How Camshaft Timing Affects Engine Performance - Engine Power S8, E7

The first-generation Chevy Small Block deserves its reputation as a powerful and reliable engine. It’s the foundation for an old-school stroker build with an emphasis on durability.
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PARTS USED IN THIS EPISODE:

[@mtd610]

We want max power low to mid. Continues to tune 3500-7000...

[@michaelszczys8316]

We're looking to drive it mostly low rpm four- wheeling - - " okay, we'll set er up for quarter mile "

[@rayhope7957]

@@michaelszczys8316 and tell every body it's stock....

[@michaelszczys8316]

@@rayhope7957 in late 60s my brother in law had chevelle with 283 he built that had weird Duntov cam you could get from a dealer that made all kinds of horsepower over about 4000 rpm but not much at low rpm and at idle it sounded pure smooth stock. He would tach that thing up and pull the most ferocious tire boiling burnouts you ever saw in front of my house. As a young kid I loved it.

[@ryantexada9269]

@@michaelszczys8316 283s can rev to the moon and back when you build them right, there's a nova on KZbin that can go to 12000 rpm but every video its been rebuilt and bored a bit

[@michaelszczys8316]

I think I've seen it, thing just explodes off the line.

[@bunky8077]

Really shows just what an advantage variable valve timing is on a modern engine.

[@edwardmyers1746]

@@bigboreracing356 Ford has deffietly developed incredible VVT systems, the coyote being one great example in its capabilities and the 3.5L EcoBoost is another

[@crannyscustoms]

You can all thank Honda for all those technologies.

[@edwardmyers1746]

@@bigboreracing356 LOL the 2.7L is pretty decent but I'd much rather take the 3.5L. If I cant get the 5.0 I'd at least get the next biggest option 😆 and one that's been out and tested for much longer...

[@crannyscustoms]

@@bigboreracing356 I don’t see how that’s comparable to variable valve timing and electronic lift control also know as VTEC. And it’s newest variant IVTEC. I for Intelligent. Have a google on how it works it’s genius.

[@crannyscustoms]

@@bigboreracing356 your mistaken in what your saying but that’s ok. There was no variable valve timing or variant in the 40’s. sorry.

[@Carl_Jr]

As the great David Vizard says, if you have to change the cam timing that much to put the engine in the RPM range you want, you chose the wrong cam.

[@HammerHeadGarage]

I wanna see how many pens he can actually fit in that pocket. lol

[@slabbusterrtr7690]

He every has one explode they all may go if they do hes a gonner 😂

[@eknaap8800]

You 'wanna'? You really 'wanna'?? REALLY? WANNA?? 😢 Grow up.

[@philmartin4863]

Tons of us wanna see the same thing

[@michaelszczys8316]

I'm wondering right now if there is ANYBODY on KZbin land that can still talk with their hands in their pockets.

[@Rick-O-Shay60]

What's comical is now Jr. has just as many in his pocket as his mentor.

[@burtvincent1278]

Don't worry about the exhaust valve closing, the piston will help it along.😊

[@ericabercrombie6780]

Owner: "This engine will spend its life at low rpms." Pat: "We'll be using a single plane intake for this build." 🤦‍♂️

[@blackopsrocks]

right? and a solid roller? got to be kidding me.

[@KingJT80]

@@blackopsrocks thats a really small solid roller. 236/242 at x lash is pretty small

[@b.c4066]

With 383 cubic inches and afr 220 race prepped heads.🤔

[@b.c4066]

And a really wide duration spread, that cam on a 108-106 would probably work out better for what they want it to do

[@blackopsrocks]

@@KingJT80 and its 100% unecessary. Its not appropriate to run a solid roller at all.

[@sddirt6840]

I surprised they used a single plane manifold seeing as they're going after low end power

[@Scubasteve22]

220 heads are not ideal for 4x4 use

[@CarsandCats]

The ENTIRE build was for a drag car and not an off road truck. This episode made no sense at all.

