This is my second comment on the subject. David my heart goes out to you sir. May God bless you and your family. There's no more words to express my sympathy. God bless you sir
@@MasterWitchDoctor ,,,,,,,,wrong,,,,,,,,,,,I know of the wallys those crew chiefs have created........Give respect where it is due.......I'm a drag racer since 1965.....I am 71 today...............................show respect.........
@@MasterWitchDoctor ,,,that is which you are ,,,,a master witch doctor,,,,,,,no more worth than a freakin cannibal....................................D to you....
A man named James H Chambers gave me my first job.. I learned SO much from him and the funny thing is, y'all were on the same page. I don't understand why 95% of people building engines are well...average. What I didn't learn from him, I learned from you. You are awesome
Thanks David, in the late 60s I started following you in every magazine I could find your articles in I'm still porting factory heads with good results, I still learn from you thanks a lot
I noticed that when you do a live stream pieces of memory come back. Many a times you have gone on a tangent but its alright because you got some great stories.
@@marvingvx1 keep it up, I don't want to feel the same way you do about Smokey, I'll listen to ANYthing you have to say, even if its just you rambling for hours!!!
Every day we have a extraordinary human being like David on earth is a blessing. Something you don't think about until you realize you you're self are about half way into your grave.
Dave as someone that suffered a traumatic brain injury I can relate. But one thing I want to add is a lot of times people in our shoes know more than we really realize and in doing things it comes back. Having said that my friends and I have learned a lot from your videos and wanted to say thanks. So please keep doing what you do.
While testing LS engines in Australia we could break valve springs while at a certain RPM & speed while going over a bridge with expansion joints in the roadway. They would last thousands of klms during testing but the bridge would break at least 1 every time. Vibration is a very powerful thing indeed.
Keep them coming David. Its been a long time since I followed a series on YT. We can apply bits and pieces of your knowledge to build an engine that suits our needs and be confident that we will get good results. Thanks again for your books and this series!
I have seen a story in one of the magazines decades ago about a "90 HP Camshaft Swap" on a SBC. I was skeptical, but flipped through the pages to see what was going on. An engine was assembled using top-shelf, high RPM parts that you would select for a capable combo with very high V.E... Except for the camshaft. The camshaft chosen was deliberately selected to cripple the engine, simple as that. Sure enough, they swapped out the cam for (I think) a Lunati Ground-Pounder 2000 using double-throwdown technology. Whaddya know, it made 90 HP more! It sounded so good that guys from the neighbouring bays of the building came over to see what engine was under test. The whole story really woke me up about the magazine industry.
Mr. rotaxtwin - I have seen many stunts like this pulled. What really ticks me off is I have had stories returned to me because they told what actually happens in the real world. DV
I have used Mike's camshafts, one on order now. Do they cost more,? Yes. I like my customer's cars to run how they expect them to. It's a minor amount for what you get ! Money well spent.
May I ask, how much DOES a Jones hydraulic flat tappet cam and lifters cost? Are they all done on billet steel cores? Does he make them for Mopars, which have the larger .904 lifter?
@@jeffrykopis5468 I don't have the paper work in front of me, but it seems like it was just under $600. Yes Mike will grind the Mopar cam for you if a core is available. I get my lifters from a different source. But Mike will retail you a great lifter. If you email him he is pretty fast to get back to you.
I remember that. It was the 1985 gm goodrich replacement motor. With the smaller 886 heads. They were advertised as the 190hp truck replacement. They also used them with the 461 head in marine applications. They replicated this with the introduction of the zz430 series crate motor as a short run offering. I also remember nascar going to a larger roller bearing in thier blocks at that time. Elliott set the top speed record that year with the first rendition of the roller cam bearing.
Thank you for more great content as usual. In the era where everyone is promoting using a roller in every application, its refreshing to see that someone still believes that you can make great power with a hyd flat tappet camshaft. Thank You again for the great content.
Great and informing video. The camshaft polishing story reminds me of a Lunati roller cam i bought few years back. When looking at the lobes you could see many flat spots kind of like from connecting the dots in the computer program. And they had forgotten to smooth all the points together. It was looking like a velvet. I assume it would be a real spring killer and would be very hard on the lifter too, riding these uneven surfaces
Excellent video! I always wondered which of these cams would do better: Low lift long duration or High lift short duration? With good springs and valve train components. We run a spec rule on lift which is .420 But any duration. We had cams ground with 248 @ .050 and 105 lobe separation. We also had same spec cam ground with 4 /7 swap. That cam had much better mid range torque and we ended up with 4 degrees advance after trying every degree between 2 retarded and 4 advanced.
Mr Vizard, have you tested Rhoades hydraulic flat tappets? Do they work as advertised, "taming" a wild cam for street use and boosting bottom end torque, as well as vacuum?
Not sure if this is the same David Vizard who was challanged once by John Cooper to build a 100 hp 996cc Austin Mini motor, but if it is, I think I have one of your old builds in my 1972 mini.
Engage new technology, like fuel injection and forced induction multiple overhead valves. More efficiency and power guaranteed. Carb engines are DINOSAURS!!!!! Come up to the 2000's oB
I'm in OZ and used Jones cams in the 70's...Bert Jones...Sorry....but he made the drag racers choice of cams in Sydney back then and the name brings good memories...Cheers mate.
,,,,,,,,,,,,,,,,,,,,,,,,,,Thank you Sir.............Your energy as in giving energy is a virtue..............And our creator is in common....................I have many of your books along with hundreds of other books......concerning mechanics..........Electrical,,,hydraulics and ,,,mettalurgy.......the study of matter and effects of oxidation upon stubstances.................I thirst.....
I would have expected a lot more torque from a DV worked over 355. If his stock (but ported) 289 can make over 400 ft-lbs, a 355 should be close to 500. Must be really bad heads? That engine is only at about 1.1 ft-lbs/ci when he touts getting 1.4/ci on his builds. I think the pre Air-Gap manifold he was talking about was the Performer RPM. Great stuff David.
not hardly, he's good but not great. Id like to see him take a bone stock 305 and make 419 hp out of it by using NHRA Stock Eliminator rules. Ive already done it and when my new NHRA legal Dart Little M block is finished ill be north of 430 hp with stock unported 081 305 heads, stock intake, and quadrajet carb.
@@MasterWitchDoctor dude how many comments you going to make on this video? you obviously know everything so whats the point of even watching a video like this? after 4-5 comments you went from looking like a know it all too just looking like a jackass desperate for attention. nobody cares how much power you are making or what with, you do understand that dont you?
I do enjoy your work but have 2 questions with the pocket ported heads flowing 210 I'm guessing at about .500 why lift the valve to .625 to .650 2nd compression was at 9.1 but you said 10.1 would be better please explain thanks for your article
Marcus, The engine made more HP when the valves were lifted to that level. At the time the tests were done the gas detonation resistance was at an all time low hence 9/1 not 10/1.
Higher lift cam more crankshaft degrees in the sweet spot . That's why more modern roller camshafts have more intensity and sometimes less longevity because they are better targeting peak cylinder demand with a shorter burst. There are better words for it but thats the gist of it.
