I think your videos are a great balance of high tech information explained in a basic engineering way for people like us with a high school education to understand. I would like to see more steering and suspension modifications personally. But if you changed nothing your videos are already the most informative on youtube.

@The0utmode

26 күн бұрын

Id also love to see if there is anything that could be done about getting good low cc sbc cylinder heads. Because it is hard to get static compression up using dish pistons because they capture the flame front better. with the sweet spot for compression on the street between 9.25 to 9.5 these large 60-76 cc heads just don't cut it. If you could come up with a way to make the current 1.94 valve heads smaller without milling the crap out of them that would be cool or if you can take the smaller cc commonly available 1.72 heads and fit bigger valves in them or some other trick to get the flow and the vacuum up that would be cool I'd love to see if you could think about something for this subject.

More racing is always a good thing. Theory is all well and good, but racing provides PROOF.

Thanks DV. Everyone learns from each other. I'm glad Eric called you.

I'd love to see you continue through the golden rules and more basics and budget upgrades. Thanks for everything.

@DavidVizard

26 күн бұрын

Just working on the next episode of that right now. Check out new posting by the end of the week! DV

It seems like doing more with less cubic inches seems to be the thing on the internet. The mission impossible with the 318 and power nations 305 416/500 hp have really got a lot of people talking. Although Derrick from Vice Grip Garage was the innovator on that whole trend with the 307 years ago. What I like about all the porters videos is you get the majority of the power without shelling out a ton of money, sure 416 or 601 heads won't flow 255 cfm like the trick flows but 235 cfm is doable. Those type of videos relate to a lot of guys that have the older cast iron heads sitting around.

would like to know more about Mission Impossible if you have the time. I'm a SBF guy and anything to do with Windsor SBF is awesome!

Under the hood temperature control tricks is a deep well. I enjoyed the experimentation on cool air intakes.

I just ported a set of 781 heads with 219/188 values both intake and exhaust with some bowl work and they work great. I use as much as your methods as I could I my garage with basic tools I’m a retired auto body and pant technician. Thanks so much for sharing.

I suppose I'm alone in this, DV, but I'd love to see YOUR head porting and cam design expertise applied to BIG BLOCK MOPAR! Sure, a Daddy Warbucks guy can just buy Indy or Trick Flow or B-1 heads, but what can Grampa Nobucks (me) do with stock iron heads, or Chinesium (cheap) aluminum ones??

I would be interested in learning more about thermal barriers and oil shedding coatings and is there benefit of micro polished or coatings valves springs and curious about mods to valve pockets in pistons

Things I'd like to see: 1) the racing results of Mission Impossible.... will lightening all of that rotating assembly mean you need a heavier flywheel to launch, or will that matter? 2) How race tech on a 600ci big block translates to improvements on smaller street engines, and in that vein... 3) race tech that will help engines last longer on drag and drive events. The last event I watched had two top name contestants suffering from valve trains which kicked butt on the track, but will not survive the street driving portion. Engines have been improved drastically for either... now make it last for both. With your experience in valve trains, your insight may solve the problem, or it might encourage others to work on it as well. And, not incidentally... provide me with free solutions for my ride. ;)

A more detailed video on unequal length headers and exhaust system would be interesting. Have you ever tested an edelbrock c454 dual plane manifold with the 4500 carburetor?

I'd like to see more 4-valve videos. I am most interested in motorcycle heads, with street use a priority. There's a ton of information on pushrod engines and much less (reputable) information on 4-valves

I'd like to see tip 100 speed secrets, like placing a fillet at the bottom of the cylinder bore. A list of things like that. Things that are universal and don't require flow benches.

Yes, more dragstrip optimization. And more racing.

Tech is on point. Im anxious to see some LS content but more modular content would be welcome too. I love the porting videos. 243/799 LS head porting :)

I was told not to worry about the horse power my car had when I first started racing it. Spend your money on gas entry fees and tires best advice that I ever got

Water injection, on the dyno, on the street. Oil analysis to prove it will survive 10 yrs from now when the only pump gas available is 80 octane.

I would like more Big block Ford projects Andy did those Heads Eric is a great guy

Great videos guys. We need The SBF Book, and Cam Selections video for SBF please.

