Thanks 100, glad you enjoyed it. Please keep watching! AG

Where are you getting this information from?

Trolls be trollin'

Google it, I’ve posted a couple of sites but the responses got deleted.

​@@ehb403 Screenshots are less likely to be deleted. There has been much, much evil, wicked stuff going on for decades and they/them are blazingly ramping their evil deeds. And now they/them are flat out telling you what their doing and get away with it because people have been mentally conditioned to believe the crap. People have been conditioned to disbelieve the truth and real facts.

​@@ehb403sounds like I have to wear my tin foil hat when looking for that...

Sounds like you know how to manage it. I would use the best pump gas you can get! AG

Thanks William, glad you enjoyed the video. AG

Thanks Chris. More to come. AG

Thanks Roger. AG

Thanks Julian. Your comments are giving me ideas for future video content. I will get to it eventually. AG

And to think aviation is still using lead.

Thanks for sharing your experience Terry! 165 is a very safe pressure. AG

Thanks for the nice compliment Hugh. AG

Thanks Zl, I agree it took the OEMs more than 20 years to learn how to make power again. Computers helped. AG

Always worth noting that right as the EPA regulations were killing power manufacturers were also required to start reporting horsepower with all the accessories and exhaust attached. (a '60's car with a SAE gross 350hp might only rate at 315hp or whatever under 1970's SAE net standards)

Thanks for subscribing John, Cheers back and watch for more content. AG

Thanks krista, that is a lot of power, can you tell us more about what went into the build?

My 399ci. with 10.7 to1 with 17* heads makes 641@6400 on 89 pump.

@@heshtesh Did it croak already?? Why risk it with 89 octane?? lol..

Thanks for your comments. AG

Thanks Joseph. I did intend to do that in the last video. I guess I should make a script. Anyway, I will fit that in a future video. Thanks for the input/AG

I agree on the quench topic.

Thanks John, that is interesting about the Buick ad. OEM's are driven by ROI, return on investment. They just want to make money! Good comments.

Emissions regulations killed hp as well.

Thanks so much Paul. Please keep watching and commenting. AG

And thank you for watching and subscribing, it is what keeps me going. AG

Thanks Lujin, you are probably right about that. Thanks for your input. AG

Thanks Dave for sharing your real life experience. AG

Thanks ve3, viewers can contact you through my channel if they are interested. AG

Good point Sean. That is why I stay within my 160-180PSI for my street engines. Thanks for the input. AG

Great comments Bobby, I wish I had thought to mention the issue about the risk of not getting the octane you are paying for. Thanks so much! AG

Welp. Guess I'm going to leave well enough alone at 10.5 static (~9.5 dynamic). Never even considered I might pump 87 octane into my tank without realizing it.

Thanks Nate. spark plug selection sure does, I meant to mention it in the video but it slipped my mind so thanks for reminding me. I also missed discussing quench, I will try to correct that in future videos. I have looked at chamber softening info but never applied it. Good points. AG

@@goldsgarage8236 What is quench exactly?

Any and all of those factors will and can cause major swings in a max effort engine build exercise caution and diligence you should have a good time

@@seanmclaughlin7415 - quench is the area between the piston and the cylinder head surface that get very close together with the piston at TDC. From what I’ve heard, it is very critical on a Small Block Chevy style engine but not as critical on an LS. I’ve heard that a tight quench is a free boost to compression ratio but never have seen it quantified or measured versus knock/pre-ignition. Would be an awesome Richard Holdner or Engine Masters episode.

@@natez0690 Thanks for responding. I saw a video that Steve Morris did on quench and how they approach this. Basically, it is more trial and error more so than math, but math is involved. Steve designs a conical shape with the combustion chamber on the side where the piston meets the flat of the head into the combustion chamber. Also, he gets the the piston to actually touch the flat safely to maximize quench. Obviously the DIY’er doesn’t have the equipment to do what he does, or maybe there are other ways to achieve this.