🔔😎 DV. Thank you for your knowledge. I hope you are also dictating all your life's and family rememberances for your posterity. Wouldn't it be nice if each of us knew the recollections of each our great grandparents? Having recently lost my best friend of 40 years I am pleased that he relented and his last years he wrote many stories of his early life and family stories. Now published in hard back form! I'm working on mine. Thank you. 😎
This was the question for Saturday night Will a 2.3l ken bell super charger designed for a Chevy factory 350 engine work for a built 427 Ford engine Will the super charger be able to provide a positive boost for that much more displacement than stock as the it was intended for factory application
@@UnityMotorSportsGarage I’m looking for an all day running engine I’m building a 351w stroking it to 427 with Edelbrock carb or a street avenger carburetor and old school edel Brock heads I bought them already ported the f out doesn’t look like a DV job just hogged out porting to the max. got crane gold 7 to 1 rockers with dual springs long tube headers And x pipe haven’t picked my intake looking for some dual plane lower profile unit to try to keep it under a 2 in cowl with carb and super charger on 🤣 I’d like to get 650 to the wheels at 3200 I haven’t picked a cam yet I’m running a Ford borgwarner t5 stage2 the stock pulley on the sc is for a stock Gm 5.7 makes 6psi in stock form it was a upgrade kit sold from Gm to keep warranty it’s a self lubricated system In Reality it’s my toy burnout machine daily driven would be nice but I have 5 cars so being reliable isn’t an issue it’s a 94 mustang GT convertible five speed. Mustang’s and vw Beatles is what got me into cars 23 years ago I actually do have all the parts listed
So much information it's easier to start over 3 times. Funny how American club racers are much better catered for than in England. Wonder if Piper, Kent or Newmans do tool steel blanks?
Get as much of this knowledge in as possible, I will only say that once the history and information is gone it is not going to magically reappear or magi cally. 21 years ago things were so much different than that of today. Trying to find good reliable history and facts for the older machines, priceless. How to and not what to do even better. Great Thursday to you, I hope your having a great week so far.
I know Jones is a well respected cam grinder/lobe designer/cam spec fella, but I've seen him making not so flattering remarks about your cam spec skills several times on Speedtalk, so I don't know if I'd be plugging for him or not, lol.
I have been tinkering around with balancing a camshaft, the fuel pump eccentric is a BIG lump of out of balance and the lobes don`t do much to help out ether. What I have done is to drill out and tap the ends of the cam, and bolt on some easy spin ball bearings, even at real slow speeds you can really feel the out of balance condition. Sure the cam runs at 1/2 speed of the crankshaft but it is still an out of balance condition, with static balance you can come close , dynamic is quite a different story !
David, so sorry to hear of your health challenges. Know that we all appreciate your time in sharing the hard earned nuggets that you so freely share with us. We appreciate all that you do, and we enjoy your stories! May God grant you repair of your memory, and peace in your journey.
Love that video David! Great content and very informative. So glad to know that you are doing well and your memory is returning. God's grace and healing touch be upon you. You are a true treasure and a wealth of knowledge.
David, thank you for sharing all your knowledge, and please keep making these video's, you are really helping with facts, and making us think about what is possible, and how to achieve optimum performance.
Polishing camshafts eh? I might just have to do that in my next thrashing project that almost certainly will use secondhand parts. It seems like a no-loss with potential gains scenario.
I've rebuilt many engines from International truck engines to VW engines. Back in my drag racing days I realised that Chevy did all the work & testing and decided to build a LT 1 350 350 HP 11 to one compression 30 over engine. I bought all the parts right from a Chevy dealer. I used 2 cams one hydraulic and one solid to bring it up to 375 HP. I used many head & intake combos. I started with the 202 194 63 cc "Camel" heads. O forged crank also. I beat a 427 1970 Corvette. It was a great combo. I could go on.....
Wow 425hp out of 186 castings, with 210 cfm, that's very impressive, I have 041's I'd be happy with 375 hp. Not gonna happen, I'd like 340hp for real though..
Just picked up a pair of ported 186 Double Humps with new 2.05 1.60 valves. Engine is stock bore 350sb edelbrock avs2 650cfm carb Msd distributor Weiand Street Warrior intake with a nv3500 5speed behind it. What cam would you recommend for tearing the guts out this 5speed ?😂 heads not installed yet...also do you know if LS beehive valve springs will fit in DH Heads ?
BH springs can b e used but I cannot remember what machining I did to get them to fit. Did this about 3 years ago. Those 2.05 intake valves will require a lot of de-shrouding to the extent the heads will be prone to cracking into the water jacket adjacent to the cylinder wall.
@@marvingvx1 they've been worked over by the previous owner. A friend of mine. Only reason he took em off was to put on some Edelbrock heads. I need to take em to a shop and have them checked out just to be sure. The BH question was something I've been wondering...thanks for your time David 😎
326hp out of a 5,82 litre engine gives 56 hp per litre. In the mid 80's that was already low. Increasing the specific output to 73,2 hp per litre made the engine competitive.
That's right. Stock cam has no real lift and no overlap intended for being smooth off idle, emissions, and long valve train life. It's the limiting factor. Plus, the engine needs another point of compression.
If you know what your doing, You could also achieve that sort of power with 487x or 493 heads with a bit of pocket porting, some junk yard valves and springs and a off the shelf Melling cam, professional products dual plane air gap intake, and a Holley 3310 vac secondary for daily 7000rpm excursions. Smoke the tyres from a roll on. No turbo, No Blower, No Nitrous.
In my vast experience testing cams there is no way I would settle for a Melling cam. Whoever specs the valve events for their cams has little knowledge of what they are doing.
Are there any books that do a good job explaining the details of camshafts? I know what lift is. I know what duration is. But why should I care? Why is a 112 separation cam better for driving and a 108 better for racing? So many questions!
a lot of lobe separation make the engine run smoother, its how the factory cheats the computer on modern engines because the computers sensors will see the cam lope as engine knock. By widening the lobes it make the sensors think its all systems go and the computer doesnt have a fit.
Yes you are right but that 929 cam was what was commonly used so it is a legit baseline. And lets not forget that unlike any other cam test we gave the 929 every opportunity to produce its best!
because it cant especially on an OLD small block. The port saturation of a "STOCK" head can not flow enough to make 100 hp from just a cam. A 230cc Dart or Bowtie Vortec can but the old double hump head wont do it in a million years unless theyve had a ton of work to open them up. And even at that point a set of 200cc Darts blows them away.
David Vizard thank you for all your entertaining, informative productions over the years. Can you recommend a head porter for Pontiac heads here in the U.S.?
Check with Weingartener racing,I can't say enough good things about Eric. He's fairly priced especially for the quality of his work and if it's not in his wheelhouse he won't waste your time or money. I don't know about Pontiac but he's done small block fords,bbc and some oddball sbc heads for us in the past and they all were top notch.
Not if you were attempting the same test!!!! We have done flat tappet cam 350's that have made 550 hp. Can you walk over that? This was not a test that shows what we can do for a price. It was intended to show what Harvey's cams can do given what they want. That was about 1985-86 time. Just consider where you might be if you were up against a 2021 engine and a Mike Jones cam replicating what Harvey did but with all the 2021 moves Mike can do. DV
Hey Bill Brasky, please share the cost and Dyno data of your magical combination? My custom solid flat tappet from Jones Cams for my 327 was $100 more than a cam from Summit so don’t get your attitude, did you get a price from them?
