The man really loves what he does.

@@Kunfucious577😊😊😊😊

Sure does have a ton of Movement on those Motor Mounts.

Another stroked RB making small block power!

😊😊😊

😅

So the real answer to Nick's question: Where's the beef err..... oil, Where's the oil? Engine had to be runnin' to get pressure, as the feed holes align whilst it's turning (camshaft), yes? So the question might be to drill another hole? A smaller hole, smaller contributer.

Wow, thank you!

Indeed! Merry Christmas.

Yep 😊

Nichels Garage NHRA engines

Hot Rodding Small Block Mopars

Merry Christmas.

Everything built today is throwaway

Merry Christmas.

Smooth you say? Big cam, far from smooth.

The stock rocker shafts have oiling holes and need to be installed a certain way.. I thought that was going to be the oiling problem.. Not sure on an aftermarket rocker shaft..

This man is a genius on enginez

@@moby271 By smooth, I mean it returned to idle and didn’t appear to vibrate. I didn’t notice it loping much, but perhaps I missed it. But yeah, to make that kind of power, it had to have a big cam.

Must respect the big Mopars and the vast power of the big blocks. Good to see you here BillD. Hope all is well for you, "South of the Border" (MA./CT. line)

Those rockers don't need a ton of oil. It'll be fine. Part of the factory scheme to pump that much oil up there was also to flood and cool the valve springs. With the spring technology we have today, they don't need as much oil to cool them. Also, with the higher spring pressures used for a more radical cam, they aren't going to last 100,000 miles anyway, and will need replacement much earlier, also foregoing the need for so much oil up top. I'd personally rather have more oil volume and pressure down in the bottom-end, where it's needed much more than up top. A much more powerful engine than stock IS going to need to be torn down and refreshed MUCH more often than a factory engine. It doesn't need all that oil going up top to try and preserve spring life AND to try and lube the bearing-less factory rocker system. Redesigned aftermarket parts are not always just for racing purposes, and they're NOT always a bad thing for the street either... as technology progresses and things change, so must some of the ideas behind those old engine parts.

Same here I don't think there is enough oil

@@gulfy09notice how much oil pressure loss from beginning to end. 75-45

@@thomasroth4695 I don't know why Nick just didn't start the motor without valve covers off or spin oil pump while cranking it over

Agreed here, I don't know why they thought those few trickles is ok. I've had valve covers off engines while running and it threw the stuff everywhere.

That is not enough oil for a top end. It cools the springs too, that's going to kill it.

Should have kept the T/A.

All the best to you too Michael and family.

Merry Christmas.

I hope you wear double protection if it is over 100 dB for an extended length of time. At 160dB, I don't think it is even possible to protect your hearing. There isn't anything that will attenuate it enough.

Merry Christmas.

I assume the heads in this case are TF240 heads. They are very small for a 541, the port window is about similar to a SB chevy. It will not make power at high rpm. Have no idea of the cam or CR used, but this seems to be the trend with bigger cube mopars using the factory port window. Max Wedge size helps a little bit, but still will need cam to make peak power at 6300. To compare, my old pump gas 528 made 781 hp at 6600 and 704 ft-lb at 5400 in 1999, MW port heads flowing 350 cfm with the lift used.

I'm sure your right it will make a very nice "torque" engine to drive around with, the long runner intake and 4150 type of carb and more than likely Hyd. roller cam, put that in front of a good 6 speed and have fun. @@vipottaja

@@vipottaja ....Yes, they are TF 240 heads.

Perfect choice for that type of built, put that in a Viper and blow some minds. @@nickpanaritis4122

@@nickpanaritis4122 That should make a great combo. Low end torque will be plenty even with the single plane intake. I have a 521 Ford with a Victor, 238 degree hydraulic roller and SCJ alum, heads and don't need to rev it, max power at 5400 and will blow the tires off by getting on it at two grand in third. I'm sure an extra hundred HP is just a cam and compression change away but being able to use 91 octane and idle in traffic is kind of nice on a 625hp engine. Somehow Mopars (and Buicks) seem to work well with port sizes that seem too small to some of us.

Merry Christmas.

Merry Christmas

Merry Christmas.

Glad you enjoyed it.

Merry Christmas.

Merry Christmas.

Merry Christmas.

Merry Christmas.

Glad you enjoyed it. Happy new year!

Merry Christmas.

Merry Christmas.

Happy holidays!

Merry Christmas.

Merry Christmas.

Thanks 👍 Happy new year.

I can

He pre oiled the rockers.

Merry Christmas.

Merry Christmas.

