Hagerty Video: How Much POWER? Dyno Tests, Horsepower Upgrades To Our Rebuilt Chrysler 440 V-8 Engine

Posted: 2023-08-14 15:00:03
Author: Hagerty
How much HORSEPOWER and TORQUE with our Redline Rebuild Chrysler 440 V-8 make on the engine dyno? And what happens when we make a few “Day 2” upgrades to the top end? Watch and find out! If you haven’t already, watch the full engine and car time-lapse build video here: https://youtu.be/94ijZ68-hf8

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Davin heads down to Apex Competition Engines to dyno our freshly rebuild race car engine. After doing a few pulls on the dyno to get baseline
HP and torque numbers, he then begins to make incremental upgrades to the top end of the engine to see how much more power we can squeeze from this hunk of iron. Upgrades include headers, electronic ignition, new intake manifold and carburetor, and finally some roller rockers to finish things off.

0:00 – Introduction
2:03 – Engine startup, check timing, warm up
4:18 – First dyno pull and results
5:59 – 2nd dyno pull and results
7:27 – Adjusting timing
10:29 – 3rd dyno pull and results
12:50 – Header “upgrade”
15:26 – 4th dyno pull – with headers
16:58 – Upgrading to MSD electronic ignition
18:39 – 5th dyno pull – with headers and MSD ignition
20:23 – New intake manifold and carburetor
21:50 – 6th dyno pull – headers, MSD ignition, new intake and carb
22:24 – Adjusting timing, carburetor tuning… needs more fuel!
22:42 – 7th dyno pull – more fuel, adjusted timing
25:03 – Roller rocker upgrade
26:51 – 8th dyno pull – with new rockers
28:20 – Adding our fancy headers!
30:08 – Last dyno pull – our headers, new carb and intake, roller rockers, MSD ignition
31:00 – Wrap up and summary of results

#RedlineRebuild #Horsepower #enginerebuild #dyno #neverstopdriving #redlineupdate

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Hagerty Video Transcript

Meowza headers nice that’s what we’re here for that’s the fun part hey this is David with Hagerty a Redline rebuild updates working our 440 you’ll see it’s on the Dyno we’re at Apex competition engines and uh well if you watch the time lapse all the way to the end you might see

That that motor turns out to be just a little bit different in the race car and so what we’re doing here today is we’re dynoing it before it’s actually in the car so this is like a weird shift of stuff but we got it on the dyno as we built it in

Stock form so the idea is we have a stock intake manifold we have stock shaft rockers we have a stock exhaust manifolds and we have the Glorious thermoquad up on top and a single point ignition so exactly like you would find in your stock vehicle in say 1968 1969 somewhere in that ballpark

Um so we’re gonna Baseline it stock wise they’re typically 385 is what the books say we’ll see what it really does and uh and that’s pretty low RPM as well it’s like 4 400 based on the book Numbers we’re gonna see what that does points tend to kind of wean out right

About that same point so it seems reasonable and so then after that we’re going to make a few changes and we’ll walk you through those changes as we go but for right now we’re going to fire this up get our Baseline okay well our first steps are we already

Have it connected to the dyno we’re going to fire it up it’s cold warm it up and double check timing numbers make sure we’re happy with it as far as Idle and then full in on the RPM standpoint looking at 18 and 36. to start with and then um

Basically start flogging it right yep let the whipping begin [Applause] huh you didn’t think it was just going to start did you started we’re like where’s it going to be But now an idol let me wrap it up take back up to 42 and to back it down a little bit more it’s got a lot of advance in it yeah you like it ‘ll be all right all right see uh what that first poll looks like here

The Dino wasn’t gonna let me pull it down to just above idle we gotta maybe we might be able to start at 2500 that’s fine yeah that’s fine too whichever wherever you got to start at and then we’ll go to I mean it should five yeah the first one

It should hold a five but with the points it might not right let me I’m gonna let it warm up this is a little tiny bit here you gotta GoPro to put over the top of them oh there’s one you got one in there already oh okay

I just want to see the secondaries open oh because the only way you ever see the secondaries open is under load yeah luckily we can usually see it from here right wow hold it hold it it was spark knocking down low though I can hear it yeah

A little a little spark knock to it I’m gonna take more Advance out we’re probably gonna have to buy I didn’t think it would but well you can hear right when that secondary okay sounds like an old Quadrajet yo but yeah take out four it’s at four it was at 14. I would