@@DavidVizard no David it wasnt "JUST A CAM" it was the cam, rockers, and carb. Make 419hp from a 305 with nothing in the heads except a valve job. You MUST use the stock intake, carb, 1.5 ratio rocker arms (roller rockers are allowed), and a custom ground solid lifter cam with stock .403 lift intake & .415 lift exhaust. Compression ration must be stock as calculated by the NHRA, and you can not exceed .080 bore and the stroke must not be more than 3.484 inches per NHRA rules. Read the rules of the NHRA Stock Eliminator and make 419hp out of a 305. It can be done because I have 3 in my shop right now (as spares) and one in my Monte Carlo SS. Im in the process of building a Dart block that will give me another 500+ RPM and a more aggressive cam thats going to put me over the 430hp mark. Personally I dont think you can. Just to let you know who I am, im the guy that was getting 430 hp (touching the ground) from an 810cc 1985 Kawasaki GPz 750 turbo @ 13,000 RPM and making 52 lbs of boost pressure at the intake valve.
@@marvingvx1 Hi David thank you for replying and your offer. As for whether it would make a good video; they have been ported, by me and a friend, to flow about 225 cfm on the intake. I have been told they can go to about 250 maybe 260. Perhaps showing where you can improve on an amateur port job would make an interesting video. I have more particulars about the heads if you are interested. thank you David.
@@marvingvx1 David I hope I didn't scare you away with the info that my Pontiac heads have been previously ported by amateurs. The friend that helped me was one of your students. I don't know what the velocity is on the heads but it must be fairly high. The car has instant throttle response even with a 950 Holley carb. please let me know...thanks
Technically didn’t you lose though? I thought you said you changed carb during testing as well so it was not only the cam that got you the 100hp gain.😎
Yes - hopefully I made it clear that the induction, rocker and other minor details were optimized for BOTH cams so it is a true comparison of what one cam will achieve compared to another.
@@marvingvx1 Yes thanks for making that clear. I understood that. At 2:20 I thought Harvey was saying the general person wants to swap a cam and gain 100hp and he was saying it can't be done with just swapping a cam. I would fully expect that many times you could gain 100hp or more with just a cam change particularly if it was an engine with much better heads than the cam was. I have no doubt you knew you could get there and the story of all that was involved to make it do it was quite interesting. I have gone to putting oiling holes in the center of my flat tappet lifters to provide directed oiling at the point of contact and it seems to have helped with life. I also had to notch the pockets under the pushrods so oil could pass underneath and thru the tappet to the lifter face. Thanks for sharing your stories and insights. I love them!
if you had to add rocker arm ratio, an 850 cfm carburetor, etc... why didnt you start with a 1970 LT1? Its an easy answer because you know just as well as I do that by putting a cam in that engine you would have failed miserably. Starting off with a solid lifter cam with 254 degrees of duration and .485 lift you might have increased the HP output maybe 40 hp. See Dave that would have been a "true" test but you rationalize the fact that without the additional rocker arm lift and carburetor you would have failed. Thats like me saying on my 305, its rated by the NHRA to be 249hp which is very accurate. By having Lunati grind me a custom solid lifter cam and putting it in my engine (motors are electric) I increased my horsepower from 249 to 419. We both know that statement is false because the increased bore size (.060 over), the multi angle valve job, the Barry Grant carb they did for me in 2005, the roller rockers, etc... all made achieving this 170 hp possible not just the camshaft. Although in my case the effect was a lot more dramatic than in yours because you started with a lot more than I did. So you DID NOT gain 100 hp from just a cam old man it took the rest of the pieces to make it happen.
You are showing your lack of dyno optimization procedures here. Each cam was given exactly what it wanted to do it's best therefore the test is TOTALLY VALID. You need to get an education here before I use up any more of my precious time debating this. And by the way you obviously don't have the wherewithall to post under your real name. Big guy? I think not. DV
Wrong! Look it up. Motor, noun a machine, especially one powered by electricity or internal combustion, that supplies motive power for a vehicle or for some other device with moving parts.
it wasnt just a camshaft that made the hp, it was the cam, rockers, carb, etc... so its not just a cam. His lift numbers being in the .600+ is wayyyyyyyyyyyy passed the flow capability of a pocket ported 186 head. Hey Dave ever heard of port saturation? Ever heard of parasitic stress from having a giant lift? The 186 heads only flow marginally better at .500 lift (as in 6 cfm) than they do at .400. He's claiming 210 cfm @ 500 lift thats more than just pocket porting. A stock 186 double hump head flows 187 cfm @ .500 lift and 188 @ .600 because the port cant flow anymore and the parasitic stress on the crank created by the added spring pressure killed your hp. Good job old man. I read your books (plural) and it was informative on a lot but you sir are no Russ Collins, Dennis Dean, or Byron Hines. I came from drag racing motorcycles which are far more technologically advanced than a SBC from 1955. FYI my NHRA K/SA 305 in my 87 Monte Carlo SS makes 419 hp @ 6500 with STOCK unported 081 heads (they have much better flow numbers than a 186 head with a 1.94 inch intake valve) with nothing more than a multiangle valve job, stock intake, and Quadrajet carb. My cam is a custom ground solid lifter Lunati with STOCK .403 lift intake .415 lift exhaust. And as per NHRA stock class rules the valve size must be the original diameter for the engine claimed. Mine are 1.84 inch intake which actually flow better on a 305 head than a 1.94. So doing all that to a 350 and it barely beats my NHRA 305 i think its time you called it quits because evolution has passed you bye.
