 5hat was on two dyno pulls also bill was suprised 32 less cubes 100+ more hp than his 454/632

[@markcole6475]

That would be a killer street motor running pump gas. Definitely power would have jumped with 11.5 to 1 or higher

[@jesusisalive3227]

I think the big cam killed your dynamic compression with the 557, put some dome pistons in her!

[@kennethchapman9564]

Looking at doing a build with a Ford Performance A460 block, bored and stroked to 598 cubes with SR-71 Kasse heads hoping to make almost 1100hp NA. More compression and run Kasse intake with the P-51 heads and more maybe more duration to cam in your 557.

[@ARK842001]

I wonder how the 557 would respond to a tunnel ram or stack injection. One thing you didn't mention was what oil you were running, I wonder what role that plays. Having all that said, a pump-gas 700+hp engine is pretty kick ass.

[@richardholdener1727]

THEY LIKE TUNNEL RAMS

[@HioSSilver1999]

Off the wall here a little. But do you have any info/vids on what these guys do with the stock appearing muscle car drag racing? Those things are really impressive to look stock.

[@9bcustoms347]

Why don't you add a Twin Turbo with that compression? And SR71 heads

[@davidmoore9482]

I'd say slightly too much lift in the camshaft and that the cam wasn't designed to raise the static compression

[@stevehei8035]

Would be nice to see a procharger on this combo

[@justinw6448]

Needs more compression and different intake to help it breathe

[@ronniejohnson317]

You may have been better off with a smaller stroker kit. How well did the head and intake ports match up. I think it needs more compression but not over 12:1. Was it running too rich could have lost horsepower on fuel and compression compatibility. I have a suggestion. How about a 351w build with something around 252-260 duration and add a turbo. Essentially making a 351w eco boost.

[@ElPinchiPeri]

That 460 (7.5L) engine needs more air, in another video Richard uses a double throttle body on a 6L engine, for that reason he needs a double carburettor (Dominator 1050 cfm, hahaha (evil laugh))

[@kidsteach938]

This. The 557 at 6300 rpm is pulling 1050+ cfm...the carb is maxxed out.

[@dudebro7227]

ok but more than 700 with that compression is still pretty good

[@anthonyross9276]

How bout a dual tunnel ram? Or just a dual 4 barrel setup period?

[@deanstevenson6527]

Dont drink champagne from a polystyrene cup! Compared to the C8 ported head 460, the specific torque, 705 lb ft is 1.27 lb-ft per cube, ( up from 1.19) and the Aspirations Index, revs per hp over total cubes is 4654 verses 4910. Brilliant for an engine 20% down on compression.

[@Orygunner67]

An absolute bare minimum of 11:1 compression ratio would have helped but if you're running JK heads, like the other guys said you got to step that up!

[@GearheadRob]

Compression is power. But the p51 and sr71s need a correct piston for the vakve angles . My diamond pistons have 2 vakve relief for the duration and lift I needed to run on my 552ci build.