[@artysmotorsports]

Just when I thought I knew my way around an engine. You guys are like no you don't 👌👌

[@magellanstravels]

Bad engine combo for low rpms, but a great article on raising cranking compression with changing the intake valve closing timing ⏱ high compression = torque

[@craigstewart1532]

Yeah, I felt the same way. Single plane intake and a hot roller cam didn't seem like the right combo for a 4 x 4.

[@montebradshaw128]

Decent size dual plane like a weiand, 216-220 @ .050 .470-.500 lift hyd roller cam 112 centerline, 190 cc alum heads (AFR, Brodix, or for the money I like blueprint heads) 1.6 rockers. Cam correct (Google it, variable valve timing) with chain they run on video @ 6 deg advance. 1 3/4 x 30 inch primaries headers... would come real close in hp to what these guys get with ton more tq below 2 grand. A Lil of both worlds YMMV

[@magellanstravels]

@@montebradshaw128 I don’t really have any faith in a sloppy timing chain that tightens up on acceleration. That cam movement will also move the distributor relative to the cam gear. Better just to have a tight lobe separation angle cam advanced 4 degrees with an advance limited distributor (10 total). Set he total at 36 by 2800 rpm, and dial in the idle adjustments. This valve/ignition timing has worked amazingly for me both on both small blocks and big blocks

[@billmelcher1794]

What is with the single plane intake manifold???

[@gentilejoshsaved1646]

This was great for my learning style. Thanks guys great intelligent, well done shows. I love your enthusiasm also. I would love to see a 2500 to 5000 pull. For this application especially.

[@swampcritterisbackbaby1740]

Yep. Highway rpm power levels would be nice.

[@Roboticgladiator]

Not sure why they used a single plane manifold for a low to mid rpm mule motor.

[@OldGriz708]

It was what they already had and was a set with the heads.

[@popwarner8029]

Because they aren't building a mellow street engine.

[@stevengawlik1282]

Love the show! I just wish some lower RPM pulls would be shown. I'm an off road guy and don't spend a whole lot of time at 4+k

[@Torquemonster440]

Most engine dyons dont accurately measure output below 2,500-3,000 RPM. They just have a difficult time accomplishing that from what I've been told.? Not 100% sure why exactly. It may have to do with the resistance that is measured with a dyno is applied via water.. so possibly the instability or inconsistency of the water at low RPM perhaps ? Still, just a guess

[@flinch622]

@@Torquemonster440 In the case of a carburetor, that's weird territory - most dyno tests would like to be on mains, and away from transition. Tuning would add focus on IFR, idle air bleed, PVCR sizing, and the accelerator pump shot being midrange. You are right about there being a floor - if engine dies upon loading up, test fails.

[@burtmoore2101]

Great episode you guys, you're making me want to switch timing chain kits, and definitely t/c cover! Good thing I'm early in the build process.

[@Randomgearhead]

Should sample lower rpm to show torque difference

[@GhostMerc86]

I make a similar comment on most of these videos. I want to see lower rpms measured. Tell me where it starts making 80% of its peak torque.

[@johnterpack3940]

Dynos don't work very well below a certain RPM. That's why you never see that.

[@towgod3096]

Why the single plane manifold? And for a TORQUE motor, why so high in the powerband for that matter? What's the torque / hp numbers from 1,500rpm to 3,500rpm?

[@dbarr8261]

I agree, single plane makes more power up top but lower power in low to midrange.

[@towgod3096]

@@dbarr8261 yes, and they stated at the beginning of the video that this motor was going to be a bottom to mid - range motor. What was the point of the video?

[@Torquemonster440]

Yeah , I was scratching my head at the intake choice too. But , I think they ran with the single plane because it was the mate to the AFR heads. Still , a dual plane would have been a much better choice.

[@177SCmaro]

Some dynos can't load an engine effectively at low rpm.

[@dennisbelk3850]

That RPM range is for regular

[@mickannickstraining9879]

Excellent presentation possibly the best I've seen on YT, thank you and keep up the great work!

[@whitewaterdave9683]

Poor Frankie, having to endure Pat's Dad jokes...