More polyquad. More modern engines, effectively redo “how to make HP” for the LS rec and cathedral heads. Buildable combinations with dyno testing.

After reading most of DV’s books I’m just glad that he decided to do KZread 👍🏻 I follow Eric also and both of you have excellent points on cylinder head porting. I’d be tickled to have either one of you do up some SBF heads 👍🏻👌

@MVPisME383

27 күн бұрын

Same jus SBC

Mr. Vizard, I've been a BBC fan since I owned my first one in 1993, a 1976 Chevy Long bed PU with a 454, bone stock. I've learned so much recently from you, I wish I had bought your book back in the day, it would have prevented me from making some fundamental mistakes in combination selection. I did pretty good, but could have done much better. I really appreciate your willingness to think outside the box & try different things outside of 'conventional wisdom'. That being said, my knowledge of engine building, I'm a neophyte compared to you. What I do have a vast knowledge in is WATER. Your recent videos eluding to high compression engines with water injection giving the ability to run pump gas... Well, now your talking. I have a vast knowledge in dealing with water... Well, that's not exactly true... What I have a vast knowledge in how to manipulate the molecular structure of water. I believe, if you'd be willing to do a bit of a collaboration with me, I believe I can blow your mind, in how much I can improve engine performance, lessen oil contamination, lower emissions, & improve power, simply by manipulating water/vapor into H302, very simply and can do so within minutes of any test engine you'd like to try. If you are interested in exploring what you are already toying with, I'd be willing to come to you (in America) and show you what can be done to progress combustion engine overall performance. Just respond to this comment If you'd like to at least have a conversation & maybe a potential meetup, so we can figure out how to communicate off line for starters.

@markgiraldes4062

25 күн бұрын

Sounds awesome ! I was hoping to do something on my 496 67 Chevelle with water , keep posting until David replies 👌😎

DV, thanks for asking. I would like to see more 4 valve stuff and some old BMC stuff. And how to.

Greetings and salutations, Mr. Vizard! I do believe that racing a vehicle would be a well received hit. In my opinion, though labor intensive and costly which is the draw back, showing a before and after of the work is the key ingredient as well as failures and purposeful wrong moves. Demonstrating the rights and wrongs with the why it is so would be of great help into the understanding of at least that particular scenario. A quick mention there after of how and or why it would work on something else is an added 2 cents I think of a worthy mention. Robert Cooke

More racing!

Hi David Vizard! Thank you for your update video! I'd love to see flow figures and speeds measured and perhaps some basic porting work done on the sbc 113 aluminum casting (H.O.) heads. They were pretty widely used in late 80's Corvette L98's and are still considered as entry level performance head by Chevrolet

Among others, i bought your book Performance with Economy many, many years ago. There is a page showing a SBC head's intake port modified. I recall a company in California did this mod and referred to it as their "street/econo" head. The modification slightly widened the top only of the machined face to increase flow on the roof of the port. There was an accurate, machinst drawing, showing the shape. I scaled it up to "life size" and did that modification. I also took your advice and had my machinist install a 1.6 exhaust valve. He told me "Randy, would you quit reading books?" 🤣 Did I help or hurt the flow of these brand new World Products S/R 76cc heads? Ill never know as flow testing wasnt available here. Ill give you my combo, then make a suggestion. 73 4-bolt block/stock compression ratio and a mild Edlebrock Performer cam .420/ .442 lift World Products S/R 76cc. (Not S/R Torquer) Manley SS Race Flo valves 1.94/1.6 I had about 80 hours into the heads, including making templates so that I could make each port identical. The power increase felt to me about the same as when i had installed an edelbrock cam. 35hp? It was definitely noticeable. I gained power and there was zero loss in mileage. Just what i wanted. I also learned something thanks to you. The 1/8 mile time wasjust under 10 seconds as I recall with a best of 76 mph and i think the truck weighed 4350. I obviously didn't build a race engine. 😁 I just took it there out of curiosity. What you do is aimed towards high performance, but here's something that could be a fun change for an episode or two. Id love to see an engine combo or modifications aimed at mileage. Say a power output of around 350 HP, but the twist would be getting the highest achievable mileage. Lets say a good old 350 Iron heads Carbureted Auto transmission, 350 or 700r4 Vehicle weight around 4000 lbs. You could title the episode Performance With Economy 😉 What cam? What valve sizes? What compression ratio and piston type or shape? Manifold, exhaust diameter and header tube diameter? Mention to viewers to watch the adverizing. It helps generate a bit of revenue, correct? Thanks for doing what you do, David. 👍

Those were great ideas and concepts you tossed our way for consideration. Getting technical for making power sounds great. Yes more racing for you guys - get those machines on the track.

