LET'S TALK TECH-DAVID VIZARD PORTED 2.2L TURBO HEAD
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- Опубликовано: 10 сен 2024
- JUST WANTED TO SAY THANKS TO DAVID VIZARD FOR ALL HIS HARD WORK ON THE 2.2L TURBO HEAD. LOTS OF PORTING AND (ESPECIALLY) CHAMBER WOK ON THIS HEAD, CAN'T WAIT TO TEST IT ON THE DYNO.
Richard - You are very welcome!
thnx D
David, you sir are the keeper of all knowledge great and small. thank you for sharing your knowledge and years of experience and teaching me the right way to do things. thank you for all you do too Rich. if i think of something chances are you have a dyno test of it. thank you both for helping me learn from real professionals.
Magical Head porting by Vizard The Wizard! You are in the upper echelons now Richard!
I'm excited to see the testing on the 2.2!!! I know everyone is like yea Donovan already did it blah blah, but he calculated hp numbers by weight and et times, he didn't change something and run it on the engine dyno each time. So it's nice to see some accurate numbers instead of everyone guessing and just repeating things like back in the forum days. Richard is my new hero!
On the 2.5 balance shafts, they are stuck down in the oil pan and have to thrash around in the oil. Removing them not only frees up drag but a lot of rotational mass and physical weight too. They are in a huge heavy cradle.
Ed iskindarian and Gale banks are both older than David and still going strong. Hopefully they all have another 20 years at least!!
Let me just say thank you for doing a series on this engine. Your timing is impeccable I have a 2.5 Plymouth Acclaim I recently picked up sitting in the driveway that I have to pull the head off for a head gasket and you're making me think of doing irresponsible things🤣 like spending $160 on a r p head studs that now are sitting on my kitchen table
I have a couple of David's books, as well. He really knows his stuff. I bet that cyl head is gonna be epic!
Awesome. It will be exciting to see u get to test the head.
I’ve been following this build very closely on your channel and David’s channel because currently I’m building a 8v Volkswagen 2.0l shooting for 300hp, to get there i need to make the engine as efficient as possible so I don’t have to ram 30 psi of boost down in I’m hoping to make it with as little as 25 psi which from testing is all I can tune up to with out cause rich or lean spots
@Richard Holdener, We ran a MSD 6A on my 84 Shelby 2.2 by just hooking the wire to the coil's Neg terminal to the WHITE wire on the MSD. The signal is just like a Points trigger.
we have run msds on many distributors
David vizard tells you EVERYTHING you need to look for if your building an engine...
His 383 flat tappet build is bullet proof.
.... following his advice, there is no way you can't get 500h/550t under 5500rpm,
Following his advice, next for me is a 400sbc .040 over w/ 3.875 stroke 6" rod w/ Dart Iron Eagles.... lo buck bullet proof .... sleeper
He's not going to be with us pretty soon, so it would seem.
Sadly that day is coming, he will be missed. 🙏Learned so much from him back in the late 80's and all through 90's applying his techniques with great success. Had the fortunate opportunity to spend a few hours on the phone with him 10 or so years ago, cherish that conversation dearly. ❤
he's fine
Really looking forward to some extensive testing with the Vizard head .
Richard, have you Dyno tested this head? Wasn't sure if you had a chance to test it.
no sir
when is the GT45 1000HP 2.2 Vizard head run?
that combo will never be run-but the head will
@@richardholdener1727 I have faith in the Vizard Head.
👍👍💪💪
My guess with the Diesel engine valves being roughly the same size is that on a gasoline engine the intake valve has to let in air AND fuel. On a Diesel engine the intake only lets in air and the fuel is added directly to the combustion chamber via injector. Because of this, the exhaust valve has a much greater volume of gas, fuel and soot to move than the intake port does. Arguably the exhaust valve should be the bigger of the 2 on a Diesel engine.
So to go back through everything again you need intakes and big valves. Look luck with valves and the BMF. Next is port work, the 81-84 heads are a very typical easy port job. Like most heads really. The 782 requires massive reshaping to flow, including the heart chamber for deshrouding the valves. In the end I have 50% more flow at low lift and port stall at high lift. But at 500 lift 35% on the intake and 41% on the exhaust. All cutting, no floor raising. Turbododge has intake, head, water pump and oil feed hole porting listed. Tire dyno of the BMF shows over 1,000 RPM higher peak numbers with a stock TBI cam. Which shames other ported stuff with big cams. I did lots of manifold testing but I did not test my BMF
So a lot of in depth testing has been done for decades. Many myths debunked. Myth 1, the 2.2 head is the flow hurdle with the engine. Mostly false, the intake manifolds are proven on a flow bench and dyno to NUKE head flow. Myth 2, porting the chambers to death. These engines literally have no support so opening up a bathtub or 782 and drastically decreasing the static compression is a big problem. The flow difference is also tiny past a slight deshrouding. Myth 3, you can just keep going with flow and big valves. No you can't. Already with these heads the majority of the ports are the tiny 83-02 size, the ports with big valves stall at 500 lift with bigger valves as the port can't sustain it. Myth 4, the 655 is the worst flowing head. It has been tested as the best, stock or ported. And the big major change has been the BMF intake to feed it. On a flow bence the 655 is still making more flow at 700 lift. This means the port isn't stalling from being too small.