[@edwardmyers1746]

@@bigboreracing356 Bahah

[@robertemmons2260]

This episode was perhaps one of the best ones that Pat has made to date. Finally an episode that covers torque for the stump pulling numbers that us off readers require. On a side note, I love having the VVT in my Gen IV 5.3. Not only do I have better and slower off road control, but also the better top end for highway speeds.

[@b.c4066]

Too bad they used the wrong intake and cam specs.

[@wyoming4x431]

Great little tuning video! Excellent info comparison on the dyno! Stout little chevy!

[@thelol1759]

Really liked the format of this episode!

[@alirezaeskandari2287]

I feel like I'm back in 2006 by watching your videos 😂 It's like a tv show but i love it

[@nexgencarguyscraig331]

It is a TV show, or at least used to be

[@Rebar77_real]

We're the side ho. But we get "Hi youtube!" bits now and then(which we love, thank you!), so feel better about it. Heh heh.

[@firebird70]

Extremely well executed & demonstrated, well done ! I’ve been preaching this myself for a while since i learnt about it, Inlet closing valve angle, cyl cranking compression pressures and Dynamic compression ratio are the real thing to manipulate a motor’s behaviour one way or another. Great vid !

[@rtprecisionmachine6210]

I can almost guarantee that engine will ping itself to death under load at part throttle in that heavy suburban on pump gas with the camshaft being advanced that far. 10.9:1 static comp and 200psi cranking pressure. Wrong combination for that vehicle. Also take the single plane off and use a rpm air gap dual plane.

[@Christian-lf6iy]

My 385” with 11.1, 249/253 @ .050” hydraulic roller, howard 91163 (morel) lifters, Reher Morrison Reversion Plate on top of a ported victor jr. with AFR 195 street port heads with the 8019 springs shimmed a bit tighter, huge dyno headers and a 1200 cfm large mouth 4150 carb or something like that made 597 at 6600 and 515tq. I put it in a ‘92 s10- blazer with a tko... dyno was at Reher-Morrison Racing Engines in Arlington, TX.

[@craigstewart1532]

I thought this was a parody.

[@baby-sharkgto4902]

Excellent video; guys.

[@SophiaAphrodite]

You would think running a dual plane would improve low end even more than a single plane so the pulse resonates at a lower RPM.

[@towgod3096]

I agree, why the single plane manifold?

[@tomjones5860]

They kept stating single plane and other bits were from a different build that was scrapped. But it’s a fair point. $10,000 engine with wrong $250 intake manifold. Oh well. Still made great numbers.

[@KingJT80]

A dual plane is way too small for an AFR 220

[@josephmancini4400]

@@KingJT80 a standard one would be, but a better sized head and an RPM intake that had a little work done would have been a better combo. torque numbers up, and don't miss they're spinning this thing to almost 7000 rpm! thought it was "..going to live at low/medium rpm" :)

[@KingJT80]

@@josephmancini4400 well yeah it needs a 180 head and a 230 cam in a stroker application Would make 420-430 or so all day with a flat toque curve

[@theguy9234]

Why a single plane hi rise ?

[@beller5853]

Cool info! I learned Pat's pockets are both advanced to interference fit!

[@flinch622]

lol... made my day! His waistline might be headed there too, but shhhh.

[@bornfree3124]

Awesome build, I knew they would want the high torque for their application, I learned something new with cam advancement, great motor, i am very envious. 👍😎👍

[@mr.know_it_all]

Why would you put a single plane intake on a street/off-road engine 🤯

[@ripper-wrench]

Look at the torque at 4800-5000 rpm, that's your stall for a drag car. You'd want the cam in straight up. Shift it 6200 rpm's and cross finish line 6600-6700.

[@aaronburratwood.6957]

Engine nerds are awesome!

[@fastmonaro05]

Great Video as I have just put a new Dynotech Camshaft into my Aussie Holden 308CUI V8. It is 314/224 @ 050 plus .484 Ex & .512 Int. I have it advanced 2 Degrees at present. Enjoy this videos as they give you great tech info.

