In most engine build-ups you read about in magazines (including a couple in this issue) you have to read through three or four pages of how to torque a main cap and select a cam before you get the meat of the story, if at all. There’s really nothing wrong with these types of build-ups, but we’ve decided to cut to the chase. We gathered up four real-world street-driven First-Gen Camaros and threw them on the Primedia Tech Center’s chassis dyno with the help of Tech Center manager Dominic Conti just to see exactly what kind of power they were actually making.

There were some surprises and maybe a few disappointments as we found out how hard it really is to get the high-horsepower numbers magazines make sound so easy. None of these engines had been on a dyno before, and in most cases the carburetors were right out of the box. We are sure that with some time playing with ignition curves and carb jets all of them would pick up some more power.

<table><tbody><tr><td><br>RPM    HP    TORQUE<br>2,100    113.3    283.5<br>2,200    117.3    280.1<br>2,300    128.5    293.4<br>2,400    141.3    309.2<br>2,500    152.0    319.2<br>2,600    161.6    326.4<br>2,700    168.7    328.1<br>2,800    177.8    333.4<br>2,900    188.7    341.8<br>3,000    202.4    354.3<br>3,100    218.0    369.3<br>3,200    230.1    377.6<br>3,300    241.2    383.9<br>3,400    250.9    387.5<br>3,500    259.4    389.3<br>3,600    267.9    390.9<br>3,700    276.8    393.0<br>3,800    286.0    395.3<br>3,900    293.0    394.5<br><br> </td><td>    <br></td><td> PM    HP    TORQUE<br>4,000    299.1    392.7<br>4,100    306.3    392.4<br>4,200    311.6    389.7<br>4,300    315.8    385.8<br>4,400    318.1    379.7<br>4,500    317.3    370.4<br>4,600    322.6    368.3<br>4,700    327.2    365.7<br>4,800    329.8    360.9<br>4,900    337.1    361.4<br>5,000    340.1    357.3<br>5,100    338.3    348.4<br>5,200    338.3    341.7<br>5,300    332.6    329.6<br>5,400    333.8    324.6<br>5,500    340.9    325.5<br>5,600    341.2    320.0<br>5,700    345.2    318.1<br>5,800    348.4    315.5<br>5,900    339.9    302.6</td></tr></tbody></table>
<table><tbody><tr><td> Carl Casanova 406 ci</td><td> </td></tr><tr><td> Displacement        <br>Block            <br>Balanced        <br>Blueprinted        <br>Crankshaft        <br>Connecting Rods        <br>Pistons           <br>Compression Ratio    <br>Camshaft       <br>    Lift           <br>    Duration        <br>    Duration @ .050   <br>    Lobe Separation    <br>Lifters            <br>Cylinder Heads        <br>    Material        <br>Valves           <br>    Intake size        <br>    Exhaust size      <br>Rocker Arms         <br>Rollers<br>Springs & Retainers    <br>Intake Manifold       <br>Carburetor                           <br>Air Cleaner        <br>Ignition            <br>Headers           <br>Exhaust            <br>Mufflers        <br>Machine Work                      <br>Assembly        <br></td><td><br>406<br>Chevy 400 bored .030<br>Yes<br>Yes<br>Scat nodular iron<br>Scat 6” I-beam<br>SRP forged 18cc dish<br>10.3:1<br>Comp Cams XR282HR<br>0.544”/0.555” with 1.6 rockers<br> 282/288<br> 230/236<br> 110<br>Hydraulic rollers<br>GMPP Fast-Burn with bowl blended<br>Aluminum<br><br>GMPP sodium filled<br> 2.00”<br> 1.55”        <br>Comp Cams 1.6 Rollers<br>Crower<br>GMPP Vortec dual-plane<br>Holley 4160 Double-pumper 800cfm<br> K&N<br>Holley Annihilator<br> 32-degrees total @ 3,000 rpm<br>Hooker Super Comp 1 5/8”<br>Dr. Gas X-pipe 3” into muffler, 2 1/2” to tailpipes<br>Dual Flowmaster 3-chambers<br>Modern Engine         (Glendale, CA)<br>Owner</td></tr></tbody></table>