520 MOPAR Monster - Dyno Duel - Headers vs Manifolds

here i am i'm back from the holidays and what do i got on my dino a 520 stroker 440. [Music] [Music] welcome to nick's garage and everybody knows me i built a lot of american muscle car engines if you guys can remember just about a year ago i received a 71 gtx 440 car belongs to someone uh his name is john in uh staten island new york and he had a 440 build with a stroker for one reason i don't know but it's a matching motor he had it built by someone in new york i don't know who and the reason john sent the car to me is because you know the engine came in here and i had it running cold or hot it sounded like a diesel engine you know it was idling it's warmed up and it sounded like it looked good and you know that's something you don't want to hear because it's a 440 muscle engine from dodge and it does it's not supposed to sound like a a diesel so after going through the whole car and then i went through the edge and took out the edge i looked at everything i realized that pistons were i had a big piece of the wall clearance and business slap and then the business that he had on before because it's a stroker the pieces that he had on before hardly any skirt and which causes a rocking motion when it's running on the engine it causes like a diesel it goes and this is what john was not liking at all with the uh sound of the motor so i told him that we have to have custom-made pistons because it's a stroker with a longer skirt so the new pins i've got in this engine are 7 16 longer than these pistons are so the skirts are longer by 7 16. and the reason we waited a long time for these pistons took like roughly six to seven months is because these pieces were custom made for this 440 because i needed a pistol with a longer skirt so i've got them on this engine we got to put it together and i put back the same crank which is a which is a 4.375 stroll with the same original aluminum heads from a 440 source the original cast iron intake which belongs to the gtx which is a 71 cast iron and it's also a matching motor to the car i put back the factory lockers i put back the original cam that he had which is from a comp cams but anyways everything's the same except the pistons and just before we took it out of the car this engine was equipped with exhaust manifolds but here it is knowing it is a 520 cubic inch i had it put on the dyno so i could get some testing done but i said you know what i'm not going to put the manifolds on i'm going to try it with headers the reason why it's a big motor it should have headers [Music] now i've got it put together here so i want to get it running with the headers let's see what kind of power and torque we're going to get out of this thing it's a humongous motor with a simple cast iron intake model 4 which is the genuine piece with an 800 cfm elder block carburetor [Music] now if you guys are wondering if you guys have noticed that this car was on the lift up here for quite a few months because waiting on the pistons so i finally brought it down got some of the accessories out of the truck so i could put the engine together to put on the dyno so here's what it is you know one of my favorite cars the gtx on the rotor and one of my favorite cars is the 71 body it was only produced for two years it's a beautiful car you know it's it's it's a sexy looking car what i should say it's one of my favorites you don't see two minutes around you only made two years 71 and 72 the world runner gtx and also the satellite which is a wraparound bumper in the front it is a beautiful car i love it and i just can't wait to get it to run again so i'm just going to get it running warm it up do some testing i have no idea what we're going to get with this and then after that after all that's done i want to tune it in with the exhaust manifolds now we're talking about a 520 cubic inch exhaust manuals on a 520 with the same silver heads with the same stroke crank i don't know what it's going gonna do but you know what let's get it started see what we're gonna pull out of it and then we'll take it from there [Music] you know i i don't know why but it's such a beautiful car why did john build a shulker i don't think he knows either because uh one of the engine builders that did the engine for him said you know what why don't you go stroker for what reason it's a cruiser it's a matching number car it's a beautiful car i wouldn't have done a stroke or anyways but anyways you know it is what it is my goal here is to make sure that it's nice and quiet with all these pistons yeah something to say go ahead first because the fact that it's a numbers matching engine yes it is usually when you have numbers matching engines especially under about high value cars why do you go and modify it why don't you just get another block if things were to happen it's not the original block this is the original engine to that car yes something was to go wrong you're taking a gamble you know i see your point but you know what we're not going to go crazy pushing this motor i'm just going to make a few tests with the headers just for my curiosity versus the exhaust manifolds which you can help me put back together so let's make a few runs the way it is so let's get it running and let's see what we got as results with the headers you folks ready okay let's get it running [Music] i just want to give you guys a