That big block Thunderbird would be a good car for all of us to play with:) It needs a Ford Version of that engine you and Terry Walters built. The Beastly 1,160hp BBC

Love to see big block ford NA engine builds bracket racing.

I think your videos are well balanced. I like any kind of air flow info. Racing is always good that’s why we do it. Thanks for the videos. Also LS based engines are very popular 5.3,6.0s included.

I think your subject is well balanced I have 198k on a Marquis same as Andies car I couldn't turn it over in one shot I had to let it bleed off compression I live on the coast Raleigh and Chapel Hill are just a fun trip

More track time with your Mustang ,,, !

DV I agree showing off all the tech with results on the track in real world testing is an excellent idea. It’s great to see Dyno results but they don’t always translate to the track. I’m 59 and still learning and beginning my journey down the rabbit hole of head porting in particular my Pontiac with intention of maintaining a stock appearing sleeper for drag and drive with my daughter.

More ecoboost Mustang performance videos, especially 2.3 head porting and engine building! Testing and racing too.

Definitely could use a big block dual plane dominator manifold, man can you imagine a vacuum secondary dominator whoa that would be wicked.

More racing is good. However I do take a little something away from every video you do… some good info on the big stuff helps me understand the amazing performance stuff out there and I also take notes for my own future modest 318 build that I will be porting my 302 quench heads for torque and I take many other notes I have learned from you and Andy on your 318 build … and Charlie S. has been a huge help to me too. More Mission “possible” if you can squeeze it back in somewhere… and go turbo Mustang and Casper!!

Thanks DV. For me its a great balance between high tech mods like useing a lathe or sth like that and building the great conrod balancing scale. basic porting viedeos would be great and also some tipps fechniques for the small engines like sbc under 350CID with small valved heads.

Screw Andy. You go racing. 1. Polyquad - You've done a video on what Polyquad is, but we need the details on how it's done. 2. Mazda 4v part 2 - Still waiting for the follow up video. 3. Turbo porting part 2 - Still waiting for the follow up video. 4. Porting Rules 2, 3, 4, 5 5. IOP Tutorial 6. 100 mpg car project 7. Valve Jobs

Detroit 60 Series Crate Engine I need that nice Feather Lite trailer for that too. But that’s another story. My life long love affair with long haul trucking:) Long Hood Peterbilt’s and Freightliner’s

I would like to see more on ignition tuning I have a progressive ignition that don't work as well as my MSD

I pulled the valve cover it was spotless oul change every 3 k For 12 years 😊

I am eagerly waiting for ployqurd ecoboost head port you mentioned early. Which result I think can also apply to Mazda MZR or Ford Duratec engines. A LOT of car can be benefited from this. I would love to send head over for your magical touch.

I think your doing fine and let me say your anti reversion episode I always said the greatest break throughs are of the simplest view like the groove on the intake valve then the blocking the exhausts ports short side ty i have been acquiring old school stone seat tooling and a couple of refacers but threes hardly any info esp.adj the width of seat angles i saw a refacer in one of your vids i am sure you could help me and even veteran machinist with ease ty

More racing is always good! What I would line to see is port mods for the 5.7 Hemi. I have watched all of your porting mod videos multiple times and read your porting book till the pages are falling out. Can't get enough! I am not sure how to apply what I have learned to the Hemi's. Thanks so much for sharing your knowledge and experience with us!

I think your tech and practical information is at a pretty good balance. I love racing but there are a tremendous number of variables that can affect results. Seeing before and after dyno graphs seems to be a more practical and time efficient way to evaluate results. On a selfish note, I'm very interested in seeing your "cost effective" PolyQuad mods for the Mazda head.