Thanks Ragingbull. Dynamic Compression Ratio is a theoretical number. Compression pressure is an actual number. I would go with cranking pressure. AG

@@goldsgarage8236 Thanks for replying.

Thanks Street. Lots of good technical information. i appreciate your input. AG

Boostane is a quality octane boost. All the better tuner shops I know swear by it. Tuning 1000rwhp modern muscle cars.

@@pockets5628 thanks for the info

Sorry Richard, I don't have much experience with octane boosters myself but it looks like Pockets does. AG

Thanks for the info Pockets. AG

@@goldsgarage8236 I use VP or Torco additives..store bought stuff is snake oil.

Thanks for the information J.R_, I did not know that. Prior to that there was a sign right on the pump for Shell 91 that it contains no ethanol. Now I know why the sign is no longer there. Also, Shell now has 93 Octane? There mist be a technical explanation why fuels with the same ethanol content have different octanes, but you have to use the higher octane fuel if your engine needs it. I think that some of the negatives about ethanol are overstated and I don't think it will destroy your carburetor. One of the negatives that is real is that it evaporates over time and so if a car is stored for long periods the engine has to crank over for a while to refill it before it starts. This is a problem for our hot rods which are typically stored during the winter. Lets keep the conversation going, if anyone ahs more information on this subject, please weigh in. AG

@@goldsgarage8236 Thank you very much for your opinion. I've been using aviation fuel since they added 10% ethanol at the pumps to all fuels in Canada as of Jan 2022. Aviation fuel is high octane and with added lead. I think it may be well suited for high performance carb'd engines (not sure about the added lead which all aviation fuel has.?.?). Our local airstrip will sell av gas to classic car enthusiasts. But at $2.55 a liter, cruising gets pretty pricey. So that's why I've been wondering about using the pump gas with the 10% ethanol. Only thing I can think of, may be to drain the fuel in the tank if the car sits over winter. Thanks again for your opinion. I really appreciate it.

I have had no issues with my carb about 40k miles with the 10% ethanol fuel. I’ve even ran mix at times with regular pump gas and 1/4 tank or 1/3 tank of ethanol. Holley carb in matching numbers 68 RS/SS Camaro 350 Muncie 4 speed 115k original miles.

Thanks Tom. You would have to mange it for sure, less timing, driving style, keep the RPM up etc. It might not be worth the trouble, but it is probably doable. AG

All good points, thanks Duane and sorry I missed your comment until now. AG

Thanks Mark, That sounds like a race engine. I think that is something you would have to test for, preferably on a dyno. Start on the conservative side. Looks like you are rich enough. AG

On the dyno, I would hazard 35 to 39 degrees would give the best power curve, but I wouldn't expect much more than a 10 HP difference between those numbers, and quite possibly an inverse relation as the timing moves up to the best peak number. (trades losses at the start of the run for gains at the end) Additionally, you'll be losing everywhere with that rich an air/fuel unless it's an octane deficiency requirement. 12.8 to 13.2 is a normal "best numbers" ratio.

@@yarrdayarrdayarrda 36 t0 38 degree of timing I really can tell any differnamts the ets were the same . If I go to a 12.8 to a 13.2 are thete going to be some lean cylinders like in the 14s ?

Static compression means nothing, dynamic compression does. If the cam timing, combustion chamber shape, piston crown shape, ignition and knock control ( if equipped ) are correct you can run pump gas with a lot of static compression. Ferrari currently runs 14.5 to 1 static compression in their 812 Superfast, a 6.3 liter V12.

Thanks Hoost, good points. AG

Thanks Richie, I don't have much experience with octane boosters. I build engines that don't need them. I think they do work if you are diligent about mixing etc. They are also not cheap. AG

If you buy the good stuff. Auto parts store octane boosters, no . Garbage,

Thanks Anglia. I don't have much experience with octane booster. I have a recent video about thinks you should do to run high compression on pump gas. you might find it helpful. AG

Thanks, maybe you could do a video on centrifugal advance vs lock-out on detonation on high-compression engines using pump gas.