[@kishorejayaswal1500]

Does advancing typically add to low end torque and retarding would provide the opposite?

[@king0cans]

Low to mid range power but a single plain intake? Ha!

[@magellanstravels]

Yeah a single plane and a mid 230 cam. I run a dual plane manifold and a 216 hydraulic roller cam in my 383 camaro, and it rips low and hangs on up till about 5500 (I have full ported sportsman 2’s). I know for damn sure my engine is more in line (sans the heads) with what an off-roader daily driver would want/need.

[@KingJT80]

@@magellanstravels The cam is right for low RPM. that heads in intake match each other...if it was on a 7500 RPM 383 they really needed AFR 180s and the dual plane. nice little street engine

[@magellanstravels]

@@KingJT80 wrong cam for low rpm trail crawling my friend. A trail friendly cam would be around 215-220 @ .050 for a 383. Remember this isn’t a street engine this is a crawling trail cam. Think tow/haul

[@KingJT80]

@@magellanstravels I'd still go bigger a cam like that will top out at like 4500 I'd rather see a 225/230 cam Remember they still wanted to "wind it out" in the mud. So like a performer setup idle to 5500 rpm with a dual plane intake

[@gorkzop]

So I wasn't the only one noticing that

[@raymondwelsh6028]

I’d love to see a similar episode comparing a flat plane crank shaft to just a standard crankshaft.🇦🇺

[@johncoyle707]

if u want hp at high rpm go flat plane crank if u want a real engine that runs good even at low rpm get a crossplane and btw flat plane crankshafts have major 2ndary imbalance at high rpm where they make power btw a flat plane v8 sounds like a 4 cylinder

[@AG10CH17]

Love the knowledge and enthusiasm you guys bring! Watching all of your videos has helped me out so much!

[@knowyuhgrow420]

Thanks for sharing

[@JohnSmith-ok9sn]

Anything BUT the advertised topic. I came here to find out about camshaft timing, but all I've got was a quick glance an some ad placement.

[@robertkington2084]

That truck is not 10k lbs.

[@VolksTrieb]

Very informative video! Love it! Just found your chabnel, keep up the work!

[@frankkeener4755]

BEAUTIFUL ENGINE GREAT JOB!!!

[@andrewtreloar7389]

High-rise single plane intake for an engine that will spend most of its life at the low to mid RPM range.....ummm, no!!

[@ronbaker7501]

All these clowns pretend to know everything. You can tell they read off cue cards and are intended only to sell products and commercials. How stupid do you have to be to listen to this crap!

[@ryantexada9269]

There were a few things wrong with this build 1. He used a post 86 roller block but used retrofit SOLID lifters designed for pre 86 flat tappet blocks. He shouldve went with stock style hyd roller lifters with the spider that screws into the threaded parts of the lifter valley, also that way he could've had zero valve lash instead of having to set valve lash from time to time 2. Shouldve used a dual plane intake instead of a single plane for a low-mid rpm trail monster

[@vin605]

Awesome guys very informative

[@colekitten1367]

The way Frankie looked at Pat when he said are those guys stuck in the 80s

[@sepg5084]

If the engine will be living primarily at low to mid rpm range, why are they starting the pull at 3500rpm? Why not 2000 so that we can actually see the torque at low rpm range?

[@k.c.williams3385]

Great episode

[@fd797]

I am curious why, for a low rpm engine, two things. 1) Why using such big ports and valves, and a single plane manifold. 2) Why dyno running from 3600 rpm up. An off road rig should seldom see those rpm's. But, fascinating learning about the cam timing - thank you.

[@donniesullivan2700]

Great video

[@macthemec]

I have a audi with a 2.7TT and i adjusted the timing about 1° on the crank to shift the power curve down in the RPM range and it made a huge difference in off the line

[@ramonbarrera392]

Awesome nice work

[@CamaroRick]

Love the technical detail in this one! Very cool to see the movement of the curve. Thats big gains down low and all the way up to 5500rpm. Plenty to make the axles sweat.

