Bowtie Horsepower Basics

[@MazzaFiveOneFour]

I don't know who edits this videos, but this is insane editing. VERY good job!

[@DennisMurphey]

Hey Joe! I am an old Kid, owned a 64 Corvette in 66 and thru College. Built a few engines too. It came with a 327 365 HP Mouse. Which was the Fuelly engine with a Holley instead of the Dog Box Injection. I sold it to get a 396 425 HP and that began a lot of bad decisions including an L88 Build that ended with daylight seeking rods. I ended this fiasco by going back to the Mouse with a Z28 302 4 bolt, Which was a lighter and quite fast with a few RPMs of 3,000. The Muncie and 3.70 Gear made all the engines rev at cruising speed, needed OD to be a better driver. Great video, you hit on all the points us C2, C3 owners went thru. I did get an 81 later in life and Put a L98 1988 TPIS Engine in it with GM Hot Cam and Vortech Supercharger. Coupled to a 700R4 for OD and 3.36 gears. Great Cruiser, and pulled like a champ. Made a Road trip from Virginia to back home in Illinois just a great road car. The C3 Body is so sexy too. OK lets see how that tranny worked out. Dennis

[@TacoJoe]

TKO600 (or TKX) really works good in a C3 behind a small block. I think the sweet spot for gears is 3.55s / I have 3.70s and at 60, 1800ish RPM so cruising is fine - the catch is 4th gear / on the 40mph streets, its looking for the OD - torque is fine here but the water pump is turning slower and it can start to heat up if you cruise long distances at 40-45. If I had 3.55s, could keep it in 4th. Another option is to change my water pump pulley too / thanks for the comment!

[@MrRanggong]

"The cam is like a door" Great job on a high level explanation of how everything contributes to the bottom line. Thanks for making these vids. Excellent job on production quality!

[@wesco123]

Magnificent production / airflow documentary 🏁🙌

[@NunsYoBidness]

There is no replacement for displacement.

[@spicketspaghet7773]

I'm not sure this simplification does engine science justice. I think of power in two ways: Either increase the fuel burnt, or increase the power gained from fuel. Displacement can be achieved two ways: either with a physically larger hole sucking in air, or with a faster speed. Modern engine science shows that it's easier to gain 500rpm than it is to gain 40lb-ft in some scenarios, and vice-versa. Often I find stock intakes from the factory can be swapped for a 25% improvement in power. Again, there's really only two categories. Displacement and Flow. Optimizing both leads to exponentially more horsepower than one alone. They stack multiplicatively. Considering you can make more horsepower by simply moving where the torque peak is. Efficiency hasn't changes, nor has the flow.

[@TacoJoe]

Well said / sounds like you've built a few engines too / thanks for the comment!

[@mdavis472000]

Really great production quality, once again!! Thanks TacoJoe!!

[@mikestone7692]

Very informative, great video. Agree with you horse power breakdown & percentages.

[@derrickjohnson8494]

I would agree. No displacement for displacement!

[@greggwilson8055]

Really nice video Joe! I enjoy all of your videos. Keep them coming.

[@fathergratwick]

I just upgraded my 74 from 180cc runner 64cc port iron eagles to 195 aluminum heads and I gained noticable performance through the whole powerband on my 355. Thats with a smaller xe270hr cam so I think you made the right choice there.

[@davedavis775]

For some really good info on making power with various engines from Chevrolet SB & BB plus Ford , Chrysler and more check out Richard Holdener's channel. He does testing on engine dyno using everything from headers, induction , including various super chargers, turbos, and lots of cam testing too. Engine masters is also a great resource and they test header size , air cleaner types and sizes , oil pan design, and every big or little element you can text . Lots of great stuff from both these channels . Rod length is also tested . David Vizard is another super source of making power . He has also built and tested a lot of engines combos and does testing on all aspects of making power including even spark plug design, ignition systems , piston design, and the truth on headers and what's better equal length verses unequal tuned headers, and exhaust systems including building a zero loss system .