Mr. Master Witch Doctor these tests were done about 35 years ago so I don't think the evolution comment even applies. As a matter of interest have Russ Collins, Dennis Dean or Bryon Hines ever had their head tech on F1 engines --- I have, so once again just maybe evolution may not have passed me by as much as you might believe. Now for your comment:-Hey Dave ever heard of port saturation? Ever heard of parasitic stress from having a giant lift? The 186 heads only flow marginally better at .500 lift (as in 6 cfm) than they do at .400. He's claiming 210 cfm @ 500 lift that's more than just pocket porting. Do you really believe you are telling me something I did not know? As for the comment that the cam did not make 100 hp because they were optimized with whatever they performed best with you might just want to rethink that. Dwell on this for a few moments. Let's say the baseline engine was equipped with a 350 two barrel - how do you think that would have constrained the bigger cam potential. From what you are saying that is how I should have done the test - Yes?? Now let us consider the reverse situation. What If I had put the 850 cfm carb on the baseline engine spec. How much would the carb have cost low speed output - I will tell you- a bunch. How much would it have affected top end - that also dropped. However on the big cammed motor the 850 showed the best results of the carbs tested. Let me make it clear here. The before situation was with the induction and valve train optimized for the stock cam. Why - so we could see what it would do without being hampered by outside constraints. Why were those things changed for the bigger cam - so it would operate without outside constraints. I am sure if you ask your buddies Russ Collins , Dennis Dean or Byron Hines they will confirm that the test procedure was about as valid as it could get. I have ignored a lot of what you say about giant lift parasitic losses because you have not got that right. Come to my cam school and I will tell you what actually happens. Now - what else have you to criticize me for here - and think about it carefully before you answer. DV
@@marvingvx1 Russ Collins built MANY Honda Formula One cars and engines. If you supposedly built Formula One engines and never heard of him then to you Sir I say is a fraud. He won awards from NASA for his engineering and innovations, how many of those do you have? Before you reply look into RC Engineering and look at whom Im speaking about. Compared to Russ Sir you couldnt walk in his boots even if they were motorized. I would come to your cam school and prove to you your "theories" defy physics. If youve never had quantum mechanics in an undergrad or graduate level dont try me old man. I have a lot more education than you and I am every bit the engine builder youve ever been. I destroyed the NMRA Pro Street class in 1984 with an almost bone stock GPz 750 turbo that was up 3 atmospheres (thats 3 X 810cc = 2430cc) and went well into the 7 seconds @ 178 mph on a street tire when Prostock was in the 8.10s with 1260cc 4 valve Suzuki's. Thats when Byron Hines and Terry Vance own the class. As far as Dennis Dean is concerned he owned Denco who were the H2 750 triple gods. These were real innovators who won races, awards, and took time to help smaller shops like mine at the time and helped put us on the map. I have given you a challenge of taking a bone stock 1987 305 Chevy and challenged you to beat my 419 hp @ 6500 RPM with ZERO porting, stock manifold, quadrajet carb, stock compression, and stock valve lift on a non roller or hydraulic roller camshaft with 1.5 ratio rocker arms. I have 4 built in my shop right now including the engine in my K/SA Stock Eliminator Monte Carlo SS. If you can not accomplish this then I rest my case and have proven you arent as great as you think you are. As for parasitic stress not causing a horsepower loss you are goofy old man, I have run that test in my shop on my SS/G 327 spinning 8500 RPM and I assure you it loses a lot more than you think.
@@MasterWitchDoctor I have never met Russ Collins but I know well of him. I don't know why you assumed I did not. My best year as a pro race engine builder is a combined 169 1st, track records, FTD's, pole positions and championship wins. I have set track records on every major road course in the UK with cars powered by engines I have built (including in some instances designing and making the cam myself). At 78 years old and overloaded with work I don't have time for your challenge and nor do I feel the need to prove my worth. Already done that on the track. I have already shown hi-dollar factory teams with numerous highly paid PhD engineers the way home out of my 11 x 33 race shop I had on the side of the house and almost zero budget compared to theirs. What makes you really sure I cannot beat you. Well try this for size - on a damp Prescott hill climb I beat all the F1 cars IN A 1293 cc MINI! Do you really think you (or anyone you know) could pull off a stunt like that. I have won 4 championships by winning EVERY RACE! And lets not talk of innovation. I have my name on about 40 patents and at least that many more without, that I have just given away. For 3M I got 7 patents in just one week. Do I think I could beat you on the track if I decided to? Well if I did not it would be a first but I can tell you now I can barely walk more than 200 yds let alone get into my cup car. I don't know how old you are but you sound a little discontented with life, a little angry and not very polite. If your response has anything that is any way less than polite and more to the point an accurate assessment of what I have done or achieved then I will not waste my time answering. If it is a civilized discussion you are looking for then count me in. I have done parasitic cam losses and if optimized the cam losses are, I suspect, less than you think. When testing cam profile losses my team, (including an F1 cam designer and two prominent US cam companies) got the losses down to less than 10 hp on a SBC. Just for the record a lot of the energy put into the valve spring during the opening phase can be recovered on the closing phase. All this works best if a friction type damper is not used. Here is an interesting gem on valve train losses. A 500 inch ProStocker as of about 2003 can generate about 2500 watts of heat per spring at 10,000 rpm. With Titanium springs we got that down to about 150 watts! Unless your response is polite, respectful and accurate it will be removed from the comments section. DV
@@marvingvx1 BLAH BLAH BLAH BLAH BLAH and the moon is made of green cheese too right? Im not buying it old man. Nice duck and dodge on my challenge just as I thought youre full of B.S.
I'm surprised spell check trolls can get through 2 minutes of anything DV talks about on here, when they're so challenged for comprehension of a sentence by the simple misspelling of a word.
Recovering from brain surgery. dam. glad you're doing so well.
Stay well and keep it up.
This is my second comment on the subject. David my heart goes out to you sir. May God bless you and your family. There's no more words to express my sympathy. God bless you sir
Sir Vizard You are a legend and I hope someday I can shake your hand.
David with respect I believe that you forgot more than I’ll ever know. Thanks for helping us learn so much from you. Regards
he's not that great. There's a lot of guys above him like Austin Coil, Dick LaHaie, Warren Johnson, Dale Armstrong, its a long list.
@@MasterWitchDoctor ,,,,,,,,wrong,,,,,,,,,,,I know of the wallys those crew chiefs have created........Give respect where it is due.......I'm a drag racer since 1965.....I am 71 today...............................show respect.........
@@MasterWitchDoctor ,,,that is which you are ,,,,a master witch doctor,,,,,,,no more worth than a freakin cannibal....................................D to you....
Sir David Attenborough of engines. Legend.
A man named James H Chambers gave me my first job.. I learned SO much from him and the funny thing is, y'all were on the same page. I don't understand why 95% of people building engines are well...average. What I didn't learn from him, I learned from you. You are awesome
Thanks David, in the late 60s I started following you in every magazine I could find your articles in I'm still porting factory heads with good results, I still learn from you thanks a lot
Mike Jones cams rock!
I noticed that when you do a live stream pieces of memory come back. Many a times you have gone on a tangent but its alright because you got some great stories.
2011 -- thanks for your patience and understanding - much appreciated. DV
@@marvingvx1 keep it up, I don't want to feel the same way you do about Smokey, I'll listen to ANYthing you have to say, even if its just you rambling for hours!!!
Every day we have a extraordinary human being like David on earth is a blessing. Something you don't think about until you realize you you're self are about half way into your grave.
Dave as someone that suffered a traumatic brain injury I can relate. But one thing I want to add is a lot of times people in our shoes know more than we really realize and in doing things it comes back. Having said that my friends and I have learned a lot from your videos and wanted to say thanks. So please keep doing what you do.
While testing LS engines in Australia we could break valve springs while at a certain RPM & speed while going over a bridge with expansion joints in the roadway. They would last thousands of klms during testing but the bridge would break at least 1 every time. Vibration is a very powerful thing indeed.
Simply amazing how you love your work. Thank you David and crew
Keep them coming David. Its been a long time since I followed a series on YT. We can apply bits and pieces of your knowledge to build an engine that suits our needs and be confident that we will get good results. Thanks again for your books and this series!
I have seen a story in one of the magazines decades ago about a "90 HP Camshaft Swap" on a SBC. I was skeptical, but flipped through the pages to see what was going on. An engine was assembled using top-shelf, high RPM parts that you would select for a capable combo with very high V.E... Except for the camshaft. The camshaft chosen was deliberately selected to cripple the engine, simple as that. Sure enough, they swapped out the cam for (I think) a Lunati Ground-Pounder 2000 using double-throwdown technology. Whaddya know, it made 90 HP more! It sounded so good that guys from the neighbouring bays of the building came over to see what engine was under test. The whole story really woke me up about the magazine industry.