description on this engine right here here we got a engine board 4.355 engine stroke is a 4375 totals 521.4 cubic inch that tells it's a stroker we're going to start the rpm hopefully at 2 500 rpm and take it to 54. from what i think i don't need i don't think we need to go higher than 54. so let's see what it does let's get it running and check the air fuel ratio check everything and uh timing is set i got a 34 degrees max and uh where it was before i put it in the same place exactly and now i just need to get it running see how it goes okay are we ready here we go and we do not need to break in the cam because it's the same camera lifters that came with the engine so all we need to do is just get it warmed up and start doing our testing [Music] so [Music] [Music] [Music] [Music] [Music] [Music] [Music] [Music] i just want to say one thing this engine where we built it for john i don't know when it was i guess it was uh a couple years ago or so yes it was uh in 2018 he pulled out uh 486 horsepower at 4 800 rpm and pulled out 628 torque at 3600 rpm now this is a previous dyno sheet i don't know uh if this was tested with exhaust models or headers i've asked john john did not know either but doesn't matter we're just gonna use what we've got on my dyno and what we got here with headers and then versus exhaust models right after this and look what surprised me is the cooling temperature the coolant 128 degrees fahrenheit you don't run the engine that's pretty cold 130 just under 130 degrees fahrenheit i like to test the engine at least 163 to 180 so that's where we're going to test it this is kind of strange at 130 this is not what the engine sees 128 degrees fahrenheit so we're going to warm it up and do it our way and here we are in this garage let's do our best here we go sounds pretty good let's go we're running at 169 170 degrees so we're going to run at a 170 degrees fahrenheit coolant here we go so okay let's see what happened we ran at 170 degrees fahrenheit and let's see what we got with it all right here we go wow 528 530 533 540. okay this is what we've got here with the handles on a 520 cubic inch we ran at 176 to 180 degrees fahrenheit 184 which is uh what the car really sees that's what the engine sees actually when you're driving it so we started at 2 700 rpm we pulled out a 528 but the max torque our highest numbers were right now at 542.3 was the uh torque and the horsepower was 449.3 okay 4 900 rpm which makes sense with that type of camera with this intake manifold so we're at 450 horsepower this is this is a 520 could get you guys you know i'm not surprised it did not reach the 520 horsepower one horsepower cubic inch now with that intake manifold that's for sure and those are small heads for uh for the purpose of a 520 cubic inch it's not gonna happen but anyways this is real numbers this is what i've got it is a matching motor i don't want to abuse it but i've realized that the uh i believe the air fuel ratio is a bit on the rich side which is in the low 12s which i'm not crazy about but here i'll show you guys the graph if you want to take a look maxed out 542.3 torque and the horsepower was at 449.3 so there you have it if you wanted to go back to make a one horsepower for cubic inch with this silver heads for five to one cubic inch also with that type of intake manifold it ain't gonna happen that is a guarantee even though i did use uh exhaust headers to do the uh job you know i'm trying to max out the horsepower for uh john but i'm using with what he has that's what he came in with i'm using all the same items except for the longer skirted pistons with the same compression ratio well you know what let's do one more test i'm just going to advance the timing two degrees make another test back to back with the headers let's see if we achieve anything are you guys ready let's do it i do not need to put a timing light on i'm going to advance it to degrees with my knowledge and i think we'll get it done so [Music] okay here we go [Music] okay that should be there okay let's make one more test at 36 degrees here we go oh by the way we are using a 94 octane we have a cylinder pressure of 180 with aluminum heads so the pressure is 180 i said and we brought it to 36 degrees timing and let's get it to 170 degrees fahrenheit like we did earlier and let's do the test and here we go you know we have a lot of views or watch our channel but you're not subscribed so please guys hit that button subscribe man and share it with your friends please it doesn't cost anything it's free so you guys you know all of you watching my channel please subscribe and do not forget also share with your friends thank you i'm ready oil pressure is good i want to bring the temperature to where it was before okay here we go so i want to do a little printer on the previous test we're going to see uh i wanted to compare the test with the 34 degrees versus 36 degrees i noticed the torque at 29 was 551. he's got a torque monster that's for sure he's got a torque monster oh my god i made a big number big difference number wow the torque increased quite a bit at 36 degrees we're in the 550s at 28 2900 rpm wow big numbers okay okay let's take a 34 degrees like i said earlier this is at 34 degrees this is at 36 degrees and here we are okay i should try to get at a lower rpm we ran at the same water temperature 175 degrees fahrenheit up to 180 on both tests we advance