Like the idea of running pump gas. A lot of guys in that class making to much power and burning the tires off. Definitely have a great driver there and look forward to seeing him run. Thanks for all the videos Al

@goldsgarage8236

5 күн бұрын

Thanks for your comments Kevin.AG

As always a very fine example of intellect, integrity that results in tremendous leadership. I’m a growing fan of this man’s efforts. They’re becoming more of a sermon for myself. Working in the performance engine machine and building industry all o my adult life these type of mindsets are most often the common denominator towards success. I liken them to the John Woodens of the world. Humility towards the basic fundamentals will garner a calm collective approach to success. I’m thankful for these reminders most of all.

@goldsgarage8236

8 күн бұрын

Thanks Hugh, what a nice compliment, keeps me motivated. AG

@hughobrien4139

7 күн бұрын

Thank you for setting such a fine example.

Hey, Alan. I always find your posts interesting and informative. I've built dual-duty engines meaning street and race and have had the same engine perform successfully under both conditions. Running 11:1 compression on 93 octane pump gas without fuel additives. In general terms, the keys were the use of aluminum heads usually with softened combustion chambers, an appropriate camshaft degreed for the application and, slightly limited total advance. Well over 500 H.P. was attained with humble Windsor Small Block Fords I've built in this manner. I'm a Ford Guy and my roots were in Drag Racing but it does interest me to hear you speak mainly on G.M. Engines and Oval Track Racing. I enjoy hearing of the differences and similarities to what I've had the most experience with. One other quick note. I REALLY ENJOYED Your post from a couple of weeks ago referencing Your History with the Blue '68 Z/28 so often seen in the background of Your Videos. Not to self-promote by any means, a few days ago I commented on that video and shared with you a similar parallel story of a Z/28 and how My Ford and racing passion came to be and how it evolved. Thank You again, for Your posts!

@goldsgarage8236

8 күн бұрын

Hello Bill, thanks for the great info and supporting my channel.AG

@allenmarelic9916

7 күн бұрын

Glad to hear good stuff

I can't recall a distributor ever making better numbers over a different one, if I'm swapping ignitions on the dyno it's because it's misfiring.

@goldsgarage8236

7 күн бұрын

Thanks Yarrda, the dyno tests agree with you. The video will be out soon.AG

Don’t forget the track updates!

@goldsgarage8236

7 күн бұрын

10-4, thanks Shane. AG

I like the approach to a more reliable engine build. Me and my Dad used to go watch the dirt track racing behind my dads convenience store that he owned in Wewahitchka Florida. Wewahitchka is about 30 miles from Panama City, Florida. The track was a 5/8th mile track. I had a blast going to the races with my dad. Late Models, Sprint car, and all the other classes would come. My favorite class was Super Street because the cars still retain the factory body, and they were fast. At least to me, they were fast..lol. I know you probably haven't heard of Wewahitchka Florida. Man, that was fun times, and it was about 30 years ago. Time flies....Anyways, I got into drag racing, but I loved watching the dirt track racing. That was great memories with my dad. May he rest in peace. Great memories

@goldsgarage8236

7 күн бұрын

Thanks for sharing your awesome memories with your dad Mike. Very nice! AG

I've done a (cam) timing sweep on my personal 406 Chev, from 6 degrees advanced to 4 degrees retarded, every time I retarded the cam I traded torque for horsepower, but it wasn't 1 for 1, however it did do a fine job of improving the peak in terms of carrying power farther, essentially creating a flat horsepower curve from 7000 to 7600. (where I stopped the pulls) The change also took my compression test numbers from 220 PSI down to about 180 PSI.

@goldsgarage8236

7 күн бұрын

Good points, I did put this cam on a 110 CL, but if anything I would retard it. I have just over 185 psi now. AG

Excellent video. Your son's engine sounds very healthy. Should make for an exciting ride in his 2500 lb race car. Looking forward to seeing the follow-on dyno video.

@goldsgarage8236

8 күн бұрын

Thanks Todd, you are next, see you next week. AG

Nice,Good one! I hope to see vid of the boys car running on the track some day like the video of your car on the street.(that was an awesome video of yours Alan)👍🏻

@goldsgarage8236

8 күн бұрын

Thanks Phil. We will have lots of follow up videos on this project. Glad you enjoyed it. AG

To much torque and it needs more HP. Consider a sbc 377(400 block with a sbc 350 crank)next time or a sbc 400 block with a 327 crank for a very high revving around 350 cubes. With the 327 crank build you can run 13:1 compression on premium pump gas without detonation. You need to use a 6.350" rod to pull that off. The extra dwell time at TDC reduces the chances of detonation. Refer to the 1997 HRM article "The Small Block 350 Chevrolet should of made" will explain the short stroke long rod high compression with pump gas theory. Adjust it for a race engine that you want RPMs out of it and it should make more than enough power with the right combination of parts bolted to it. The engine in the article made 412 HP and 435 lb ft of torque with a very mild roller cam. It made over 400 lbs ft from 2,800 RPM to over 5,000 RPM. I'll check that and correct it if I'm remembering it wrong. Also in all for 350 cubes that engine did fantastic, something the factory should of made it. Throw a set of good flowing aluminum heads on that 350 with a solid roller cam and high rise aluminum single plane intake and you'll never miss that extra 56 cubic inches. Make that thing rev to 8,500 like guys from your generation claimed that solid lifter sbc 327 could rev to. With a 2,500 lb car, you really don't need 500 lb ft of torque. RPM and HP is what you really need, especially with a 4 speed. 500 lb ft of torque on the street in a full weight 4,000 lb street car then absolutely 500 of those is just right.