Mr. rotaxtwin - I have seen many stunts like this pulled.
What really ticks me off is I have had stories returned to me because they told what actually happens in the real world.
DV
@@marvingvx1 Yes, I could see if real-world testing doesn't back up the marketing hype the real-world test results are unpopular. No doubt.
Let's just remember that the 1.6 litre mk1 Ford escort RS1600 came with 220hp
British men in sheds with basic tools are truly awesome
I have used Mike's camshafts, one on order now. Do they cost more,? Yes. I like my customer's cars to run how they expect them to. It's a minor amount for what you get ! Money well spent.
May I ask, how much DOES a Jones hydraulic flat tappet cam and lifters cost? Are they all done on billet steel cores? Does he make them for Mopars, which have the larger .904 lifter?
@@jeffrykopis5468 I don't have the paper work in front of me, but it seems like it was just under $600. Yes Mike will grind the Mopar cam for you if a core is available. I get my lifters from a different source. But Mike will retail you a great lifter. If you email him he is pretty fast to get back to you.
@@Comet-hn3gm Thanks!
I remember that. It was the 1985 gm goodrich replacement motor. With the smaller 886 heads. They were advertised as the 190hp truck replacement. They also used them with the 461 head in marine applications. They replicated this with the introduction of the zz430 series crate motor as a short run offering.
I also remember nascar going to a larger roller bearing in thier blocks at that time. Elliott set the top speed record that year with the first rendition of the roller cam bearing.
Hi Tom - still looking for time to spend on a phone tech talk - take care.
DV
Thank you for more great content as usual. In the era where everyone is promoting using a roller in every application, its refreshing to see that someone still believes that you can make great power with a hyd flat tappet camshaft. Thank You again for the great content.
Thanks Sir this was ear candy. I just about bought all your books thru the years even the Mini one.
Great and informing video. The camshaft polishing story reminds me of a Lunati roller cam i bought few years back. When looking at the lobes you could see many flat spots kind of like from connecting the dots in the computer program. And they had forgotten to smooth all the points together. It was looking like a velvet. I assume it would be a real spring killer and would be very hard on the lifter too, riding these uneven surfaces
Excellent video! I always wondered which of these cams would do better:
Low lift long duration or
High lift short duration?
With good springs and valve train components.
We run a spec rule on lift which is .420
But any duration. We had cams ground with 248 @ .050 and 105 lobe separation.
We also had same spec cam ground with 4 /7 swap. That cam had much better mid range torque and we ended up with 4 degrees advance after trying every degree between 2 retarded and 4 advanced.
Mr Vizard, have you tested Rhoades hydraulic flat tappets? Do they work as advertised, "taming" a wild cam for street use and boosting bottom end torque, as well as vacuum?
Not sure if this is the same David Vizard who was challanged once by John Cooper to build a 100 hp 996cc Austin Mini motor, but if it is, I think I have one of your old builds in my 1972 mini.
Ah - John Cooper of F1 fame. What a gentleman he was. Just can not say enough good about him. DV
In 1969/70 as a young toolmaker apprentice, rallying a mini, this man was the king of mini tuning. Had all his articles and book back in those days.
David, I wish you'd pronounce your name properly, remember It rhymes with WIZARD
Engage new technology, like fuel injection and forced induction multiple overhead valves. More efficiency and power guaranteed. Carb engines are DINOSAURS!!!!! Come up to the 2000's oB
I'm in OZ and used Jones cams in the 70's...Bert Jones...Sorry....but he made the drag racers choice of cams in Sydney back then and the name brings good memories...Cheers mate.
,,,,,,,,,,,,,,,,,,,,,,,,,,Thank you Sir.............Your energy as in giving energy is a virtue..............And our creator is in common....................I have many of your books along with hundreds of other books......concerning mechanics..........Electrical,,,hydraulics and ,,,mettalurgy.......the study of matter and effects of oxidation upon stubstances.................I thirst.....
marvin activates the translation so as not to lose details of the video thanks
I would have expected a lot more torque from a DV worked over 355. If his stock (but ported) 289 can make over 400 ft-lbs, a 355 should be close to 500. Must be really bad heads? That engine is only at about 1.1 ft-lbs/ci when he touts getting 1.4/ci on his builds. I think the pre Air-Gap manifold he was talking about was the Performer RPM. Great stuff David.
Do you have experience building and testing big block Chryslers? If YOU were to write a book about those, I would most definitely buy it.
I hook on your videos thank you for sharing this information keep the good work up 💯💯💯💯 Mr Virard
David has forgotten more than most of us will ever know about engines....literately!
not hardly, he's good but not great. Id like to see him take a bone stock 305 and make 419 hp out of it by using NHRA Stock Eliminator rules. Ive already done it and when my new NHRA legal Dart Little M block is finished ill be north of 430 hp with stock unported 081 305 heads, stock intake, and quadrajet carb.
@@MasterWitchDoctor dude how many comments you going to make on this video? you obviously know everything so whats the point of even watching a video like this? after 4-5 comments you went from looking like a know it all too just looking like a jackass desperate for attention. nobody cares how much power you are making or what with, you do understand that dont you?
Great info and storys
Only goes to show that you can solve any problem if you throw enough money at it.
Very i teresting content thanks .
My opinion crane has some of the best grinds out of all of them back in the day.
The wizard
Whatever happened to the head porting that was started in Ep 23?
I do enjoy your work but have 2 questions with the pocket ported heads flowing 210 I'm guessing at about .500 why lift the valve to .625 to .650 2nd compression was at 9.1 but you said 10.1 would be better please explain thanks for your article
Marcus, The engine made more HP when the valves were lifted to that level.
At the time the tests were done the gas detonation resistance was at an all time low hence 9/1 not 10/1.
The valve is open farther at peak cyl demand
Higher lift cam more crankshaft degrees in the sweet spot . That's why more modern roller camshafts have more intensity and sometimes less longevity because they are better targeting peak cylinder demand with a shorter burst. There are better words for it but thats the gist of it.
Thanks for sharing all your knowledge.....
Very sorry about the loss of the young lady David.
Great story. Glad to see some memory coming back.
🔔😎
DV. Thank you for your knowledge.
I hope you are also dictating all your life's and family rememberances for your posterity.
Wouldn't it be nice if each of us knew the recollections of each our great grandparents?
Having recently lost my best friend of 40 years I am pleased that he relented and his last years he wrote many stories of his early life and family stories. Now published in hard back form!
I'm working on mine.