[@clintxxx2875]

AMEN!

[@lewisdeclouette6342]

Man I love this show

[@michaelszczys8316]

Every time these guys talk I keep hearing the cash register bell sound.

[@RestorationObsession]

If I had a shop like that I would never leave it

[@copisetic1104]

That’s way high in rpm than I run custom engines for off road. I like torque between 1500 and 4500, could care less about any power over over 5500 rpm.

[@62-62]

Pat the PEN man is in the house! He’s an awesome top hand motor man and a great guy too!

[@banderlog221]

GREAT VIDEO!!!!!

[@lonnien.clifton1113]

GOOD WORK YALL

[@ceasar9456]

Thanks!

[@THROTTLEPOWER]

Always enjoy Powernation!!!!!!!!!!!

[@BulkInnovations]

Hu$$$h$$h$h$$

[@BulkInnovations]

,😍

[@BulkInnovations]

zz

[@bowez9]

So to make a SBC unbreakable step one is to ditch all the GM parts...

[@rayhope7957]

better go to Dart...but chive guys will say oh it's all stock...

[@bjr2379]

Why not use a dual plane intake for more low end torque?

[@MrAcuta73]

Interesting information and barks right up my tree...I'm supercharging a V6 for off-road/Overland use. Low-end torque is all I really want, massive speed on the Interstate is useless to me. All I need is 65mph, and anything more is icing. Caveat is, I'm running SOHC....which is probably going to change things up, but I know I absolutely CAN adjust my valve timing....just need a suitable grind. Kinda wish you could re-do this idea with forced air induction. Gonna be similar enough, but compression ratios need to be lower thanks to being force-fed.

[@docstruthers]

probably one of the most valuable videos for anyone taking engine building serious.

[@truckingswe]

Best video ever som good education :)

[@Laserwurks]

So true 👍 I built a 2300 engine 1978 Ford Cour long bed . Fuel race blue printed balanced 30 over forged pistons. Full race crane cam , some interesting blue racer hydraulics value springs with. 75" bind. A cam timing adjustable sprocket. Stock valves race grind. Ported sock intake . Ported intake. 2 to 4 barrel adapted, 600 holley running on primaries, hooked headers. Cam straight up rpm 7800 with no missing. With cam advanced 4 degrees mid to topend power fell off just past 6000 rpm. It was my parts getting truck 3rd gear speedo hit highbeam indicator. 4th get still slammed you into the seat rails. Note I was going to turbo but there was no need for it.

[@VBshredder]

Damn that thing sounds mean as hell in that room at least, Especially noticed when they first fired it up after the install.

[@TonyPret]

Love your show. I have a question, If you have a very good power to ratio how would you tune the engine to go through its revs quicker so as to get better on the road performance rather than big power?

[@theguy9234]

2000-3500 rpm range is what we want to see.

[@krusher74]

yeah, feel cheated!

[@kunu98]

A True truck range

[@clintxxx2875]

Shit, are you out of the converter yet by that RPM? If so, probably a stock as a rock truck that it wouldn’t make a difference if it was at 1,000 or 5,000 RPM! Lol. You’re wanting to see torque/ HP ranges for what most performance vehicles idle at! Lol! Go back to being a keyboard racer!

[@kunu98]

@@clintxxx2875 with gas at 4$ a gal, I’m Gettn those revs as low as possible lmao

[@ronniemaeker9102]

A request. This is for your (always new) viewers that are not sure how the spark plug gets its electricity and in what form (AC vs DC). The way ya'll explain things would make it clear as to the process...battery to spark.

[@willy_larry]

I did the same snorkel as that suburban, the same way, a few years ago. The flex hose only lasted a few months and I was never confident of putting it in water and wish there were a better way.

[@permafrost2064]

I would KILL to have these guys dyno tune my motor. Pat would probably want to disassemble the whole thing and start over, but I would be really interested to see what my 383 makes. Awesome stuff!