@itseithergonnaworkoritaint7852

7 күн бұрын

Yep, 2,800 RPM to 5,200 RPM was over 400 lbs ft of torque. Very impressive what they did back then in 1997 with a very mild roller cam. It was a Comp 270HR10 that they used. Shorter stroke engines make more power per cubic inch because the explosion pushes the piston down further in its rotation than an engine with a longer stroke. They have a lot less friction losses as well because of slower piston speeds at higher rpm. This is why they will typically make more power per cubic inch. The downside is they're limited in cubic inches one can build an engine. Going big enough will eventually out power the smaller engine if one wants more than the limits of the shorter stroke engines have. IMO a crank with 3.375" of stroke is probably the sweet spot for the stroke to still get maximum power from the explosion while still making more power per cubic inch than a longer stroke engine that is the same size able to run on pump gas. Which would be 366 cubic inch displacement with a .030" over sbc 400 block. So we're taking 550 + HP with around 450 lb ft of torque plus or minus depending on the cam, heads and intake. Plus with less cubes you'll have more potential for RPM with the given CFM of the heads. It's not always go big or go home, plus it would be even more fun smoking the guys with there mountain mouse motors with your dinky 366.😁😎👍

@goldsgarage8236

7 күн бұрын

Great technical input and very well explained. We are committed to a path on our R&D project for now. If it doesn't work, we will change it. We dynoed it yesterday, watch for the video.AG

@itseithergonnaworkoritaint7852

6 күн бұрын

@@goldsgarage8236 There's a page on here called CE Performance Crate Engines that has built a variety of the above examples. They're from BC in Canada, ay. Very impressive HP to cubic inch ratios. They even built a 329 with a .030" over aftermarket 2.450" journal sbc 400 block with a 283 crank with a 3.00" stroke. They make spacers to run a pre '68 crank(2.300" mains) in a post '68 block with(2.450" mains). Anyway if I recall correctly I think he made over 500 HP with that little 329.😳 Built for the street for a car with a 4 speed. To much torque has a bad habit of breaking 4 speed transmissions. These smaller cid high revving high HP engines with lower torque is the ticket to keeping the 4 speed rowing gears. Have a look at their videos, they took that article from 1997 to a whole new level.😎👍

A Distributor distributes fire where it's supposed to go. There is no need to spend money on an expensive distributor. MSD 6 AL Will take care of everything once it's given the command.

@goldsgarage8236

7 күн бұрын

Good point Roger, you will enjoy our findings from the dyno test. AG

@rogerstill719

6 күн бұрын

​@@goldsgarage8236By the way, I'm talking about the distributor only. I run an old Mallory dual point. Of course only use one set of points with no condenser condenser

About the distributor test comparison, the engine wants what it wants on timing both will give it to the engine , but the trick will be how the mechanical advance curves behavior is, don't know how different the weights and spring rates are between the two distributors.

@goldsgarage8236

4 күн бұрын

Thanks for the comment Remy. We installed the MSD distributor locked with no advance curve which is standard practice for race applications. As for the HEI, all the advance is in before the dyno picks up. AG

Hoping you do a little testing with restrictor plates.!!!

@goldsgarage8236

4 күн бұрын

Thanks Scott. The dyno video will be published tomorrow. Unfortunately we did not. sorry about that. AG

My buddy has that Amazon HEI distributor so far it has been relatively reliable but it needed a recurve springs very heavy that comes with it

@goldsgarage8236

8 күн бұрын

Thanks Mile. We did the distributor test on the dyno today. Watch for a follow up video, the result may surprise you. AG

My buddy does that circle track racing and he has an engine in his car it’s $45,000 all brodix from top to bottom

@goldsgarage8236

7 күн бұрын

Thanks Trevor, these days, it's not hard to spend that much on a race engine. AG

Hey Allen, good video man I hope your engine does great on the dyno and yeah I didn't particularly like the cam combination and all that personally but you know what's really important is you're getting to do this with your son and like you said it's just a thing because if you don't like it you can change it Good luck buddy hope it does well

@goldsgarage8236

7 күн бұрын

Thanks Brian. I agree my engine design is a departure from mainstream thinking. We have dyno results which will be coming out in a video soon, but the proof will be on the racetrack. We will see? Your Camshaft Technology video was excellent, I will mention it in a future video.AG

@SalterRacingEngines

7 күн бұрын

@@goldsgarage8236 thank you looking forward to the video I hope it ran great for you

I think I missed it, but is this Dirt track or Asphalt? On Dirt in Central NY, these Dirt guys are turning into the corner, momentarily half throttle and then Right back in the gas... the guys that coast into the corners and wait until after the apex before full throttle go backward real fast here. The asphalt guys, coast into the corners and gently roll into the throttle... coming from the dirt world, asphalt racing is a bit boring... but, on the bright side, the asphalt cars are nice to work on because they're always clean. 😂 I'd love to have a race motor that has 500+hp and 500+ ft-lbs on pump gas. We run a restricted class, 350-406cid on a 500cfm 2bbl and a dual plane intake. The strong motors/teams are making 430-460hp

@goldsgarage8236

8 күн бұрын

Thanks for the comments Rich. Driving on dirt is very different than driving on asphalt. AG

@RichFife

8 күн бұрын

@goldsgarage8236 I couldn't agree more. I'm looking forward to seeing what this motor produces. Thanks for making these videos.