Pontiac 400!! Pontiac 400!!! Pontiac 400!!!

BMC A-series engine - and combating reversion would be excellent.

Like to see induction on each side of cylinder head at the exhaust ports and the intake Ports being exhaust.

Greetings DV, in my opinion your last episode explaining port energy was great! It just the information that is least understood and rarely applied. Although I would also like to see you explain the next step Port Energy Density. I have read your books and for the life of me I cannot pin point what it means or how it is calculated, much less how it correlates with camshaft selection. Also this would be a great topic to apply for 4 valve per cylinder heads since those are rarely analyzed through those methods. Thank you for your knowledge!!

I do like your balance between the tech and the how to. I'd like to learn about how to best determine cam timing. Not how to use a degree wheel, but say I have a duel overhead cam and tighten the lsa, how do I decide where it wants the valves to open and close for different engine scenarios?

At track to prove results, OK. "Our day at the races" home movies. Not for me. All of your engine tech proves valueable in some way or other. Would love a detailed at-track carb/distributor tune-up "how-to". Finish with street tune for throttle response and mileage. Great job. Keep 'em comin'.

You guys need to race more, I absolutely support that idea. I have learnt quite a lot from your videos and hope to see you continue this series well into the future. I would like to see, at some point, a video on porting factory big block Chrysler heads. Something like optimizing the form provided by the Mopar porting templates might be good. Keep up the good work!

Trucks. Everybody's got one; most cannot afford a weekend toy or trailer queen. Most trucks never see 4000 rpm. More torque is always useful for those that actually do things. So, low budget turbo setups maximizing low rpm torque. Stoplight to stoplight, the swirl port Chevys are hard to beat, esp idle to 1800 rpm. Short bed Silverado with a 5 speed and a swirl port 350 is a joy around town, not so much for spirited driving. Something like a vortec 350 with a small turbo (gt35?) that's gasping at 5000(or even 4000) but has 400 lb ft from 2000 rpm to 4000 rpm would be an exceptional everyday driving experience. Budget turbo options. Budget/junkyard intercooler options, or water or water/methanol budget setup. Cheapest method to achieve reliable 15 psi. Timing constraints for turbo setups. 87 octane feasibility. Compression constraints. Plumbing fabrication tips/shortcuts. Budget transmission strengthening for high sub 4000 rpm torque. Cam feasibility for same. Mpg optimizations. Blow through carb options. (As an aside, do annular boosters enhance a turbo setup?) Turbo selection explained. Cheap turbos are abundant right now; let's explore the options for Joe Citizen. Can't think of anyone I'd rather hear this from than DV. Don't make it too simple; there's plenty of that elsewhere. Your ability to make the complex explainable distinguishes you. Own it

A BMC B series engine video would be hot hot hot!! ;)

Thank you DV, I try to study the smallest details of each part of a car to learn as much as possible. Thanks you your books and channel, I have a vastly more accurate understanding of engines. I was wondering if you could provide a rabbit hole we could start down for transmissions. Maybe you have experience or know an expert that could come on for an episode. I know it's impossible to go over everything transmission in a few videos but some overview points, maybe resources to learn more would be very appreciated. Either way I'll be here to catch more of your content going forward!

@hotrodray6802

27 күн бұрын

Like the differential, I'll bet a super polished transmission will net significant power improvements. But the price vs cost 😲😲😲?

@hotrodray6802

27 күн бұрын

Like the differential, I'll bet a super polished transmission will net significant power improvements. But the price vs cost 😲😲😲?

@hotrodray6802

27 күн бұрын

Like the differential, I'll bet a super polished transmission will net significant power improvements. But the price vs cost 😲😲😲?

Hell yeah more racing building a 89 s 10 drag truck no clue what I’m doing but doing it lol. Got cam coming this week 383 send specks and my setup got comp adjustable timing setup might need help were to start + or - ? Your a world of info man thanks👏👍

Please do a cam selection for the 392 Hemi.