the timing two degrees on the second test we pulled out an easy okay at 2700 pm we had a 528 on the uh 34 degrees and on the 36 degrees we had a 551 at 900 rpm horsepower 453 at 4 900 at 36 degrees and at 34 degrees we pulled out a 449 at 4 900 rpm again so you know what that's the timing really helped on this motor with the headers on so there you have it so now i'm going to show you the graph on this test the one we just did at 36 degrees here we have it 551 there you go and 453 hp you know what it is you guys it is what it is you know it might be a big motor but uh you know it's a big motor needs a lot of air and those cylinder heads and this type of cast iron factory intake mount will not uh provide enough air for these type of cubic inch but anyways you know it's not about numbers we got a 551 torque we got almost at 440 453 horsepower it's not bad so you know what maybe i'll mount it a little bit more maybe we'll go to 37 38 degrees make one more test and then we'll stop right there what do you say go for it let's do it i'm gonna advance it two more degrees and then we'll see and after that we'll go to the exhaust manifolds [Music] down [Music] [Music] okay let's go [Music] all right here we go we're at 38 degrees i'm not going to go further than that after that we're going with exhaust manifolds so let's max out the horsepower with what we've got and here we go [Music] my main concern not looking for power when i'm concerned about that engine does not sound like a diesel when i'm done with it [Music] okay here we go we'll bring it to 170 degrees fahrenheit like i've done it earlier with the other tests don't want to be consistent okay here we go so okay let's see what we got so we lost a couple of torque we lost about five horsepower so you know what i'm going to put it back at 36 degrees leave it at that and let's install our exhaust model see what we get okay here we go [Music] i'm just i'm gonna put the timing back give me a sec we're doing the manifolds now [Music] okay i put the timing back at 36 degrees now leo and i we're gonna put on the exhaust model the way it's going to be installed in the car here we go [Music] [Music] so [Music] [Music] so [Music] so [Music] okay we just got the exhaust mounts installed there leo and i we know we're gonna lose some torque and horsepower how much i do not know you know we're using the same setup i'm not changing anything because this is the way we're gonna install it in the car with the same carburetor same intake manifold everything the same the way it is so now that we did the test with the headers i want to compare it now with the manifolds with a 520 cabinet stroker you know it's going to be very strange i've never had manuals on a stroker this big before matter of fact you know it is a 520 qb it's that's a big motor and you know you're really choking it you know you don't have the big cylinder heads and you don't have the intake manifold for it and you don't have the big headers for it anyways right now the way we're going to test it so we are choking this monster you know this monster wants to eat a lot of food but with that small intake small exhaust manifolds okay they are high performances manifolds but they were not designed for a 520 cubic inch we got models here that were designed for 440 and a 383 so we got what we got we're going to test it because this is the way it's going in the car this will be interesting to see so i'm just going to get it running warm it up and then listen let's do some testing and see what really happens what do you say folks all right here we go [Applause] so [Music] man here we are 520 with manifolds let's warm it up to 170 degrees fahrenheit and let's go for it let's see what happens all right let me get it warmed up you know we set the timing we put the timing back at 36 degrees and we don't know what it's going to like you know after all we did promotional it's going to be choking the motor up probably going to run a little bit richer now with the uh with the exhaust manifolds but uh so we're going to make a few tests and find out so let me just bring it up to 170 degrees fahrenheit and then from there we're going to take it just want to make sure no wires are touching any we're going to burn the paint off the exhaust model so we'll give it a little while for that i'm going gonna smoke a little bit but it's gonna burn off there airfuel ratio is good on idle the rpm is at 800 90 almost 900 rpm water temperature is 173. the manifold paint is burning off on the right hand side page we just had it painted to match the other side so i'm ready to take a test here we go let's go for it okay first test you know who knows what this is gonna do man this is gonna be something i gotta see here we go this is all new to me so where that mountain really smoked up didn't it a little run so i could burn off the paint that's after all it's breathing getting back into the engine oh later on let it cook off oil pressure is good water temperature is good uh air fuel i believe it ran very rich when i uh went up an rpm yeah it's mid 12 it's gonna be on the rich side anyways horsepower jesus what 453 before what do we got here like a 433 wow that's about 20 horsepower or so the torque the torque uh this is where the big difference is we have a 551 torque on the best as before at 36 degrees at 28 2900 rpm right now our torque with the exhaust mount was brought the rpm