Take a couple out of it yeah and then we need to pull it higher too it’s not even peaked out yet right 403 at 5 000 and climbing okay so for our initial uh pull we’ll just say it ran through pretty good but we got a

Little uh spark knock way down low so we’re going to take a little timing out of it Runner again ready pretty good pretty good what’s the height on that used to have a number 12. so yeah I moved down to it did go down yeah foreign

And it ran on the points all the way up to 5500 which that doesn’t usually have to happen yeah so you must have got a good set unless we got about four obese they are they’re blue streaks from third will be perfect you know it was looking like on the afrs

So we’re rich I that’s okay I might try a different sensor in it though because I don’t like that that didn’t change at all the whole time yeah that’s true and I don’t believe that you don’t think we’re that consistent if it is that thermal one more thermal quads sweet

Man that’s awesome I can’t believe it’s uh that kind of power yeah first stop stop everything yeah let’s stop I mean mild cam but it’s stopped okay so on our last run we got 417 uh horsepower but we got a little spark knock down low so we’re gonna actually back the timing

Down we’re probably gonna get off give away a little horsepower but uh it’d be better not to be pre-detonating so we’re gonna back from uh our initial timer right now is at 12 we’re gonna knock it back to eight our motor’s manual actually says it should be top dead

Center which would be really low so uh just knock it down a little bit see if we can get rid of that uh spark knock and then give it another pull and that’ll establish our numbers as we move forward right there see what it goes up to yeah on your

It’s knocking at like three grand right right let’s see we have our timing right there see that 33. wanna take more out yeah might as well okay you ready yep just keeps going back to 36 on the top there that’s weird what’s it at three grand now yeah so that’s moving all the points are yeah points are flaking around so we adjusted timing back and forth certainly

Moving the distributor we adjust it down to to six and eight we had both those numbers but every time we would run up to uh three grand we would get basically the same number all in so it basically is like nope still doing 36 we roll it back down it

Sits right at the number so I’m not sure exactly what’s happening there uh I’m just gonna say points that’s why they’re no longer used yeah I mean it doesn’t make sense that they’re right that whole yeah yeah the plate could be moving yeah you would think

That once it’s all in it’s all in but yeah there’s something moving there putting electronic one in it and that should fix that what you change or if it’s water [Applause] seem as bad that time it wasn’t as bad but I could still hear it do it

It really didn’t lose much power either Seven yep lost a little but not not anything crazy nope okay I like I’d say we got a pretty good Baseline here yeah okay awesome so we took a little timing out of it and it did work even though it’s a little flaky

On the top side of things it’s still hitting 36 degrees total but we’re starting off a little lower definitely could hear by ear that the spark Mac is subsided some still has a little bit but we’re at uh what was it we’re a 506 and this was actually Four

Yeah there we go yeah so we got 501 foot pounds of torque and we have 410 horsepower and what’s our what’s that RPM at 53 53 yep right on so 5300 410 horse that is quick math about 700 higher actually 800 higher than what our book says it should

Be as far as the RPM but we’re 30 higher on the horse so all that Port work I was doing I still think I’ll take credit for it I still think it was it’s probably not the cam right it’s not the cam all right cool so uh now we’re gonna start making some

Changes initially we’re gonna take him just throw the whole ball of wax on there we’re gonna put a couple little increments in there the first in my opinion the easiest we’re gonna swap out the cast iron exhaust manifolds put on our our hot pipes for the race car

And just see what that does right that way you got a good Ace yeah you know a little torque suffer we’ll horsepower pickup vice versa or will the whole thing just go through the roofing and then we’ll move forward after that [Applause] get warm through there yeah a little toasty All right you ready yup ready to watch where they are watch where all they go pretty much straight down yard sale three studs oh schnikes It’s got stuff on them them suckers are hot [Applause] hey if you like what you’re watching check out the Haggerty drivers club links right down here in the description Okay so here’s where we’re at we pulled this stock exhaust off we were going to go right straight to our headers which we have one on and they look phenomenal they fit beautiful to the car that’s what they’re for um unfortunately the opening for the

Back room here for the dyno we can’t get them routed over and that tube just won’t Flex so John’s back here in the as it refers to as the header graveyard which if you see the pool of snakes back there that’s truly what it is so we’re gonna put these relics on

These are Circa oh my they are hookers though hooker super comps these have seen many a dino pull so we’re gonna run these so we’ll have the comparison of stock exhaust to these headers when we’re all said and done we’re going to get one run