Aircraft recip engines run a high duty cycle. Full throttle for 5 minutes and then back off to 75% power. The stresses from high load for possible hours is hard on the reciprocating parts and crankshaft. The Lycoming and Continental engines normally have a maximum 2000 hour TBO. The engines are completely dismantled and inspected. Magnetic particle is not sufficient, parts are x-ray tested to look for subsurface cracks. An automotive engine may only be serviceable for 500 hours to 750 hours. On rebuild, the crank and rods will just be replaced. Part of the problem for automotive engines is bore spacing, which limits the thickness of the rod journal webs and the radius of the journal fillets. Engines like in the DC 3 are built as light as possible, but the crank and rods are like a heavy duty diesel to take the stresses.

I really enjoyed the intake manifold stuff you put out in the previous video, nobody thinks like that makes me think I need to do more welding ony intakes, looking forward to your future pocket porting video. I tried using a small seat insert cutting tool to make the round pocket above the 70 degree cut in the valve job, not doing a full plunge but to give me a reference for porting to.

Hi David, you have a great channel. I keep mentioning that you should do more 3 and 4 valve heads. There just isn't any video's out there that #1) I can trust the info and #2) go into detail about the what, and why things need to be done in a certain way. Thanks

@atheplummer

25 күн бұрын

Question: Why do you think 4 valve heads need exploring? Fact is, a single valve head of twice the diameter of a 4 valve can actually flow 4 times as much air. When you double the diameter of a pipe, hose, some type of a restrictor, you quadruple the volume of air/fuel/liquid delivered, at the same pressure. The reality is, the only reason a 4 valve works better than a single valve is simply because a overhead camshaft can spin a higher RPM's for a given parasitic power loss. As long as the chain/belt doesn't impart more friction than a common pushrod engine does. the simple fact is, 2 small valves can't possibly move more air than a valve even 1/2 the size larger than a given valve diameter. He knows this already, and for a 4 valve to actually work, it's simply as a function of volumetric efficiency... What I'd like to see him do a study on is the Cadillac Northstar engine... I get it, it's plagued with massive amounts of engineering faux paws... But look at the intake runner, with relationship to the valve... Pure genius... Make a Northstar configuration as reliable as a LS, and your on to something.

i have often thought about putting a dominator on a big block chevy , --as i recall the test mule had a fabricated -ram and TWO 1000cc 4150s and the same power and torque from ONE dominator on a dual plane intake --seems like he had one of those tuned spacers on there too. if i could get a dual plane big enough with a dominator top --i would run it on my ls7 instead of the super vic

Mr. Vizard, I truly enjoy your videos and learn a lot from both you and Andy. I would love to see more small block Chrysler stuff and possibly more low compression ( say like 8.0 -9.5 ) stuff. I'm working on a 5.2 liter (318 c.i.) in a 2001 ram 1500 4x4 .

You need to tie head mods and manifold to deeper camshaft chioce tech showing us How in detail . Teach this on a example build and also applying it to ANY BUILD MILD TO WILD . Also many tow vehicles need help with a frugal build for frugal torquey towing especially with the newer trucks with smaller engines in our half tons .

I would love to see you work on a 401 Nailhead head. There has been and is a lot of discussion about what to do and what cant be done the this.

Racing is great. More, please. My absolute favorite videos, however, are in no particular order, 1) the valve spring video, 2) air flow design philosophy within the head, 3) the no-loss exhaust, and 4)any videos with actual data... FYI - I have no Chevy, Ford, or Mopar stuff - I like to transpose the data to the engines I'm interested in. Well Done! P.S. - Still waiting to see what you would do to a Jaguar V12 head.

Predator carburetors are overlooked. But why ?

I really like your videos David! I'm 16 and building my first rat rod on my channel. I've been reading some of your books getting ready for the engine rebuild!

Before and after dyno testing of modifications and theories in the current time, not “I think I remember years ago”

I'd like to see more of. Camshaft selection the videos u done on that are awsome I building dirt track motors and I can pick a cam that gets me close but to fine tune cam I struggle with I love all the videos also how do I degree a cam if I don't have a cam card I'm having good luck with cams i use now but how do I improve my cam grind like to pull harder off the corner than my current cam or how can I lower rpms with same power to help save life of motor keep up the videos u the man

Hi David! a video of invidual timing in each cylinder would be appreciated.