Yes VP in fine, used thiers for 20 yrs. TOrco isnt bad either. Bought a 6 pack last yr, 120. Worth it as I dont drive much

@@gordocarbo Sounds good thanks for the info.

If you know the other factors like bore, stroke, dome volume etc you can just recalculate it with the Summit online calculator. 10 cc should be about one compression ratio go my best guess it about 12:1. AG

@@goldsgarage8236 ok Thanks

@@goldsgarage8236 great videos

Thanks Jim. AG

Thanks for your input Peggy. Actually the later IVC of higher duration cams bleeds off compression. AG

Thanks for the comment Jar. AG

thanks for the info Paul! AG

Thanks for your thoughts IronMike. I think most of us would agree. AG

Thanks John, do you remember service stations had two sets of pumps for a few years, finally the leaded pumps were gone.AG

@@goldsgarage8236 Wish we could still have leaded. Remember the long lines during the oil crisis? Certain days you could or couldnt get gas . Couldnt give away a BB car

Sounds like an expensive ride. Thanks for the comment. AG

Thanks for sharing your experience Mopar. All good info. AG

I call engines "motors" all the time so that I can see who is a newbie and corrects me. Are you doing the same with your "steel" heads? Because I can assure that all classic American water cooled engines had Cast Iron block, cylinder heads, exhaust manifolds, ets. Steel has pure iron in it and 1,2,3,4,5% carbon blended homogeneously in it. Cast iron is pure iron with more than 5% carbon, a bunch of impurities, and silicon. Silicon makes it so the "excess" carbon precipitates like rain out of humid air - after the iron is poured/cast. So it's like tiny chocolate chips of pure graphite throughout the part. Some car crankshafts are forged steel to resist breakage. Most truck engines have cast iron crankshafts because the connecting rod journals are way harder and resist wear 10X better than forged steel .Lastly when you melt cast iron it gets really fluid and fills out a cheap sand mold exactly. Steel kind of has to made into giant rods called "blooms" and either some bitten off and hammered into a part or else the whole thing gets made into a battleship gun barrel or bridge part.

Thanks Patrick lots of good information here. I am guilty of using the wrong terms too even though I know better. A motor is an electrical device. An engine turns chemical energy (fuel) into mechanical energy and heat via combustion. I haven't heard some of the steel terms in a while. In my corporate career I worked for an integrated steel company (Algoma Steel) for 34 years and retired as a General Manager in 2004, then consulted in the industry for many of the major steel companies in the world including US Steel until a few years ago. At Algoma we made about 3 million tons of steel per year via the integrated process, pelletized iron ore, coal (refined as coke) and limestone produced raw iron in a blast furnace, also known as pig iron, about 3% carbon. The pig iron was then transferred to the steelmaking shop and mixed with about 20% scrap and refined in 350 ton BOF (Basic Oxygen furnace) a batch process using 27,000CFM of pure oxygen for about 20 minutes. That reduced the carbon content to about 0.10-20% depending on the application, further refined in an LMF, (Ladle Metallurgy Furnace) and prepared for continuous casting and subsequently rolling down to

@@goldsgarage8236 Ah, good - you know the deal, then. I am a genetic hillbilly and I hereby grant you license to say "My Mopar Motor has Steel Heads" with a straight face 1) because it sounds cool 2) impresses women and kids. 3) Creative lying is a time-honored hillbilly art form : )

thanks Patrick AG

Thanks Robert. AG

@@goldsgarage8236 my pleasure. Phone froze last nite . So reposted this morning. Enjoy your weekend

