Upgraded Induction and Valvetrain Makes Great Power on our Small Block Mopar - Engine Power S9, E4

[Music] you're watching power nation stroking this mopar magnum gave us a sizable power game today we finished the job with a bigger cam along with free-flowing cylinder heads and an intake manifold welcome to engine power we recently did some work to our 360 mopar magnum and it made pretty good numbers here in the dyno room but there's more to do and that is what we are diving into today now i haven't missed a dyno session since 2014 i leave for a half a day to go to a machine shop and this type of thing happens but in all seriousness nice hustle but what did i miss well check this out where'd you get that mom old school we wanted to see how making just one big change would affect the power output of a 360 mopar magnum a baseline dyno run on the stock engine yielded peak numbers of 305 horsepower and 414 pound-feet of torque then we added 420 thousand inch of stroke using a stroker kit increasing displacement to 410 cubic inches instead of upgrading the camshaft cylinder heads and valve train like we normally would we reinstalled the stock components the mopar put out peak numbers of 334 horsepower and 490 pound-feet of torque that's a 9.5 percent jump in peak horsepower and an 18.3 percent increase in torque then we ditch the one inch spacer and added a bigger 950 cfm carb giving us final peak numbers of 339 horsepower and an earth rotating 498 pound-feet of torque today we're going to give our stroker magnum the upgrades it deserves including new cylinder heads intake manifold camshaft and more getting the distributor drive shaft out can be a little tricky but with some needle nose pliers and a gentle touch it will come free figure it out [Music] we were impressed on how well the stock components responded to the increase in cubic inches it shows you can make a great street engine with factory engineered parts but of course we're always on a quest for more power very nice yeah when the carbon looks like it's sprayed on with like a spray can that means everything else is going pretty well these things have a decent combustion chamber they do i mean and they're not big either it's you know 60 cc's right so it helps with compression but no everything looks really good bores look really nice we'll organize the stock lifters in order because we'll reuse them on the new cam since the new cam is a hydraulic roller as well the lifters will work just fine to access the camshaft we'll have to remove the balancer oil pan and front cover [Music] this is as far as we are tearing this engine apart it looks good everything ran great and we have a very solid foundation with our 410 cubic inch forged rotating assembly all we have to do now is get it cleaned up and get it ready for a spicier array of new parts first we're going to get rid of some of these stock parts and put them in storage in case we want them later and then before we go ahead and put our camshaft and new induction package on we're going to do something that we love to do to every engine and that is painted a very nice color now we usually don't pick conventional colors this time it's no different because the engine is fully assembled we'll clean it by hand and mask it off we'll put down a coat of primer first this promotes adhesion fights corrosion and gives a solid base this ensures consistent color when painting the engine people don't associate beige with a hot rod engine but we think this is going to look really good when we're done trust us up next a high performance induction package is crucial to high performance in the dyno cell while the paint on the engine block is drying we'll go ahead and throw our valve covers in the sandblasting cabinet to take them down to bare metal you can prep them by hand but if you have a blast cabinet it saves you a lot of time and ensures a nice clean surface for painting after thoroughly washing out any of the sand we'll repaint the covers cummins beige along with accents in ford red reassembly starts with a bigger camshaft from comp which features an off-the-shelf grind duration at 50 000 lift is 236 degrees on the intake and 242 degrees on the exhaust lobe separation angle is 110 degrees and with a 1.6 ratio rocker it will have 581 thousandths lift on the intake and 578 thousands lift on the exhaust we'll install a new billet double roller timing set from summit racing equipment this allows us to adjust the intake center line now that pat has our camshaft installed in our engine and he's getting it degreed we can go ahead and talk about our induction package and for that we're gonna be using this trick flow setup that we got from summit racing equipment it all starts with our powerport 190 cylinder head this has a 190cc intake port and it's been cnc ported so it flows up to 301 cfm at 700 000 lift it all goes through a 2 inch 20 intake valve and a 1 570 exhaust valve on the way out it has a 60cc chamber which is actually the same as the stock so that will help keep our compression ratio up these heads are set up for a hydraulic roller application so they have a one 550 od valve spring that has 420 pounds per inch of rate and should have around 136 pounds at the seat now we're going to be topping that off with this trick flow track heat intake manifold that's specifically designed to work with these cylinder heads it has a square bore flange that takes a 4150 carburetor and it is a single plane design but it has nice long runners that are great for street applications or something a little bit racier before we can do all that though where'd that cam come in at on a four degree advance key on the crank it comes in at 101 and a half that might be a little too much but we'll back that off then we can get all this stuff on back her up we backed up the