Thank you. 😎
Very best wishes to you David from the uk 🇬🇧
This was the question for Saturday night
Will a 2.3l ken bell super charger designed for a Chevy factory 350 engine work for a built 427 Ford engine
Will the super charger be able to provide a positive boost for that much more displacement than stock as the it was intended for factory application
Yes, a 2.3 Kenne bell will work on a 427 Ford.. it's a great supercharger how much power are you looking to make? Because that will be limiting factor
@@UnityMotorSportsGarage I’m looking for an all day running engine I’m building a 351w stroking it to 427 with Edelbrock carb or a street avenger carburetor and old school edel Brock heads I bought them already ported the f out doesn’t look like a DV job just hogged out porting to the max. got crane gold 7 to 1 rockers with dual springs long tube headers And x pipe haven’t picked my intake looking for some dual plane lower profile unit to try to keep it under a 2 in cowl with carb and super charger on 🤣
I’d like to get 650 to the wheels at 3200
I haven’t picked a cam yet I’m running a Ford borgwarner t5 stage2
the stock pulley on the sc is for a stock Gm 5.7 makes 6psi in stock form it was a upgrade kit sold from Gm to keep warranty it’s a self lubricated system
In Reality it’s my toy burnout machine daily driven would be nice but I have 5 cars so being reliable isn’t an issue
it’s a 94 mustang GT convertible five speed. Mustang’s and vw Beatles is what got me into cars 23 years ago
I actually do have all the parts listed
@@UnityMotorSportsGarage it’s not a max effort build
So much information it's easier to start over 3 times.
Funny how American club racers are much better catered for than in England. Wonder if Piper, Kent or Newmans do tool steel blanks?
Truck 6.0 ls with HOT cam?
Love this story about Harvey Crane n the 100 hp cam. Great info and tech. Thank u Mr. Vizard.
Get as much of this knowledge in as possible, I will only say that once the history and information is gone it is not going to magically reappear or magi cally. 21 years ago things were so much different than that of today. Trying to find good reliable history and facts for the older machines, priceless. How to and not what to do even better. Great Thursday to you, I hope your having a great week so far.
I know Jones is a well respected cam grinder/lobe designer/cam spec fella, but I've seen him making not so flattering remarks about your cam spec skills several times on Speedtalk, so I don't know if I'd be plugging for him or not, lol.
I have been tinkering around with balancing a camshaft, the fuel pump eccentric is a BIG lump of out of balance and the lobes don`t do much to help out ether. What I have done is to drill out and tap the ends of the cam, and bolt on some easy spin ball bearings, even at real slow speeds you can really feel the out of balance condition. Sure the cam runs at 1/2 speed of the crankshaft but it is still an out of balance condition, with static balance you can come close , dynamic is quite a different story !
David, so sorry to hear of your health challenges. Know that we all appreciate your time in sharing the hard earned nuggets that you so freely share with us. We appreciate all that you do, and we enjoy your stories! May God grant you repair of your memory, and peace in your journey.
Thanks for the great technical
Love that video David! Great content and very informative. So glad to know that you are doing well and your memory is returning. God's grace and healing touch be upon you. You are a true treasure and a wealth of knowledge.
David, thank you for sharing all your knowledge, and please keep making these video's, you are really helping with facts, and making us think about what is possible, and how to achieve optimum performance.
Accessing your own piece of the Akashic Record. God is amazing!
Polishing camshafts eh? I might just have to do that in my next thrashing project that almost certainly will use secondhand parts. It seems like a no-loss with potential gains scenario.
Good to see your doing well. I spent last August in the icu on a breathing machine. It was the coolest August I ever had in Phoenix.....
I've rebuilt many engines from International truck engines to VW engines. Back in my drag racing days I realised that Chevy did all the work & testing and decided to build a LT 1 350 350 HP 11 to one compression 30 over engine. I bought all the parts right from a Chevy dealer. I used 2 cams one hydraulic and one solid to bring it up to 375 HP. I used many head & intake combos. I started with the 202 194 63 cc "Camel" heads. O forged crank also. I beat a 427 1970 Corvette. It was a great combo. I could go on.....
I bet my NHRA K/SA 305 would put your car on the trailer.
Wow 425hp out of 186 castings, with 210 cfm, that's very impressive, I have 041's I'd be happy with 375 hp. Not gonna happen, I'd like 340hp for real though..
I am going to make a bet your cam is wrong. Send me engine and cam specs and lets see what we can do
Great vid!
Did not Weiand offer a kit with the 7546 manifold and a camshaft that increased the output with 100 hp?
Finn, I did the cam/manifold testing for Weiand stock cam and intake Vs Weiand cam and intake.
Just picked up a pair of ported 186 Double Humps with new 2.05 1.60 valves. Engine is stock bore 350sb edelbrock avs2 650cfm carb Msd distributor Weiand Street Warrior intake with a nv3500 5speed behind it. What cam would you recommend for tearing the guts out this 5speed ?😂 heads not installed yet...also do you know if LS beehive valve springs will fit in DH Heads ?
BH springs can b e used but I cannot remember what machining I did to get them to fit. Did this about 3 years ago. Those 2.05 intake valves will require a lot of de-shrouding to the extent the heads will be prone to cracking into the water jacket adjacent to the cylinder wall.
@@marvingvx1 they've been worked over by the previous owner. A friend of mine. Only reason he took em off was to put on some Edelbrock heads. I need to take em to a shop and have them checked out just to be sure. The BH question was something I've been wondering...thanks for your time David 😎
@@marvingvx1 if the heads are good it outta wake up this small block 350. Has 416 305heads on it rt now. Runs out of breathe round 4k rpm
@@marvingvx1 finally something I agree with you on. there is hope for you after all David.
326hp out of a 5,82 litre engine gives 56 hp per litre. In the mid 80's that was already low. Increasing the specific output to 73,2 hp per litre made the engine competitive.
That's right. Stock cam has no real lift and no overlap intended for being smooth off idle, emissions, and long valve train life. It's the limiting factor. Plus, the engine needs another point of compression.
Thanks for passing your knowledge a long.
If you know what your doing, You could also achieve that sort of power with 487x or 493 heads with a bit of pocket porting, some junk yard valves and springs and a off the shelf Melling cam, professional products dual plane air gap intake, and a Holley 3310 vac secondary for daily 7000rpm excursions.
Smoke the tyres from a roll on.
No turbo, No Blower, No Nitrous.
In my vast experience testing cams there is no way I would settle for a Melling cam. Whoever specs the valve events for their cams has little knowledge of what they are doing.
Pretty sure Mr. Vizard knows what he is doing.
Are there any books that do a good job explaining the details of camshafts? I know what lift is. I know what duration is. But why should I care? Why is a 112 separation cam better for driving and a 108 better for racing? So many questions!
Vinny, I did a book many years ago on Chevy cams and valve trains. I think Amazon has it.
Thank you!!!
a lot of lobe separation make the engine run smoother, its how the factory cheats the computer on modern engines because the computers sensors will see the cam lope as engine knock. By widening the lobes it make the sensors think its all systems go and the computer doesnt have a fit.
And this is why I drove something that predates computers!
@@MasterWitchDoctor Time for me to criticize you. This post is revealing the limit of you cam knowledge!!!
I had one of your books back in the 80's!
Every time this test is done its always on a under cammed modded motor... outside of a ls motor I've never seen a bone stock setup make a 100hp gains.
Yes you are right but that 929 cam was what was commonly used so it is a legit baseline. And lets not forget that unlike any other cam test we gave the 929 every opportunity to produce its best!
because it cant especially on an OLD small block. The port saturation of a "STOCK" head can not flow enough to make 100 hp from just a cam. A 230cc Dart or Bowtie Vortec can but the old double hump head wont do it in a million years unless theyve had a ton of work to open them up. And even at that point a set of 200cc Darts blows them away.