[@todd5082]

Silver Sport Transmissions 👍

[@obsessedwithcars219]

Excellent video! thank you and subscribed!

[@Thumper68]

I think you have to much LSA but you’re right you will get more vacuum. I think you’d been better around 110.

[@hasbeengood]

I would tend to agree with you although I would evaluate at 53% 15% 24% and 8%... LOL. Thanks, good vid.

[@KVX21]

Keep them U-joints strong

[@cobracommander2297]

excellent videos thank you

[@richcollins513]

8:25 That Graph needs fixed. Camshaft needs moved between cylinder heads and intake/exhaust. All the bar graphs are the wrong lengths to represent the values they hold. Other than that this video was great. I would love to ask you what the very best cam for an L31 with vortec heads would be. I have a 5.7L 350/V8 Vortec, I really need to pick out a cam that requires NO machine work but gives me the best street performance before I install the Edelbrock Pro Flo 4 System that I got for it.

[@TacoJoe]

What kind of project car/truck are you installing it in (ie- daily driver / 1/4 mile setup - off road / etc?)

[@geranwilson8813]

Save yourself the headache get your way 468 big block for both Main with a supercharger you cannot go wrong

[@joevette6290]

Since you're a great performance person can you help me rate my 72 vette's horsepower?? Its got a 350/ 331 hp GM crate with aluminum intake elec.ignition rochester 4-barrel headers and 2 inch pipes to magnaflow exhausts M-21 and 3.36 with aftermarket front and rear VBP single leafs( with 400 lbs removed from 3200 lbs weight! Thanks bud I love your video!!

[@TacoJoe]

good motor- your vette will like the torque more than HP with a motor like that. Gears are your friend in a vette (heavy) -but- unless you have a OD gear, I'd keep the 4 speed with the 3.36s / thanks for the comment

[@VladTerrible]

1st I think: Also, Boost

[@davedavis775]

The LS would have never happened if it wasn't for the 90-95 LT5 and ZR1 . Chevrolet engine and power train thought 250 h.p. was it for power with limitations placed by fuel economy and emissions requirements in the early to mid 80's . The L98 made 245 to 250 h.p. net . The Lotus team's target was 400 h.p. for the LT5 and they achieved 375 initially for 90- 92 . The LT5 showed the Chevrolet team what was possible and they created the 92 LT1 using reverse cooling which by cooling the cylinder heads first and block second allowed them to increase compression ratio to over 10 to 1 . Auto makers are working years in advance on the next model . It never sat well with the Chevrolet guys that they were not asked to develop the engine for the ZR1 . With what they had learned from the LT5 program and developments made with the LT1 & 4 . They set about in the early 90's to develop the next engine for the C5 Corvette . The Lotus guys lead by Grahm Behan were working on an improved LT5 using variable cam timing and some other improvements to create a 475 h.p. net LT5 for the ZR1 . Unfortunately the plug got pulled on their efforts in 1993 . The remaining LT5'S all got used up in 94 and 95 ZR1'S. The last year 96 C4 got the improved LT4 in Grand Sport and Corvette Coupe and convertibles . So why not a dual overhead cam power plant ? It was decided the new C5 would have an even lower hood line . The LT5 with its taller quad cam also carries a bit more weight up top . The decision was to go with a new design of an all aluminum pushrod V8 that would be cheaper to produce and fit under the C5's lower hood line. Yes the Chevrolet team learned from the Lotus guys . Initially GM had wanted Lotus to design new cylinder heads to fit atop the Chevrolet small block . This had its own problems and limitations and why it was rejected for an all new design using an entirely new and different block . So no LT5 probably no LT1 and no LS1 . The other part of the equation is that engine management systems were not up to par in the early to mid 80's . The 90-95 LT5 was the first Corvette only engine not used in any other car . Now the new C8 Z06 power plant follows that tradition.