cam to 105 and a half degrees intake center line which will be four and a half degrees advanced then we slid on our freshly refreshed timing cover and a summit racing sfi certified balancer after the balancer is seated and the timing cover is aligned we'll finish tighten the bolts on the cover [Music] a new one-piece oil pan gasket comes next followed by the color-matched oil pan this time we're using a set of cometic mls head gaskets with a 404 and a compressed thickness of 40 thousands this will put our calculated static compression ratio at 11.05 to 1. one great thing about these trick flow heads is that they are designed to work with both an la series and a magnum small block you do need to run the appropriate rocker system for your setup arp head studs will provide the clamping force to keep our cylinders sealed up tight accurate torque is important for any engine build and that's why we picked up this matco half inch drive flex head electronic torque wrench with angle measurement capability now that is nice because when you're doing oem fasteners that are torqued to yield usually you have to attach a separate angle meter this wrench does all of that for you it also has four different ways of indicating torque which is an lcd screen progressive leds an audio alert and it vibrates in your hand another nice feature is you can do nine different presets for torque so if you're torquing in multiple stages like we will be on our engine you can pre-program those and once you get done with your first torque you hit your program button and it goes right to your next torque and you can keep on going it has a 72 tooth head and that gives you a 5 degree swing so you can get it into tight places another thing that's great is it has a range of 25 to 250 pound feet and that will pretty much cover anything you will run into in an automotive application we torqued the studs in three stages to a final torque value of 110 pound-feet being able to change the torque value with the touch of a button makes the process that much easier that's nice isn't it that's very nice just to be able to like punch it and do the next one i love that success [Music] up next we upgrade the valve train drop on a big carb and drop into the dyno cell [Music] now the rest of the top end of our mopar magnum continues with putting the hydraulic roller lifters back in their respective bores [Music] new trick flow 5 16 chrome molle push rods are next they are 7 inch 100 thousands in length [Music] the rocker shafts are held in with arp studs there's a couple of options from harlan sharp for the small block mopar this set is specifically designed to work with these heads on a magnum block they oil the valve train through the push rod and the rockers have full needle bearing trunnions and are a 1.6 ratio lifter preload is set at one half turn past zero lash the lsm valve adjustment tool has a built-in torque wrench to ensure the adjusters are not over torqued we picked it up from summit racing [Music] weatherstrip adhesive holds our felpro gaskets in place it's good practice to always put silicone in the corners where the head meets the block this will help prevent external oil leaks a thick bead of silicone is laid on the china walls and the intake manifold is carefully set into place it's tightened down using stainless steel arp bolts you like synchronized swimming i know this is crazy our color matched valve covers get stainless fasteners as well for some extra visual appeal it just so happens that the carb matches our color choice it's a qft annular discharge piece with a 1050 cfm rating and a 4150 flange the distributor drive shaft gets plenty of assembly lube and drops back into place an msd pro billet locked out distributor finishes it out before we get our 410 bolted to the dyno i'd like to discuss something you've probably heard us say a bunch of times before but aren't familiar who they are and that is sfi back in the day when parts were really getting pushed to their limits sometimes you would have catastrophic engine failure or some sort of chassis failure and people could get hurt in 1978 the sfi foundation was formed to create safety and performance standards for parts and safety equipment sfi is an internationally recognized foundation that has over 100 racing sanctioning bodies participating with over 300 parts manufacturers all participating in setting standards for over 85 different specifications these certifications are not only created by the companies that make the parts themselves but sfi established their own test lab back in 1999 so people can send parts to them and they can certify them under real world conditions and that includes things like chassis flywheels bell housings dampeners and a variety of other parts that require that sort of specification when the parts are deemed safe and certified for their application they are given a sticker and a certification serial number and that not only is for parts alone it is also for safety for the individual and spectators things like your seat belts shoes gloves helmets and fire suits all have specific sfi certifications for specific applications a wide variety of sfi certified equipment and parts are available through summit racing equipment and it is even searchable on their website speaking of that our sfi certified billet steel flywheel gets bolted to the back of the engine the fasteners are torqued to 85 pound-feet and finally our finished magnum heads to the dyno cell [Music] up next it's time to make more power [Music] for our first dyno run we'll use the same rpm range as all the previous runs two thousand five thousand so we have a direct comparison yep i've got a little lope to it it's pretty nice yeah even at like a thousand eleven hundred you know idle's really nice runs really nice that carburetor is