With those and uh what we’ll do is we’ll do this then our ignition system and then we’ll move forward from there Called we’ll see what this looks like compared to stock exhaust manifolds and then we’ll try the Distributors yep I like it yeah okay All right points Thermo quad headers Dino headers make sure your special Dyno headers okay you know they’re the fancy ones Dino headers the lightweight Dyno headers the ones with all the power in them all right 20 horse I’m gonna go 25 25 I got 20. we’re we were all wrong holy snikey’s

Yowza headers headers are the way to go necessary evil of all Burns but look at the power so we’re 40 if you will really 47 so horsepower is up 47 torque is up 40 wow 38 not bad not bad that’s a heck of an improvement right off the bat just with headers dang

Nice that’s what we’re here for that’s the fun part okay um onto the distributor let’s make it as easy as we can and maybe bump at the top dead center yeah unlike I would normally do and say ah nuts we should we should we should see all right We have some eight millimeter wires to put on it so we can deliver more power less resistance to the spark plugs we have a better coiled in stock and then we have our MSD distributor which is not a points version it is an eyeball and has its own uh electronic

Ignition inside of it fire the points All right so we have our Blaster coil in we got our MSD distributor in some fresh plug wires we left them purposely long because I don’t want to trim them to these headers I want to trim them to our headers when we’re done so we just got them everything tied back

And now it’s just a matter of firing it up resetting the timing and then make a pull see what she does We’re both wrong again wrong again less or 71 come on so 14 horse on the ignition change yep nice not too shabby take that yeah and that’s with zero tune that means change out of the box right we stuck it in and it’s that total timing yeah

I didn’t hear how was the I didn’t hear it but the headers are so loud yeah it’s hard to hear it okay wow did not expect that you heard it right here folks folks Works 14 horse MSD ignition from ready to wires wires to the hot wire

From here to here right yeah 60 horsepower yeah and the foot pounds of torque I mean we’re up we’re basically 50 and 60. yeah wow good money I would say so yeah cheap horsepower cheap horsepower yep all right well ignition’s done tested we know what we have for horsepower Improvement

Now let’s uh move on to a little bigger stuff we’ll go after the fuel side of the air and fuel so we’re gonna pull the stock intake manifold off that cast iron heifer is going in the Box got a nice vintage aluminum wind sorry I already said it wrong why and

Why and intake manifold and a Sean Murphy supplied carburetor four barrel double Pumper our carb and intake manifold swapped over our right stuff is sealed up overnight and we’re gonna put a little fuel to it make sure we don’t have any leaks in our fuel line

And uh give it a pull and see if we can gain past the 60 we already have see what happens I want that shot over top of the carburetor when it hits that full OG on the dyno that just goes they’re getting all the fuel all right so 471 let’s see what we get right of the Box no tuning got it got more nice all right so with the intake and

Carburetor change we lost a little bit of torque but we gained on horsepower we’re going to we’re looking at the uh air fuel numbers and we’re getting a little lean so we’re going to add two numbers to both our jet uh primary and secondary Jets and then we’re actually going to back

Down on timing just a hair so we can get maybe get our torque back up it’ll hurt our horsepower maybe a hair but I think I think we’ll gain more on the torque a good healthy Source out a little not a lot got a pinch I think this is skosh

Yeah so it did help it didn’t help it how’s our how’s our fuel numbers look helped that out didn’t change them a whole lot yeah it didn’t move them very much Advanced that intake killed the tour yeah down 30 foot pounds which makes but it makes sense

A little explanation on manifolds so you have in theory you have a you have a dual plane manifold and you have a single plane manifold dual plane manifolds are designed for the street they make more torque single plane manifolds make more horsepower and a little less torque it’s

A hundred percent what we’ve seen when we went from the stock uh Chrysler cast iron intake manifold we lost torque we gained a little horsepower so the end of the day being a race car and you want to run on that higher RPM you’ll suffer a little torque because

You’re not working down there you’re working up higher so in other words you’re already rolling you don’t need that grunt to get going um on the street you want a torque motor if you want to have a a car on the street that really feels like it’s

Getting somewhere you want a lot of torque because that’s what you feel in the seat of your pants um but like I said in our case I like the I like the little less torque I’d like to have it back mind you but uh we can deal with not having it and

Stick with that single play manifold and be out a little higher in the horsepower so it’s not maybe enough gain on the horsepower for this particular manifold but it’s a game it might be the difference between winning and losing at the strike and that’s what it’s all about if you’re

Running a race car Our next step here is actually more of a longevity and reliability issue that we’re going to address and that’s taking off the stamped rocker arms and shaft and replaced with some Harlan sharp full roller rockers and shaft so what that’s going to do is you’re going to get a little