[@ChoatesCoatsandCustoms]

This combo doesn't make much sense to me for a low to mid rpm torque engine.. afr 220s, single plane, and a solid roller.. hmm..🧐

[@montebradshaw128]

I agree,, Straight up..

[@mrelectron6220]

Thinking same thing at least loose the single plane for a high rise dual plane.

[@darnellgrays4396]

Reason why it don’t make sense is because they didn’t tell u they used a hydraulic roller cam and solid roller lifters,look at the cam specs,that is an Extreme Energy XR288HR,u can use solid lifters on a hydraulic cam

[@ChoatesCoatsandCustoms]

@@darnellgrays4396 ok that makes a little more sense, but what about the big heads and single plane on a low rpm "torque" engine?

[@darnellgrays4396]

The heads are too big for the camshaft,they should’ve used AFR 195,more torque and hp,heads that flow 250 cfm supposed to make 500 hp

[@craigcontofalsky4387]

Excellent video!! Keep up the fantastic work!😀

[@aaronwallace8397]

10:04 Y’all put RTV around the outside of the screw holes, then immediately follow it up with a condescending remark about correct balancer installation. Nice. 😎

[@fordilac]

Their idea of low to mid range is a little different from mine.

[@zackpowerusa]

Maybe just me, i hear noisy valve train @12:18? Sweet video!!!!

[@edpetrocelli2633]

I liked this show for 2 reasons: I`ve always wanted to change cam timing like that but dyno time is expensive and so is that T/C cover. 2nd I just finished a build for a customer 3 weeks ago which was almost identical to your set-up. The only difference was we used a set of PROMAXX 200cc cnc ported heads on a 388. It pulled 491 ft-lbs at 3100rpm and 500hp at 6100rpm, thats close enough to be identical to me. The big surprise was the heads are over-seas castings and machined here plus they looked impressive too with small diameter LS beehive solid roller springs. I`ve enjoyed all the shows y`all showed for the last dozen years with the big chevelle guy and the blonde ford guy..........Thanks guys

[@craigstewart1532]

ft-lbs? Do you mean lb-ft?

[@edpetrocelli2633]

@@craigstewart1532 No I meant ft-lbs and I`ll explain. When I was a brand new Mr. Goodwrench in 1970 that`s the way it was in all the manuals from GM and thats where I learned it. Force at a distance, distance to a force....all the same.

[@craigstewart1532]

@@edpetrocelli2633 www.macsmotorcitygarage.com/foot-pounds-and-pound-feet-the-difference/

[@TsunauticusIV]

I’m as anxious as a nun in a cucumber patch

[@patrickdean9797]

funny

[@TsunauticusIV]

@@patrickdean9797 that comment makes me as nervous as a nun at a prison rodeo

[@patrickdean9797]

@@TsunauticusIV i am definitely going to use both of these thanks really good this is the time for funny humour

[@krusher74]

two nuns in a bath, one says Where's the soap? other replies, yes it doesn't it,

[@fromme2u576]

@@patrickdean9797 LOL Patty Mac!

[@salninethousand2496]

Sweet motor but isn't anything close to what the guys wanted - solid lifter cam, single plane intake? Not a trail motor.

[@magellanstravels]

Peak torque at 4000 rpms?? That “Trail” motor is going to need a loose converter to go with those jumbo tires.

[@dodgeguyz]

I would love to see someone develop an add on VVT system for the old school motors!

[@johnkraft7461]

Agreed ! Like the variable sprocket system they fitted but with a viscous clutch hub that responds to increasing oil pressure and retards cam as revs build 💪

[@clintxxx2875]

Just buy and instal a MSD Digital 7 and put some electronics on your ride, program-what you want to do and don’t ever touch a wrench! Lol

[@oldscratch3535]

It really is a great technology. I drive a newer Tacoma with the 2.7L 4 banger and it has dual VVT. You can definitely tell when it engages. The engine is still only 160hp, but you can tell there is a difference in performance above 4K rpm when VVT engages.