All the best to you, Ed. Merry Christmas and stay warm on that ridge.

Merry Christmas.

​@@NicksGarage Merry Christmas and Happy New Year to you all !!! God Bless !!!

Glad you like them!

Nice!

Merry Christmas.

Same to you! Merry Christmas.

Assuming 3100lbs car, that is like 570-580HP minimum. 😊

@@benjaminanonsen1546How much HP equates to 11:20 et 126 mph at 2970 lbs?

Well. 2970lbs quarter mile at 11:20 has a minimum of 440hp to the wheels. Purely theoretical. Trapp speed just indicates you hot gearing correct 126mph is more like 460-470 hp to the wheels. So x 1.15 for drivetrain loss .. I’d say the engine dynoed at around 520 hp.. That would be My guesstimate

@@benjaminanonsen1546 The gearing was 4:88 at the time. That got us thru the lights around 55-5600 in 4th. It liked 6500 on the shifts. So we were leaving et on the table don’t you think?

Well… My guess would be 4mph more trap speed is statistically possible and about 12-13’th of a second still in there. Drop airpressure a couple of psi maybe. All tires. Gets you a bit more rpm across the Line . But again. Just guesswork

Thanks! Will do! Merry Christmas.

Merry Christmas.

Merry Christmas.

@scottrance-im7xz , I think that You hit the nail squarely on the head, about the aftermarket valvetrain needing a lower amount of oil flow, because of the rockers pivoting on the needle bearings... Low restriction to oil flow , would result at those pivots, for all 16 of those rocker arms... And without a restriction on the 'veins' , once the oil temp increases, the oil pressure in the top end lube passages would drop to very low levels, possibly reducing the oil pressure in the rest of that engine...

I feel the 440 source china made rocker shaft assembly is the issue. my last big block Mopar i bought Comp assemblies, and there was a ton of oil up top.

They might be restricted on porpoise. If you run high rpms long enough, you can end up with 4 quarts in the valve covers, if there is too much flow

​@user-xt3ot1xu1b You don't WANT a "ton of oil up top"... Having THAT much oil flow up there robs your oil pressure and flow down in the bottom-end where you need it MORE. Having a ton of oil up top also does nothing but promote valve cover leaks. There is NO need for that much oil up there for the rockers. No, excess oil does NOT cool the valve springs that much better.

270 is mandatory on 500ci and bigger IMO

I was thinking the same thing. With that size engine it would seem like it should be around 630 - 660hp. Nice combination but seems low on horsepower. Wonder what the compression ratio is. Torque was outstanding!!

Since they did not give the cam specs I would imagine it is a small hydraulic roller which explains the torque number higher than the horsepower. Trick flow 240s will make way over 600 horsepower on that engine with the correct camshaft. I believe he wants it to idle a little smoother and be in A Streetcar

​@@thomasward4505 Actually the stroke makes the torque with a 4.5 stroke

The 270's recommend with 500+ cubics Max wedge design

What is STP correction?

@@michaelmartinez1345 STPPwr CHp (left screen) and STPTrq Clb-ft (right screen) under engine rpm, are corrected crankshaft horsepower and torque. STP (SUPERFLOW acronym) = Standard Temperature and Pressure C = Crankshaft.

The correction factor is used so that no matter where you go, the elevation, the weather that day, all play into how much power the engine will make, and the correction factor takes into consideration those variables and corrects the final h.p. numbers so that it appears that the engine was tested at sea level with a set temperature and set barometer. It's done like that to take away the influences of the elevation and weather variables, and give you a power number that would repeat wherever you go, on any day, on any dyno. The numbers should be the same no matter what. The only bad thing about a correction factor is that the correction numbers CAN be fudged by an unscrupulous dyno operator to make it appear that the engine makes MORE power than it really does. So, sometimes you can't really believe every dyno number you see, without seeing the correction factors entered along with the pull also. IF someone won't show you the entire dyno sheet showing the correction factor numbers, then don't believe the H.P. and T.Q numbers that they DO show you

Merry Christmas.

Merry Christmas Shoe.

To be fair, they could also hear the dry rockers when they first ran the engine, and we frequently see Nick check for any odd sounds from the valvetrain.

Rocker shafts with threaded end plugs are nice, I just thread my pressure gauge in and prime and turn slowly

Merry Christmas.❤️

Right on! Merry Christmas.

You're just going to spin tires and go nowhere

This will get dusted on the street by any decent modern setup. This is a cars & coffee build.

Merry Christmas Riki.

Merry Christmas.

Thanks 👍. Merry Christmas.

Merry Christmas Steve.