I would be appalled to see that piece of history be demeaned by those motortrend morons.

@@iamgriff The EMC was destroyed when Hot Rod magazine took over.

I thought nelson racing got ahold of some Aaro heads and dynod it? Swore it made north of 700 with a small cam. I do t think an LS could touch it with the same set of rules being that it's 32 valves

@@KingJT80 theres people making plenty of power na with an ls. Saw a guy with a white c5 vette making 1100 na on 1320

@@jeffklonowski6816 there are but on this type of setup with rules a 4 valve would fly past it with the same cubic inches

We will be posting information on the big V12 soon. The V12 in the background of this video is the small one.

Stay tuned and I will upload more cool stuff! Thank for for subscribing to my channel! Greg

Correct, this is a pushrod block but no push rods or lifters, the pushrod cam is used the run the distributor and timing gears for the overhead cams. 4 valves per cylinder. Was featured in 1971 Hotrod Magazine. thanks Greg Q

Glad you enjoyed it!

Your welcome!

That's good to know! thanks for watching our videos.

Thanks! 😃 I'm new to KZfaq so I'm accepting all the constructive criticism trying to improve this content for everyone. Cheers!

Would love to learn more about what you did as a Mechanical design student. Thank you for this info Greg Q

@@GregQuirinI tinkered with a whole lot of things. I was also involved in a 3.0 liter DOHC 4 valve Boxer watercooled 8 cyclinder project that involved two mechanical engineers from Cal State Sacramento. Learned a whole lot about crank design. What was really cool was that both CSUS and Sac City both had enormous machine shops and foundries. You guys would have been in heaven. I also worked on a constant flow Fuel Injection with slide throttles and a micro-hydraulic metering system.

I chopped, pushed, and squeezed a 350 4-bolt out of a 1970 C20 into a Chevette back around 1995-96….that was the one “Vette” people had a hard time accepting a loss to!

You are welcome! More cool stuff coming soon.

Dylan, I'm glad you had the opportunity to meet Pete and see his shop. I was helping him today with the 32 Ford getting it ready for Grand Nation show next month in Pomona CA

@@GregQuirin The last time I bumped into him was at the nationals with his 34 chalet! Can't wait to see the 32.

If it was designed for methanol, perhaps then the requitement for cooling fins would be lower generally than an equivalent petrol engine. Methanol has a lower chalorific value than petrol meaning you squirt much more of it in, so the cooling effect is also greatly increased, reducing the requirement for cooling fins. Im not familiar with the bike you mention but it sounds like a bit of a beast

@@adamtooms8977 they were. My dad flattracked back in the 60s and knew of those a little bit. Quite a nice machine,matchless was a step above the ordinary.

@@adamtooms8977 Yeah, you are probably correct, especially in an English engine. I have seen ice form on carburettors and intakes on hot Aussie days running methanol mixes at car races. Oh and just as an aside, another really early and very successful four valve engine was the 1917 Napier Lion W12 aero engine from WWI. en.wikipedia.org/wiki/Napier_Lion

Your welcome! More will be posted soon!

Glad you like them! Please subscribe I will have more cool stuff unloaded soon! Thanks- Greg Q

Totally agree, subscribed. I would love nothing more than to just sit in the shop and soak up the info man.

Thank you !

Our pleasure! I will get some more content soon!

These guys did it in the 80s with porsche 928 heads

Larry - the ad's are auto generated by KZfaq - not my doing, I'm just uploading for any and everyone who wishes to watch.

I’ve built quite a few early 90s LT1s and one of the first things I learned, was to immediately scrap the whole “gear driven” water pump setup (which is possibly the 2nd worst design GM ever allowed out on the roads, besides the nightmare setup of their 1990s DOHC Quad 4), along with one of the worst designed distributors/ignition systems ever….the “Optispark”! You run an electric water pump, and do a “LS” style Coil-on-Plug conversion and then you’re well on your way! We eventually got 578HP (wheels) and a best 1/4 mile of 10.34@126 mph out of a N/A 1994 Z/28 (factory 1LE package)

@Dobbies Revenge he absolutely said 2nd generation small block LT1 NOT GEN 4 or 5 LT whatever the newest Gen is.

Related to the Vette ZR1 LT5 engine?

@@ionbusman2086 No ,He was running on a nothing budget,so would have used a stock block 350.He also did midget donks.At least one 4 cyl lyster was on display at Nelson South Services.We bought the business and the engines disappeared,presumably back in the pot to protect his designs.

You're very welcome!

Its coming soon! stay tuned!

I'm working on it! I should have some more interesting content soon!

Glad you enjoyed it

Thanks for sharing I recently purchased the HOT ROD MAG from Aug, 1971 with the Moser on the front cover!

Even the Lt6 gen5 engine has a jackshaft that drives the high pressure fuel pump where the camshaft is in the lt1 block.