You’re going to have less heat and friction based on using the needle bearings both on the shaft and then of course out on the tip of the valve um so that’ll help things out that way I don’t expect to see any horsepower Improvement but there might be a little

Bit there but mainly again it’s going to be the reliability side of things especially if you get in the as we’re in that higher RPM side of things this will do a little better Control won’t Flex all those types of things so now that John’s got the motor nice

And hot we can dig into the oil and have hot fingers now [Applause] I don’t hear anything other than that exhaust leak yeah there’s a smoke this from change out it’s okay whoops foreign Look at that more fuel helps yeah I like that that was 10 10 more horse there kids 491 it like the It liked more fuel I’m guessing more than the Rockers because you’re now at four yeah yeah that was your that was your increase right there yeah I would say so sweet

That makes me mad 491 we started off what was our first ball or ten yeah 410. wow 410 410 to 491 yep so bolt on 81 horse and we’re 110 roughly call it 110 Overstock yeah could be a good one yes success I’ll call that a victory so

We’re gonna do one more pull because like we started off we wanted to put our headers on right off the bat that are going to be on the car it’ll create dirty air in this in the dyno chamber so we’re gonna make one pull on that and then we’re done

Because that’s what we want to see and we also dialed in our air fuel mixture so we’re we’re very happy with that it’s good number all the way through so awesome All right here we are we’re ready for our last Dino pull we have our big headers on here that’ll go right onto the car Jeff you did a phenomenal job on these things he helped me out while he was in the shop with us put these together out of a little Custom

Kit and then customize a little bit more and they’re gorgeous West Michigan cerakote did the coating on them and I want you to notice that when this fires up that coating stays right where it’s at doesn’t smoke uh and then be gone so after that we’re ready for the final

Pull it’s going to get rowdy yeah it’s time to be Rowdy before we do the pull though go check out the Hagerty Drivers Club you have roadside assistance with flatbed towing a magazine a bunch of discounts go check it out click right down here it’s in the description now let’s get rowdy

A lot of pressure in there right now yep sweet so we gained some of our torque back horsepower stayed basically the same nice and it sounds really good sounds way better like that all right well we’re all loaded up ready to head back North to our shop and uh

Engine’s dynoed we have our numbers let’s got to get in the car and get on the track well you can see we’re back here in the shop the engines in the car and we had a fantastic time down at the engine Dyno John and his crew did a

Great job there at Apex and uh boy I tell you what I can’t wait to get back there with the next engine because that was a lot of fun now going through everything we felt it made a lot of sense to walk through the graphs at one

Time explain why we did changes each time and really look at those and really look at those results so here we go all right the first three really are getting the engine on the dyno making adjustments with timing um to make the best it can be in that

Stock form so keep in mind these are Stock points singles and they have all their fun with them meaning they flutter they do whatever uh really what this tells me is we walked through and we started off with 36 degrees of timing we moved to 32 degrees of timing we kind of

Moved things around and we were watching where the initial timing into total timing was at and quite frankly it was moving around um so this if you will is an average of What the points or the stock form is so we’ll say we’re at uh you know we had

403 horse on the very first run we had 417 on the second one this was at 32 degrees and then we’re still at 32 degrees but we verified what our initial timing was which was around six so again you got quite a bit of range there

But it makes a great Baseline of where that engine is at in the form that we built it in initially um so moving forward we went strictly we went so moving forward went right to headers now should we have went to the ignition sure but keep in mind that we’re looking at

This build as a what would you do on the second day that you owned the engine or you’re going to a race and you got limited money what’s your best bang blah blah blah right so exhaust that’s the first thing everything everybody does and it’s the most logical because

Headers make a huge Improvement they are the biggest pain and because uh stock exhaust fit great they don’t warp um you don’t burn yourself on them so bad plug wires All That Jazz headers just lame as far as everything else is but horsepower you can’t argue with that number we went

Literally from 410 to 457. so 47 horse over the stock manifolds like now no changes um and of course we gained 40 foot pounds of torque um I’ll tell you right now this is the best bang for the buck now if we can get headers that are made the don’t burn

Spark plug wires and don’t warp and leak perfect so moving forward then we jumped into our ignition so we put a MSD drop-in uh distributor that’s basically ready to run so it has the module right within that added the Blaster coil and you see we improved yet again on the