[@89StarquestTSi]

Do you want better dynamic compression ratio in the lower rpms or upper rpms? Your modern variable valve timing systems do what mechanical adjustable gears do, but change by so many degrees with oil pressure and solenoids

[@nyplantingsgardendesigners5645]

Good vid.

[@billruss6704]

If the adjustable cam had a set of holes on a Vernier scale you could adjust it more precisely and lock it in. For example, the base could have threaded holes 1 degree apart and the top could have through holes 1.1 degrees apart. This way a set of holes would line up every tenth of a degree and could be locked in with a bolt. This would also give you more exact adjustment.

[@docsmallblock6584]

Nothing wrong with a 383 stroker! Easy way to 500hp! But is it just me or is that the exact wrong intake for what the customer wanted? Seems a dual plane would be more in line for what they wanted (low to mid rpm).

[@clydewatson7889]

... and that's the difference between guys who bolt parts together and engine builders. Forget what the customer wants or the application, just put a 500hp sticker on your air cleaner and don't show your buddies that drag strip dyno sheet

[@EXTRA---LARGE---FARVA]

"It's going to live in the low to mid range rpm range" Ok, we'll build it for a drag car.

[@carlshowalter9629]

Instead of buying the "right" parts for the build,we're just gonna sell you guys some high dollar stuff we got laying around. You don't need a 7,000 RPM motor to go wheelin. You don't need a roller cam,you would want a dual-plane intake and you don't need the aluminum heads.WTF?

[@elainestamper3873]

Good video! I do wonder why you didn’t run the engine with the cam in the straight up timing? And why a single plane intake?

[@haralddavis706]

Hey Pat, in your estimation how much power loss would there be with one half compression point less and 195cc heads ?

[@Rebar77_real]

Neat!

[@XCRiders]

Looks like very similar power numbers to me I don’t think anybody would possibly feel a difference with either set up in the vehicle Still a great build 👍🏼

[@aussiesupersnake6642]

I was wondering why never tested the cam straight up where it was supposed to run,i still think it wouldnt made 500 hp,

[@krusher74]

they just wanted to show the most extreme differences, it would have just given a graph in the middle of the 2 shown

[@machdaddy6451]

You are tempting fate, when you name something "unbreakable".

[@kunu98]

Makes sense. A truck rarely goes over 5000rpm. That’ll be a nice truck, specially with some 4.10 gears

[@MeteCanKarahasan]

Hi, how does the fuel/hr change between supercharged SBC and same output air aspirated BBC?

[@mikethompson2816]

Question for pat I built the black and blue 347 from y’all’s parts list what balance flywheel should I run TKO 600 transmission

[@Torquemonster440]

I know the intake was the matching AFR unit, but I'm really shocked they didn't go dual plane to bump the TQ even further.. probably would have boosted it 15-25 points across the power band.

[@samcharles1166]

What is dual plane?

[@Torquemonster440]

@@samcharles1166 it's an intake manifold that's built more for power production below 5,000 rpm , where 99.9% of off road trucks operate. "Single plane" intakes are generally engineered to produce higher power levels above 5,000 rpm at the expense less low rpm power production. Single plane intake manifolds are generally used for drag racing applications.

[@ShawnGilbert1967]

I liked the concept but a solid roller in a daily and ive tried every variety even dissimilar metal bushed pressure fed lifters...they all eventually fail.... I've had real good success with a hybrid roller lobe and dual pressure oil pressure fed solid rollers with a street ram base converted to sequential MPI on my BBC.....500 smashes and years of duty....

[@b.c4066]

Especially when they'll be lugging it up steep inclines. Looks good on a chassis dyno with super cool water temps, but in a suburban, with mild converter, loaded up and yanking a fellow trail rider out of the mud... Detonation city. Agreed, it's a recipe for disaster.

[@jessesyfie7244]

Id like to see 2000 to 3500 rpm on this intake centerline test and what its showing for engine vacuum at idle with it at straight up them 10 degrees advanced to weather it picked up vacuum or lost it?

[@edwardmyers1746]

*Most of the comments* "Y u use single plane intake when it needs low rpm torque"