​@@timothybayliss6680 Not even remotely the same, that is still a center cam pushrod motor, just has an extra lobe to drive the fuel pump. These heads and cams have more in common with the GM 2.4 quad engine. Same head design and cam carrier design.

The 3.4 DOHC has the same bore center distance as the SBC and LS. There was an effort by some people to convert the Poncho OHC six to DOHC using two 3.4 heads welded together. Converting a OHV to OHC leaves two choices to drive the cams. 2:1 off of the crank or 1:1 off of an idler shaft in the original cam bore. Which is what the LQ V-6 did. In some ways I like what Chrysler did with the 3.5. One cam which operated the intakes with seperate rockers and a split rocker for the exhausts.

@@quick455 Are you out of your mind? The new LT6 is a DOHC 4-valve engine. Haven't you been paying attention to the C8 Z06 news releases?

​@@andyharman3022 Missed the whole 6 there mochacho, had LT5 stuck in my head. But in reality the LT6 is a completely new design engine that doesn't share anything with the previous LS or LT engines, so it's still not a pushrod/OHC converted engine, it's a completely new architecture. It doesn't even share anything with the Blackwing engine

I'm sure Pete would be interested in seeing it. We will be firing up the big 20 liter V12 soon which Pete and Kevin built for a race boat - stay tuned. should have it posted in a couple week or so. thanks - Greg Q

Good question! I'm not sure, Pete has some of the original Moser castings which are painted blue the same color as soon on the 1971 HotRod magazine

Pete and Kevin were featured in Hot Rod several years ago. I agree its time to do another feature. Thanks for Watching I appreciate all the support!

The DZ 302 and 327 are nothing special. Shorter stroke means they can rev higher before reaching a terminal piston speed. You can de stroke any old sbc and have about the same foundation. He'll, you can slap together a junkyard 302 sized chevy suing the crank and rods from the L99 4.3L. The stroke already allows those things to live happily at 7k using pedestrian internals. They would have been an interesting entry level V8 option for the 4th gen F body. Especially since your basic choices early on were a 160hp V6 then a 270hp V8. The L99 had 200hp even and would have made for a fun car imo. If they still did multiple displacements they could have done a 4.3L L99 a 5.0L using that stroke in a 350 bore block, then the LT1 5.7 I bet the 5.0 would have been distressing close to the 5.7 in power though.

@@DrewLSsix Except the DZ blocks, (there was another prefix for the 302 exclusive to Z/28) had added webbing to strengthen the block. A 350 crank wouldn't turn in these blocks, but the large journal 327 crank will spin. The original LT-1 (370hp 350) used the same parts as the Z/28 (290hp 302) the 350 blocks didn't have the added webbing the 302 block's do. The 302 was built with Trans-Am racing in mind. As were the angle plug heads, and cam's, the 2X4 cross ram intake some other part's not standard production. Sold over the counter at Chevy dealers as "Service Package" "Not For Highway Use." Having had a 1970 LT-1 engine with service package angle plug head's, and the hotter of the two cams, (part number ending 754) Z/28-LT-1 hi-rise intake, an original Holley 780 cfm carb off my dad's '69 Z/28 unfortunately never could get it working right, so changed to a 750 double-pump. A Delco dual point distributor, and aftermarket roller rockers a necessity with cam's at, and above .500 lift in a small block Chevy) In the old day's a 283 punched .125 was called a 301. 4" bore, 3" stroke is 301.84 if I recall. Being more than 301.50 GM called it 302 rounding up the number. Same with 350 at 348. something something. Just short of 349. The old two bolt small crank engines would generally tolerate .125 overbore. Big blocks as well up to .150 over. Later post 1975 engines are thin wall castings, and won't tolerate more than .060 over bore. The other thing that made the Z/28-LT-1 engines a little special is that Smokey Yunick was in on the design of the intake manifolds, the cross-ram manifold in particular. To date this is best small block intake ever designed. The same is true for the MkIV big block engines L-88 427- LS-6 454. LS-7 (shared part's with L-88) never saw production, only just enough L-88 were produced to qualify for racing requirements. Initially L-88 had no factory hp rating. Hot Rod magazine had one dyno'd, came in with 568 hp. 1968 or ,69 I think. Insurance companies had apoplexy over the no hp rating, and this was settled at 450hp. Slightly conservative, like the 290hp rating on the 302, 1967-1969. Chevy played with horsepower ratings too 1965 L-78 396 375hp in cars, 425hp in Corvette. The latter number being more accurate. 1970-1/2 Camaro Z/28 LT-1 350 360hp. 370hp in Corvette.

A decent cam and unported Vortecs will do it. I commented above that I hope Pete mis-spoke. If this thing didn't turn out 500 or more, ideally 600+, it'd be completely unimpressive.