further up and we ended up with a 526 at 3500 instead of 28.29 so look at that manifolds brought the rpm a lot higher for the torque the head is brought in at a lot less rpm okay we're going to match this up after i'm going to make a photocopy after by the meantime i'm going to make another test back to back i want to make sure i can get all the smoke and the paint burnt off on the mountain we'll make a further testing here let's see the graph here we go pretty flat pretty good here 526 torque versus 551 before 432 torque versus 453 so we lost what 20 horsepower with the manifolds on a 520 cubic inch that's not too bad it's really not too bad okay wow i'm really surprised i thought it would lose a lot more power than that but i just can't figure out on the test that i'm not from the previous dyno whoever did the engine in the first place i don't know where he got 400 he got 486 horsepower versus uh a 628 torque on his engine and uh adams i'll go to the details after let me just finish our maximum uh performance on this edge with the manifolds and the timing air fuel ratio if i have to and then we'll see okay so we're gonna make another test back to back here we go 171 okay i think we're good here we go okay let's see what we got here oh same thing no change all right well no change at all same thing back to back here let me just shut it down here we go all right same power same thing 547 i don't think i'm gonna play with the timing it sounds good there where it is i'm gonna write down this is with headers and this is with exhaust manifolds wow the rpm came up a lot higher versus the headers that the headers came in uh almost 1000 rpm less rpm like in the late 20s we got the uh full amount of torque up 550 with the headers here we are at 5 30 at 3800 rpm and horsepower maxed out at 4 35 at 51 100 rpm wow and horsepower dropped wasn't that much well like 18 nike horsepower less with the manifolds versus the headers not bad at all torque yeah we lost about 20 torque yeah 20 horsepower 20 torque well not bad for a 520 cubic inch motor you know it is a small intake small heads with the manifolds versus uh the headers i think we lost 20 horsepower 24. you know i thought we're going to lose a lot more than that but that's pretty cool you know it's still running 533 or something five sorry 529 530 torque which is pretty good i'm gonna finish off for you where we are right now so just to tell you guys the bottom line my goal is to get this engine running maxed out which i think i have which i'm going to do some further tuning right now so anyway so i'm going to let go right now but in the meantime with the 520 qb stroker with this engine the weight set up the way the customer has brought it to me we have a loss of 20 horses 20 torque versus headers versus exhaust monopoles on this setup you know like i said earlier it's got a 800 cfm ultra black carburetor it's got the 440 source cylinder heads which is a copy of a 906 he's got the original 71 cast iron intake manifold with the high performance exhaust models from 1971 also it is a 520 stroker everything else is all the same we put all the same parts back on the cam the lifters cylinder head the oil pump and so forth crankshaft and this is the result so like i said the engine just came in so i could shut down the noise of a diesel engine that's my concern but then now we got the horsepower we're looking for and there you have it so if you guys want to take a good look i'll tell you where we left off this is what we have there you go there's a difference between the two engines right there hitters versus exhaust manifolds it is a matching motor i don't want to abuse the engine i did not have to test it with exotic exhaust with the headers but it was my curiosity to see what's going on so there we have it i just wanted to see what a big circle mode would be the difference on headers versus exhaust manifolds but i'm really impressed that we only lost about 20 horsepower and 20 torque you know if this was my engine you know annoying it's a 520 cubic inch you know i've lost about 20 horsepower and 20 torque with exhaust manifolds versus headers but in the long run you know instead of fitting headers and fighting all the tight fits on these cars i go all the way with exhaust models on this setup [Music] so there we have it we got the 440 running everything went well it's good ready for installation here it is and after that when this is done and ready to roll test it wait you see the next row coming up it's going to be eugene's charger 500. stay tuned and thank you for watching here on its garage [Applause] [Music] so [Applause] [Music] [Music] so [Music] and you guys if you look down below the video we have a whole bunch of merchandise that you guys can 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Channel: Nick's Garage

Views: 131,830

Keywords: Nick Panaritis, Nick's Garage, Indy Auto, Engine Builder, Dynamometer, 440, six pack, mopar, Chrysler, plymouth, dodge, classic car, muscle car, challenger, charger, Carburetor, Dyno room, Engine Room, 241, hemi, MOPAR, 454, Chevrolet, Big Block, Road Runner, 1969, b body, Drag Racing, quarter mile, 427, BBC, BIG BLOCK, Merlin heads, dominator, Chevy, Bow tie, Edelbrock, Thumper carbs, Classic, Antique, Big three, Father, Son, Project, GTX, 1971, stroker, 520, custom, pistons

Id: 4aCrhEe8UaE

Length: 36min 0sec (2160 seconds)

Published: Mon Aug 30 2021