David Vizard thank you for all your entertaining, informative productions over the years. Can you recommend a head porter for Pontiac heads here in the U.S.?
Check with Weingartener racing,I can't say enough good things about Eric. He's fairly priced especially for the quality of his work and if it's not in his wheelhouse he won't waste your time or money. I don't know about Pontiac but he's done small block fords,bbc and some oddball sbc heads for us in the past and they all were top notch.
@@southjerseysound7340 thank you so much for the lead. I will contact weingartner racing. Good luck with your motors and have a great weekend!
@@southjerseysound7340 i just heard back from Eric at Weingartner racing. unfortunately he doesn't port cast iron heads. thank you anyway
Butler Performance, they specialize in Pontiac.
@@MasterWitchDoctor thank you for the recommendation. i contacted them, they will port aluminum only though their website mentions porting iron heads.
I'll buy a whole engine for price of your magical cam shaft. Then walk all over your expensive polished cam shaft 350.
Not if you were attempting the same test!!!! We have done flat tappet cam 350's that have made 550 hp. Can you walk over that? This was not a test that shows what we can do for a price. It was intended to show what Harvey's cams can do given what they want. That was about 1985-86 time. Just consider where you might be if you were up against a 2021 engine and a Mike Jones cam replicating what Harvey did but with all the 2021 moves Mike can do.
DV
@@marvingvx1 stop advertising your buddies over priced cam. And yes these boots were made for walkin.
@@billbraski2175 You definitely are missing the point so there is no point in my further debating this with you.
Hey Bill Brasky, please share the cost and Dyno data of your magical combination? My custom solid flat tappet from Jones Cams for my 327 was $100 more than a cam from Summit so don’t get your attitude, did you get a price from them?
@@Gotzy392 show me the dyno data of your inefficient 327.
My Condolences!
I haven't watched the entire video yet. I'm going to predict it's a myth
Are you prepared to be wrong???????
@@DavidVizard no David it wasnt "JUST A CAM" it was the cam, rockers, and carb. Make 419hp from a 305 with nothing in the heads except a valve job. You MUST use the stock intake, carb, 1.5 ratio rocker arms (roller rockers are allowed), and a custom ground solid lifter cam with stock .403 lift intake & .415 lift exhaust. Compression ration must be stock as calculated by the NHRA, and you can not exceed .080 bore and the stroke must not be more than 3.484 inches per NHRA rules. Read the rules of the NHRA Stock Eliminator and make 419hp out of a 305. It can be done because I have 3 in my shop right now (as spares) and one in my Monte Carlo SS. Im in the process of building a Dart block that will give me another 500+ RPM and a more aggressive cam thats going to put me over the 430hp mark. Personally I dont think you can. Just to let you know who I am, im the guy that was getting 430 hp (touching the ground) from an 810cc 1985 Kawasaki GPz 750 turbo @ 13,000 RPM and making 52 lbs of boost pressure at the intake valve.
still looking for someone to port cast iron Pontiac heads. Anyone?
Anyone - If I ported these heads would it make a good video on how to do it?
John I can do this but I am not cheap!
@@marvingvx1 Hi David thank you for replying and your offer. As for whether it would make a good video; they have been ported, by me and a friend, to flow about 225 cfm on the intake. I have been told they can go to about 250 maybe 260. Perhaps showing where you can improve on an amateur port job would make an interesting video. I have more particulars about the heads if you are interested. thank you David.
@@marvingvx1 David I hope I didn't scare you away with the info that my Pontiac
heads have been previously ported by amateurs. The friend that helped me was one of your students. I don't know what the velocity is on the heads but it must be fairly high. The car has instant throttle response even with a 950 Holley carb. please let me know...thanks
Was Jacque your daughter?
Ryan,. yes.
🔔😎👍👍👍👍🇺🇸
Technically didn’t you lose though? I thought you said you changed carb during testing as well so it was not only the cam that got you the 100hp gain.😎
Yes - hopefully I made it clear that the induction, rocker and other minor details were optimized for BOTH cams so it is a true comparison of what one cam will achieve compared to another.
@@marvingvx1 Yes thanks for making that clear. I understood that. At 2:20 I thought Harvey was saying the general person wants to swap a cam and gain 100hp and he was saying it can't be done with just swapping a cam. I would fully expect that many times you could gain 100hp or more with just a cam change particularly if it was an engine with much better heads than the cam was. I have no doubt you knew you could get there and the story of all that was involved to make it do it was quite interesting. I have gone to putting oiling holes in the center of my flat tappet lifters to provide directed oiling at the point of contact and it seems to have helped with life. I also had to notch the pockets under the pushrods so oil could pass underneath and thru the tappet to the lifter face. Thanks for sharing your stories and insights. I love them!
👍💪
Secondly. I wish cams for Japanese engines were as cheap as an expensive American pushrod cam...
if you had to add rocker arm ratio, an 850 cfm carburetor, etc... why didnt you start with a 1970 LT1? Its an easy answer because you know just as well as I do that by putting a cam in that engine you would have failed miserably. Starting off with a solid lifter cam with 254 degrees of duration and .485 lift you might have increased the HP output maybe 40 hp. See Dave that would have been a "true" test but you rationalize the fact that without the additional rocker arm lift and carburetor you would have failed. Thats like me saying on my 305, its rated by the NHRA to be 249hp which is very accurate. By having Lunati grind me a custom solid lifter cam and putting it in my engine (motors are electric) I increased my horsepower from 249 to 419. We both know that statement is false because the increased bore size (.060 over), the multi angle valve job, the Barry Grant carb they did for me in 2005, the roller rockers, etc... all made achieving this 170 hp possible not just the camshaft. Although in my case the effect was a lot more dramatic than in yours because you started with a lot more than I did. So you DID NOT gain 100 hp from just a cam old man it took the rest of the pieces to make it happen.
You are showing your lack of dyno optimization procedures here. Each cam was given exactly what it wanted to do it's best therefore the test is TOTALLY VALID. You need to get an education here before I use up any more of my precious time debating this. And by the way you obviously don't have the wherewithall to post under your real name. Big guy? I think not.
DV
Wrong! Look it up.
Motor,
noun
a machine, especially one powered by electricity or internal combustion, that supplies motive power for a vehicle or for some other device with moving parts.
Oh yeah they don’t call them enginecycles for a reason.
it wasnt just a camshaft that made the hp, it was the cam, rockers, carb, etc... so its not just a cam. His lift numbers being in the .600+ is wayyyyyyyyyyyy passed the flow capability of a pocket ported 186 head. Hey Dave ever heard of port saturation? Ever heard of parasitic stress from having a giant lift? The 186 heads only flow marginally better at .500 lift (as in 6 cfm) than they do at .400. He's claiming 210 cfm @ 500 lift thats more than just pocket porting. A stock 186 double hump head flows 187 cfm @ .500 lift and 188 @ .600 because the port cant flow anymore and the parasitic stress on the crank created by the added spring pressure killed your hp. Good job old man. I read your books (plural) and it was informative on a lot but you sir are no Russ Collins, Dennis Dean, or Byron Hines. I came from drag racing motorcycles which are far more technologically advanced than a SBC from 1955. FYI my NHRA K/SA 305 in my 87 Monte Carlo SS makes 419 hp @ 6500 with STOCK unported 081 heads (they have much better flow numbers than a 186 head with a 1.94 inch intake valve) with nothing more than a multiangle valve job, stock intake, and Quadrajet carb. My cam is a custom ground solid lifter Lunati with STOCK .403 lift intake .415 lift exhaust. And as per NHRA stock class rules the valve size must be the original diameter for the engine claimed. Mine are 1.84 inch intake which actually flow better on a 305 head than a 1.94. So doing all that to a 350 and it barely beats my NHRA 305 i think its time you called it quits because evolution has passed you bye.