I think in the LS/LT world we live in a lot of your viewers would like to see more info on the topic of LS/LT ... I don’t recall you doing any LT direct injected cylinder head IOP review ... please correct me if I’m wrong ... or any LT cam info... When you had Lake Speed Jr on you mentioned that when running E85 the specs for the heads, intake, compression and cam etc. change can you elaborate on what the changes need to be... last but definitely not least but probably most... I think all your viewers and potential new subscribers would like to see a 6.0 LS dyno test with Comp Cams 459 cam and one of your specced cams of comparable numbers to prove that your specs are superior ... I’m currently running a LS cam you specced for me 3-4 years ago and it runs very good ... and I know you said you don’t wanna get into the time to spec cams for people and you’d like a cam company to take up your cam cause I think we all understand this... I think a dyno test like this would put all your detractors in their place get you many more subscribers which would get you more money for the Mustang and more time at the track which sounds like what you and Andy really want... I appreciate all your shared knowledge ... I’d love to take up your cam cause but unfortunately I don’t have the $$ ... thanks

@joeinmi8671

26 күн бұрын

I'd live to see some LT stuff myself. Especially when it comes to lsa.

I have a Bridgport mill I would like to use for seat cutting. I would be very interested in seeing your setup with your mill and your process. Really would like to see valve seat widths angle and performance seat work. There's a million cutters and profiles and choosing the right one is almost like picking the right camshaft!!

David, I'd like to see you finish the 5 Golden Rules of Porting. Unless I am mistaken, you have only dealt with Rule 1. For me personally, whilst I like watching cars race, I can watch that on many different channels. May I suggest that you provide a short analysis of each run, in order to differentiate yourself from other channels. Regards Greg

I would love to see some small displacement engines (going back to your roots) for maximum fuel efficiency. Many of us are not involved in racing but have great interest in making the most our essentially unmodified Honda, Suzuki, Toyota, Hyundai. I might also add that a number of modern designs seem to have gone to a design obsolescence model with cylinders that arevnot supported by the deck and timing and oil pump chains/ belts that, if they fail, destroy the engines - either before or just after the warrantee expires. Many thanks for your automotive contributions.

@atheplummer

25 күн бұрын

If I may interject. Parts failure just outside the warranty is a strategic mechanism done by engineers paid for making products that have a determined use life. It's called 'Planned obscelesesnce '. They intentionally engineer and calculate a failure point, over amount of uses that a product fails at. There's a specific reason for this... Early engineers would build farm implements and tractors that would last virtually longer than you could live... Back in the early days, late 1800's to early 1900's, there were literally 100's of tractor and implement manufacturers. The products produced were so durable, they never wore out. Hence, farmers won't replace a tool, unless it has a catastrophic failure. The vast majority of farm machinery companies went out of business as a result... Simply because the stuff they built was too good & never had a resale customer. That's where the concept of planned obscelesence came from... They could build a Chevy square body that would last for a lifetime, but why would they do that? They want you to buy a 'new one', when your old one wears out, or breaks to a point that repair exceeds the cost of new. As far as small displacement tech for fuel effiecency... I say, let the high end power guys build the craziest things they can build, that's where innovation actually comes from... Once they find something, the small, or efficiency guys start to adapt it to their mind set/technology. History has proved over and over that this is the way innovation happens, at least in the automotive industry.

I NEED MY HEAD EXAMINED! What should I look for as far as order of importance.

4150 holley tech

I’m trying to wait patiently for the Mission Impossible 318 to be finished. And like other people have said in the comments more Mopar content. There are page after page of Ford and Chevy engine building content, many aftermarket high performance parts for them too. Mopars are just not popular enough for great aftermarket support I guess.

Valve stem size and flow would be interesting

Hi mister Vizard. I personally will appreciate more in depth detail and measurement comparison between port , I know that you almost always do a casting of the port and show the difference however it will be nice to have some measurements of it as it is some time difficult to quantify, I am also waiting impatiently for the polyquad video. I appreciate your love for V8 but I most likely will never own one ,however I did learn numerous great information transferable to any port I believe. Best regards Julien Dubray PS : life start at 120whp/L

Would like some modular 2V content.

Will a modified 800cfm Quadrajet per you book making 1020 cfm support a 600 hp Small block Chevy?