? have you done a vid. on aluminum heads on tha sbc 400” “steam holes” if so could you hook us up to tha title an if not would you do one for us ?

@goldsgarage8236

7 күн бұрын

Bill, can you please comment on this? AG

At first i thought you were building a boat engine when i saw the reversed headers. I am not really a believer in the Street\Strip engine combinations. In my opinion, what works great for racing, makes for a rough driving street engine. on the street you are not running 4000-6500 RPMs. cams that work in that RPM range and make the most power, don't perform well below 2500 RPM. and the inverse is true as well. for the street you need a smoother idle and vacuum to run power breaks. for a street engine i don't like cams more than 230 degrees at @.050. in a 350, depending on the displacement you can go bigger, for example in a baby big block like a 396/402 you can get away with around 240 @.050. the bigger the displacement the more cam you can run without effecting its street manners. for a 454 you can go to around 250 @.050 and still have it idle of if you use a wide lobe separation angle. like 112 or 114. however, in a race engine, you want peak torque and peak horsepower to be closer to each other so when you shift at peak power, it drops down in to peak torque and that carries the car back up to peak power faster. the wider the spread between peak torque and peak power the long it takes to get back to peak power. also 4000+RPM is hard on a hydraulic cam and valve train components. for me it all begins with compression ratio and the type of fuel being used. if the class has a specific compression ration limit, or you are required to run pump gas, like 92 octane. then those are factors you have to account for in the build. you should always build to the most compression ratio the class will allow. but increasing compression ratio has a diminishing return as you go higher. example you will make more horsepower and torque from going from 8:1 to 9:1. than you will make going from 9:1 to 10:1. the power increase is not linear. the power you get from going from 12.5:1 to 14:1 is minimal. Bottom line is, if the racing class allows 12.5:1. then the is no reason not to build it at 12.5:1. then match your cam, heads and intake to work with that compression in mind. anything else is just leaving power on the table. for me building a street engine is about how well it will cruise and well it behaves at Idle, from off idle to cruise and then from cruise to WOT. if it stubbles spits at edlem, and in the off idle transition, it's going to be miserable to drive, and if it runs poorly at low and mid throttle conditions, then it will also suck to drive. and it should still make power at WOT. but it will never be as powerful at WOT as a dedicated race engine built to the specs of the racing class. To me a Race motor is a dedicate engine built to the rule book with only one goal in mind and that is winning races. making compromises to a race engine to make it run on the street only kills power and loses races. I don't know the specs of the class its running, but if 12.5:1 was allowed, that would be my target compression, forget the pump gas, then a solid roller cam in the 250-260@.050 and a really tight LSA in the 104-106 range.

@goldsgarage8236

8 күн бұрын

Thanks for the well thought out detailed comments. Appreciate it. AG

You stated that this engine could be used on the street because it has a hyd. cam. The common belief is that you can't run a solid cam on the street. You can. Oh, oh, but you have to adjust the valves they say! We're not talking daily drivers here. The average performance 'hobby car'', cruise nights-car shows, probably isn't driven 1000 miles per year. So you pop the valve covers and check the lash once a year. Not a big deal if you're a car guy. I'll take the added performance over ease all day long. And when the gawkers at the cruise ask what's in the engine you impress them with " solid roller". Still shifting at 7500RPM!

@goldsgarage8236

6 күн бұрын

Right on Robert, you are correct. My Z28 was my daily driver when it was new. It had a solid lifter cam and was not a problem. Thanks for your comments. AG

400 inch Chevy engines seem to be quite popular now. 1. are they hard to find and expensive now vs a 350? 2. is this a 2 bolt or 4 bolt main block?

@goldsgarage8236

7 күн бұрын

Thanks for the question Kim. Yes, they are getting hard to find. They were only made from 1970-1979. They were made in both 2 bolt and 4 bolt versions. AG

Thanks for sharing! If the cam ICL is on a 110, I'm curious what the LSA is. Also on the 302 DZ, make sure you let us know the cam you ordered for that project. The suspense is killing me lol!

@goldsgarage8236

8 күн бұрын

Thanks Scuba, we will have follow up videos on the 302 soon. Dyno day is July 27. AG

does a dual idler timing gear drive rob more horsepower than a double roller chain?

@goldsgarage8236

7 күн бұрын

Thanks for the question 141. I don't know the exact answer but either way i think the difference would be insignificant. If anyone else has a view on this point, please weigh in. AG