Horsepower we jumped another 20 a little less than 20s call it 15 and then we’ll gain nine more on our torque so again incremental improvements which is always what you want because well who wants to add something flashy and then go backwards because well that’s discouraging

Um moving on here to six that is our um intake manifold now dual plane intakes make more torque there’s no question about it relative to a single plane on a racing application you go to a single plane so you make more horsepower and you make more RPM out of them that’s

The point or the reason everybody goes to it now the intake manifold that we got was supplied with the car so we wanted to use that because it’s of the era um there’s potentially better ones but that’s what we had and you can see the effect of it is we go from

549 foot-pounds of torque and we drop to 516. now our horsepower increases by a little bit by nine but the you know our RPM and everything uh is is a little better and you can see even though we lost torque it’s actually more torque and volume because you have

More area under this curve than what you had up here even though the peak is lower so overall an improvement but a little bit discouraged when you’re touting those high horse or high torque numbers right we lost some oh well let’s move forward so now we went and oh in the

Backup just a little bit when we went to this we also removed the thermal quad um remember we had the thermo quad on the very beginning we went to uh Holley 750 that Sean Murphy inductions put together for us that was certainly uh an improvement overall as well in the grand

Package will be better so there’s really two changes there and the only reason I couldn’t put the thermal quad on is I wasn’t going to mess with an adapter it just doesn’t make sense um all right so between here and here we just made timing adjustments so

We gained just a pinch of torque and we basically kept our horsepower exactly the same we went from 36 degrees to 34 degrees so a little bit less timing gives you a little bit more torque um and our eighth one is really the worst is the one that kind of shocked me

The most I expected a big number with our our headers but I wasn’t expecting quite honestly anything with the going from the stock stamped shaft rockers to the roller rockers now let me explain why roller tip rockers in in the roller fulcrum eliminate friction that’s the point right

I didn’t really think that we would see any real measurable change there because we still have a flat tap at camshaft so we’re only gaining stuff at the top I didn’t think it would be enough um but what I didn’t account for is stamped rockers not being consistent meaning

Hey they’re sloppy on the shaft so they’re going to be doing not necessarily the same amount of lift all the way across and then of course you have stamping variation and they’re 60 some years old so stamped or the roller tip rockers being a better machine piece here’s your here’s your numbers we

Jumped 21 I’m sorry 11 on our horsepower and we jumped what about uh six on our torque which that’s not a huge number but it was a lot more than I was expecting because I was expecting absolutely zero and uh you know we got some pretty good bang now the other

Thing obviously is your everything’s going to be more stable so your lift is more stable all that so higher RPM is going to be better um as far as long term and endurance um and again you know we have you know we’re looking at you know Peak

Horsepowers Plus in Torx but we’re also looking at the area under the Curve now lastly um nine um here in our run is what’s it going to be in the car so we were using John’s really ready um Dino headers um they had holes they were leaking uh

So we wanted to kind of see what it would be with our headers on there meaning the big long pipes right now we didn’t do that from the beginning because we couldn’t hook them up and run the exhaust outside of the room so we were running those headers inside they

Were really dumping air into the room which makes it for dirty air and turbulence and all that jazz in the dyno cell so it’s not as good of a condition to run in but point being is our big long tube headers gained some torque so we gained back some of our torque

That we lost with the single plane we went up by eight and then we lost just a pinch of horsepower and uh but we’re we’re two it’s okay um so those are all the changes that we made again you could do a lot more you could change the you know obviously we

Have a hydraulic camshaft in there but given the era and all that that would have been a flat tab at camshaft we could wince you know uh flat sorry we could have went solid flat tap it we would have gained a little more horsepower but then you also add in you

Know the maintenance side of it and that’s probably not what this wants to have so long story short those are the changes we made we have all of our increment incremental information which was really enlightening on some cases and at the end of the day look at all the power we’ve increased

Here is our the blue line here dotted is our initial torque curve obviously a solid is our initial horsepower and then you have the red and the red and look at all the extra area under the curve as far as torque is concerned and part of the horsepower so we gained about

Let’s see we gained about 10 on our on our torque number 10 and we gain about 20 on our horse giving them the changes in the cost not bad not bad at all all this extra torque or area under the curve on the torque is really going to be phenomenal as far as

On the track because that’s what gets you moving horsepower keeps you there all right hopefully that kind of quick explanation made sense to everybody if you’ve got any questions put them down in the comments we’ll go through them and and answer them accordingly and but most importantly

Go watch the video if you didn’t watch the time lapse watch this one all the way through twice and get out in the shop go get some work done see ya foreign