I think you're falling short on the parts sale 😂 I've been wanting to buy a set of sbf heads from ya for a while now and we have talked several times about it but it just hasn't worked out. I want them as a souvenir even though i would run them if they are a good set and I can afford them. But I know you are very busy. You're not falling short I'm kidding I'm just wanting to buy heads from ya. Anything that will fit sbf even Cleveland or Cleveland like heads if you get time. Thanks Dv.

Certainly not for the masses, but the masses don’t know how to read/listen anyhow! Would love to hear any Datsun Knowledge you’ve got hidden in there somewhere! Lol. The DC is a good bird! But now we have turbines!

More racing is good. Also if you could talk about pros and cons of gear drive timing vs roller chains and harmonics and would that have any effect on the typical 450 500 horse street engine thanks.

Info on Triumph and MG engines from the 60's and 70's would be great for the British car enthusiasts. I have watched your 2 hour video on Mini build numerous times. Have read your books several times on tuning Triumph engines.

I finally sat down and compared my big block builds to the ones in Vizards book. He has done his homework. However his builds are down on rpm due to hydraulic rollers and will get you put on the trailer with your tail between your legs on the street. A simple switch to solid rollers in the 284°/288°@.050" .750" lift 108°LSA range will remedy that.

I left three responses to the survey. In addition. I would love to prove Eric's truck can be made faster with a smaller cam, and better driveline components. His HP is extremely high for the times he is turning. It is easily a 9 second truck if he utilized more torque than rpm.

Yes Sir, more racing!

Max effort small cube(3.76 stroke) big block chevy builds 396-427 etc.. for the low buck backyard guys that can’t afford afr heads and stroker cranks..Like Porting the old cast iron bbc large ovals and how to extract big power out of the generals heads/cranks with nothing more than maybe a set of pistons,bigger valves and working your port magic with a roller cam and a aluminum intake,Holley carb and a set of headders.. Back to the basics n see just how much tq/hp/and rpm is possible.. Just a thought. Always enjoy your content either way David!

@musclebone7875

26 күн бұрын

Street or drag engine?

@phildo39645

25 күн бұрын

@@musclebone7875 Max effort would suggest drag only but Super aggressive barely streetable builds would be cool too.. Solid lifter low gear hi rpm stuff..👍🏻 Growing up I witnessed some awesome homegrown throw together stuff back before 4.25 cranks and 4K alum Heads were the norm.. Something about making big power at high rpm just hits different than doing it at low rpm..

More Ecoboost and poly quad please.

Yep. The track can be a great dyno

I personally like mark iv Chevy stuff

Myself personally… I want to buy a new F150 XL - and Aluminum Feather Lite car trailer. Just so I can come to your place:) So we can haul cars and engines if needed.. There’s a fox body T-bird in Michigan Tubbed with a Big Block Need to go get that car so I can race Casper:) You can drive it too King David The Big Block Thunderbird 1985

can you do a video what shows cylinder heave volumetric efficiency, how/what you can do to improve it when a head says it has 85%VE what is it exactly, same goes if it says 100%

4:30 I think during WW2 most of planes wasn't live that long to need a engine rebuild because of wear

Racing is paramount indeed cant race a dyno that's why u feel disconnected because the race track is not challenging your assumptions and stimulating your acceleration gland.when we race and tune it opens up several more synaptic pathways in our internal hot rod go fast computer/imager of what mite be possible if only .nuff said for now

I want to see dyno tests. Specifically, prove your LSA camshaft theory. I know that out of two cams with equal duration, the one with the tighter LSA will make more power. What about two cams with equal overlap, but tight vs wide lsa's? For example a 230/236 with a 106lsa vs a 240/246 with 110lsa (just ballpark equal overlap, I didn't do the math). Which one makes more power?

what is the best way to adjust and increase rpm with hydraulic roller lifters, and what is the best method for removing aeration from the oil to prevent air in hyd lifters in racing.

@axlegrind4212

25 күн бұрын

i actually have my own take on that. preload the hyd lifter .010" and when the engine grows with heat the preload is lost and then it has 0 lash. the lifter doesn't pump up during valve spring surge and there's not enough clearance for it to rattle. best of both worlds of hydraulic and solid lifters.