And dont even start me on my SS/G 327 Chevy II.
Mr. Master Witch Doctor these tests were done about 35 years ago so I don't think the evolution comment even applies.
As a matter of interest have Russ Collins, Dennis Dean or Bryon Hines ever had their head tech on F1 engines --- I have, so once again just maybe evolution may not have passed me by as much as you might believe.
Now for your comment:-Hey Dave ever heard of port saturation? Ever heard of parasitic stress from having a giant lift? The 186 heads only flow marginally better at .500 lift (as in 6 cfm) than they do at .400. He's claiming 210 cfm @ 500 lift that's more than just pocket porting.
Do you really believe you are telling me something I did not know?
As for the comment that the cam did not make 100 hp because they were optimized with whatever they performed best with you might just want to rethink that. Dwell on this for a few moments. Let's say the baseline engine was equipped with a 350 two barrel - how do you think that would have constrained the bigger cam potential. From what you are saying that is how I should have done the test - Yes??
Now let us consider the reverse situation. What If I had put the 850 cfm carb on the baseline engine spec. How much would the carb have cost low speed output - I will tell you- a bunch. How much would it have affected top end - that also dropped. However on the big cammed motor the 850 showed the best results of the carbs tested.
Let me make it clear here. The before situation was with the induction and valve train optimized for the stock cam. Why - so we could see what it would do without being hampered by outside constraints. Why were those things changed for the bigger cam - so it would operate without outside constraints. I am sure if you ask your buddies Russ Collins , Dennis Dean or Byron Hines they will confirm that the test procedure was about as valid as it could get.
I have ignored a lot of what you say about giant lift parasitic losses because you have not got that right. Come to my cam school and I will tell you what actually happens.
Now - what else have you to criticize me for here - and think about it carefully before you answer.
DV
@@marvingvx1 Russ Collins built MANY Honda Formula One cars and engines. If you supposedly built Formula One engines and never heard of him then to you Sir I say is a fraud. He won awards from NASA for his engineering and innovations, how many of those do you have? Before you reply look into RC Engineering and look at whom Im speaking about. Compared to Russ Sir you couldnt walk in his boots even if they were motorized. I would come to your cam school and prove to you your "theories" defy physics. If youve never had quantum mechanics in an undergrad or graduate level dont try me old man. I have a lot more education than you and I am every bit the engine builder youve ever been. I destroyed the NMRA Pro Street class in 1984 with an almost bone stock GPz 750 turbo that was up 3 atmospheres (thats 3 X 810cc = 2430cc) and went well into the 7 seconds @ 178 mph on a street tire when Prostock was in the 8.10s with 1260cc 4 valve Suzuki's. Thats when Byron Hines and Terry Vance own the class. As far as Dennis Dean is concerned he owned Denco who were the H2 750 triple gods. These were real innovators who won races, awards, and took time to help smaller shops like mine at the time and helped put us on the map. I have given you a challenge of taking a bone stock 1987 305 Chevy and challenged you to beat my 419 hp @ 6500 RPM with ZERO porting, stock manifold, quadrajet carb, stock compression, and stock valve lift on a non roller or hydraulic roller camshaft with 1.5 ratio rocker arms. I have 4 built in my shop right now including the engine in my K/SA Stock Eliminator Monte Carlo SS. If you can not accomplish this then I rest my case and have proven you arent as great as you think you are. As for parasitic stress not causing a horsepower loss you are goofy old man, I have run that test in my shop on my SS/G 327 spinning 8500 RPM and I assure you it loses a lot more than you think.
@@MasterWitchDoctor I have never met Russ Collins but I know well of him. I don't know why you assumed I did not.
My best year as a pro race engine builder is a combined 169 1st, track records, FTD's, pole positions and championship wins. I have set track records on every major road course in the UK with cars powered by engines I have built (including in some instances designing and making the cam myself).
At 78 years old and overloaded with work I don't have time for your challenge and nor do I feel the need to prove my worth. Already done that on the track. I have already shown hi-dollar factory teams with numerous highly paid PhD engineers the way home out of my 11 x 33 race shop I had on the side of the house and almost zero budget compared to theirs. What makes you really sure I cannot beat you. Well try this for size - on a damp Prescott hill climb I beat all the F1 cars IN A 1293 cc MINI! Do you really think you (or anyone you know) could pull off a stunt like that. I have won 4 championships by winning EVERY RACE!
And lets not talk of innovation. I have my name on about 40 patents and at least that many more without, that I have just given away. For 3M I got 7 patents in just one week.
Do I think I could beat you on the track if I decided to? Well if I did not it would be a first but I can tell you now I can barely walk more than 200 yds let alone get into my cup car.
I don't know how old you are but you sound a little discontented with life, a little angry and not very polite.
If your response has anything that is any way less than polite and more to the point an accurate assessment of what I have done or achieved then I will not waste my time answering. If it is a civilized discussion you are looking for then count me in.
I have done parasitic cam losses and if optimized the cam losses are, I suspect, less than you think. When testing cam profile losses my team, (including an F1 cam designer and two prominent US cam companies) got the losses down to less than 10 hp on a SBC. Just for the record a lot of the energy put into the valve spring during the opening phase can be recovered on the closing phase. All this works best if a friction type damper is not used. Here is an interesting gem on valve train losses. A 500 inch ProStocker as of about 2003 can generate about 2500 watts of heat per spring at 10,000 rpm. With Titanium springs we got that down to about 150 watts!
Unless your response is polite, respectful and accurate it will be removed from the comments section.
DV
@@marvingvx1 BLAH BLAH BLAH BLAH BLAH and the moon is made of green cheese too right? Im not buying it old man. Nice duck and dodge on my challenge just as I thought youre full of B.S.
Good job dealing with your brain damage, i'm still fighting mine.
I'm surprised you guys don't know how to spell being from England. Its "proven" not prooven in your opening title.
Thor - My thoughts on 'prooven' - someone who can only spell a word one way has limited imagination!!!!!!!
@@marvingvx1 Only when it's been proved many times on the track can it be referred to as prooven.
I'm surprised spell check trolls can get through 2 minutes of anything DV talks about on here, when they're so challenged for comprehension of a sentence by the simple misspelling of a word.
When you're PRO as DV then you can spell it with an extra O
People come here for the fantastic info, not spelling lesson
Car craft did a 400 hp 302. Stock roller cam. 750 dp. Single plane vic jr intake. They added AFR ( I believe 165s) heads and 1.7 rockers.