right there yeah right there yeah actually like this technically needs a like 770 cfm but that's 10.50 is right on it you know and what were you using for rpm for that 6500 which we're a little bit less than that anyways see this is a street based engine i don't think i'm gonna turn over six thousand that's where it's gonna operate is somewhere you know two to five or two to six i think is where it's really gonna be running most of the time so i believe so mode's nice oh nice that is not what it used to be all right no whoa look at that yeah power peaked right at 5000 obviously 503.7 and torque peaked 4500 542.8 you know we downloaded this completely stock the first time we had this engine on right and it is up 200 horsepower basically oh yeah so i just think that's funny just like that big jump number you know now wow there's something interesting right here we have the vacuum hooked up to the pan just to see what it has yeah yeah it's almost has two inches of vacuum in the crankcase with those evacs overlay that with the old one let's look at the old one real quick here this the stroker with the stock heads and stuff wow that is cool how it's even with you know bigger induction at a single plane yeah still matching you know below 3000 is completely matching and then just takes off yeah from 410 to 49 different cylinder head but the they virtually overlay almost number for number all the way up to about 3 100. yeah and then it just takes off then it takes off like a rocket ship because it has all that induction so yeah if you were only driving this particular engine only to say 3 500 you would never know the difference yeah but between before and after you know and i think that's you know those really nice cylinder heads and it's a 190 cc port and the intake has a long run on it like everybody you know because it's a single plane they kind of think that it's going to be a high rpm thing but it's more about runner length and that one has really nice long runners to it it's about runner length and cross-sectional area so here's the first thing i'm going to do without touching anything yep let's run it another 1000 rpm yeah see if we can find the peak oh it loads in really nice sounds good too [Music] [Music] [Applause] oh well absolutely take that 526 horse yep 542 pound-feet yeah wow right there at the top 526 about just about to peek over though you know basically peaking right there and between peak torque and peak horsepower which i mean it's right at 6 000 yeah it's it's it's not going to go any further i mean that's like 1700 yeah between 1500 and 1700 1700 yeah further and i said this a hundred times the further you can spread out the peak torque and peak horsepower your average power and your and your power under the curve gets way better so yeah boy that's going to be an interesting thing and it's going to drive really nice on the street with that spread we're going to make a few changes but before that we'll check the condition of the spark plugs to see how our tune-up looks looks pretty good but i think we can get a little more like grandma's station wagon safe it's nice and safe i think we can get a little more out of it all right let's get to work we incrementally made changes to squeeze more power out of this pump gas mopar landing on 35 degrees of total timing 36 000 high-speed air bleeds and a two-inch tall four-hole tapered spacer [Applause] that's good that's that's not bad for a whole bunch of changes right there oh look at that 550.4 at 4100 537.7 yeah right right at six yeah dang it's up 11 horse yeah so that's nice just for some you know well a little bit of time just tweaking on it just getting that little extra bit out because we have a dyno we can do that would you notice that kind of change on the street probably not because this one you just look at the gas pedal and annihilate the tire right yeah so but on a drag strip where you had everything super dialed in and you were playing around with things sure you could make a little bit of a difference because 11 horses loving horses and it's and it's a constant gain gains the fact that you know we spent just spent a little bit of time easy changes pick up 11 horse and 8 pound feet i mean that's that's just cool that's the point of a dyno i think we definitely you know we use ours for that and this is nice to be able to tune on a little bit more so what did we learn today we have a 410 inch single plane but pump gas street engine we showed that uh well the the single plane really doesn't lose anything on the bottom and diner days are the best days great success in order to tell the whole story you can't just look at the peak power numbers you need to look at the average numbers with a stroker kit and the stock induction the magnum had average power numbers between 2100 and 5000 rpm of 294.9 horsepower and 446.1 pound-feet of torque in order to compare our new induction package in the same rpm range even though it will go higher we'll use today's first dyno run even before we made any changes we gained 54.7 average horsepower and 65.2 average pound-feet of torque this is a huge gain across that range after raising the engine's rpm range and making several adjustments we had averages of 425.5 horsepower and 519.5 pound-feet of torque between 2600 and 6000 rpm that much power in a streetable rpm range makes this a great pump gas hot rod power plant for more information on anything you've seen today go to powernationtv.com [Music]

Channel: POWERNATION

Views: 303,723

Keywords: Car, PowerNation, howto, how-to, diy, automotive, cars, trucks, automobile, do it yourself, automobiles, auto, powerblock, engine power, engine build, horsepower, 410ci Magnum, stroked magnum engine, mopar, mopar magnum

Id: lb7kKjQcR9w

Length: 21min 30sec (1290 seconds)

Published: Wed Feb 16 2022