Thanks for your comment Chris. AG

Thanks for your comment evilj, not sure what you are asking? AG

@Gold's Garage crevice loss , in the combination chamber .. sorry auto correct

Thanks for the comment Tom. AG

True,,a low duration or stock cam too far advanced so the intake valve closes too early will build more dynamic compression

@@rodfonda3248 all the talking about static and finally someone bring dynamic thank you sir

Thanks Chuck, you are right on. I remember hearing many engines ping if the conditions were right. Thanks for your comment. AG

Thanks Allan. AG

Thanks Gloria, good point. My good friend Dave Seabrook once coined the phrase, " you don't drive these cars, you manage them". I think it applies. AG

@@goldsgarage8236 l can tell you l have a 2011 Camaro SS with a new GM Performance LS3 495 crate engine with milled and CNC ported LS3 heads 11.1 compression ratio that runs on pump E85 it has a load of upgrades and l do treat the E85 with Lucas safeguard ethanol fuel conditioner and stabilizers 2 ounces to every 5 gallons it only requires 1 ounce for 5 gallons but you can't over treat it just to be safe l do not miss buying expensive 100 octane fuel and mixing it with expensive 93 pump

Thanks Gloria, you are deep into the science of fuel management. Please continue to share your knowledge and experience. AG

@@goldsgarage8236 E85 is cheaper than 87 octane about 20-30 cents a gallon but burns faster so it doesn't last as long less miles to the gallon E85 burns cleaner with less carbon build up in cylinders and on pistons tail pipes tips have a yellow gold color at the tip not like gasoline that is dark brown or black engine runs slightly cooler on E85 also pump E85 is 99-103 octane but the summer blend E85 is on the higher end winter blend on the lower end winter blend is 67-72 percent ethanol summer blend is 75-78 percent at the pumps tested at Gate gas station at SR 56 just east of interstate 75 in central Florida on the west coast seems to have a higher ethanol content than Thornton on US 19 in Palm Harbor Florida by 6-8 percent according to my friend who tests it when he gets it and ethanol is what they use to increase pump gas octane so if you took pure none ethanol 91 octane gasoline and mixed it with 10 percent pure ethanol it would raise the octane to 92-93 octane calling pump E85 is a misconception because my friend that tests it has said he has never had a ethanol reading above 78 percent ethanol has had ethanol readings as low as 66 percent ethanol the only way to truly get 85 percent ethanol is to buy expensive 5 gallon cans from a race fuel company and it should be 105+ octane but its expensive vs pump E85

More valuable info, thanks Gloria. AG

Thanks for your comment doomman. E85 is one solution for sure. AG

Thanks more gear. That is a good and safe way to go, there is no substitute for cubic inches. AG

Thanks Czech, all good information. The 406 that i am currently building has 11:1 Static Compression but the cam with 68 degrees IVC ABDC bleeds off enough compression so that the cranking pressure is 180 PSI. I think we will be OK, watch for the dyno day coming soon.AG

@@goldsgarage8236 In my experience a 406 will often fair a bit better at 11:1 than a 350 would if running the same heads because you don't need domed pistons to get there. Depending on gasket thickness, deck and quench height, you usually end up running a slightly dished piston. With Vortech heads it's almost a cake walk. The chamber design actually likes less ignition timing.

Thanks for your input Chief. AG

Thanks Allan, it is definitely an option. AG

I agree, thanks Paul! AG

Thanks for your input Larry. Weight of the car is an issue for sure. I wish I had remembered to mention that in the video. AG

Need more gear.

Thanks for your comment Paul, sorry I missed it from a month ago. I don't have much experience with E85. AG

30% more ,, not 100%

Ok try paying 12. Dollars a gallon for cam 2 110 octane

Thanks for your comment. AG

Thanks for your comment Dave. AG

Thanks for your comment Tom. AG

@@goldsgarage8236 old ridge runner race truck my S10 not ben dynoed but I'd say likely over 500 hp

originally Sault Ste. Marie Canada. Now living in London Canada. Born in 1948. AG