#3 of 'whats coming up' on this channel
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- Опубликовано: 16 авг 2022
- Here DV revels the some of the subjects of upcoming PowerTec 10 video's. He mentions that 'how to cheat -without cheating' and while in the middle of the race turn off the drivers engine in the car behind and more. You don't want to miss any of theses video's - for sure!
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Great update. I'm a old shade tree that will never apply any of your performance research (budget challenged), but enjoy the how and why content you present. Thanks. 🇺🇲🍺
Thanks David. We think our cool can worked on our corvette, but we knew we didn’t have the jetting figured out. We were just budget drag racers. Our 327 powered 62 vett ran a best 12.65 don’t remember the speed.
I love the nay sayers out there contradicting DV, because it gives him a reason to prove them wrong and I get to see it and learn something from it.
On cool cans. My dad used to use one and it was always worth a few hundredths. After learning from DV's Holley carb tuning book, I think I know why it was always working for my dad and not for other people. Dad always raced 428 cobrajets and those engines were equipped with 735 Holleys. The 735 has boosters that atomize better than most factory carbs of the day (the secondarys were dog legs and the primarys were straight legs with "bells" on the bottom of them). That's why I believe dad's car seemed to respond better than a lot of other guy's cars from a cooler air charge.
Dad always said "The 735 is quicker off idle than anything else. It drives like a 600 but it has the power up top like a 750." and now, thanks to DV's books I know why.
John, your setup with the fine atomization carb sounds like you really nailed it!
John Schmidt: take a pill. Your time will sneak up on you also. Happens to all of us.
Looking forward to part three of combustion and spark video series.
Like Ford signing off on the Duckworth- Costin designed GT Cortina cam. A cam which induced valve spring surge. But because it's a GT cam and signed off by Roy Lund.... Read about it in the late Kenneth Duckworth a "Cosworth" book. Missinfo is King today, still
Your depth of knowledge is amazing. And yes, I monitor SpeedTalk. There is a ton of info there as well.
Saw the cam discussion can’t wait to see the Dyno results.
🔔😎
Genius.
The name of the game is RESULTS.
👍👍👍🇺🇲
Thank you DV, v/r wh
Thanks David
Unless your cam profile is so poor that it is causing the valve spring to loose control of the valve I doubt the engine much cares. It is about getting the most flow though the intake and packed into the cylinder at every rpm that makes the most power. If you start getting reversion in the tracts you are killing your power and the opening and closing events have a great deal to do with that.
Mr. Vizard ur a very intelligent man and I enjoy ur content
yea baby thats right david you are the man you tell them who the boss is brother hell yea love your work brother.
good job as always
Can't stop laughing at the mouse cursor on the introduction credits
Yes, I'm on Speed-Talk, don't forget whilst people will disagree, be argumentative and they may even be 100% wrong whilst doing that, those watching on are making there own decisions regardless. The important thing is not to spend too much time going at it. Can't wait to see the video nonetheless.
Good Stuff
I haven't been on Speed Talk in a long time. I shy away from most all forums anymore.
good thing for reruns😁
Nice information.
David, can you feature David McCoig's Malibu? I see pictures of it every once in a while and there must be some really good tech in that thing because it's running way faster than any 383 I've ever seen, for the sum of the parts involved.
👍💪
I'd be pleased to pay for a cam recommendation, Thanks!
Hi David, really enjoy the info that you are passing on. I haven’t seen you talk about valve train geometry and pushrod length yet. Any chance you could produce a video about that if you haven’t already. Thanks
Barclay, it's in the works so just hold your horses.
Port energy: I'm not able to add anything to that subject. But I do note that taking calculated values and charting them does have value, regardless of subject: spotting trends or weak spots happens quickly, and it has a way of sticking where plain numbers are sometimes a handful to keep track of.
I'm Psychomotors on Speedtalk. Haven't been on in a couple years due to certain people thinking they were the only ones that knew anything. I got tired of the arguments. Don't misunderstand, there is a lot of good information and people on there too.
Sort of like on Corral ?
@@chestrockwell8328 haven't heard of that one, but probably.
I go on SpeedTalk forum every once in a while.
We appreciate your knowledge.
By the way, What happened to Richard Holdeners Chrysler head?
Just finishing them up - my arthritis was a big issue with getting thee done.
DV
I have not been on speed-talk for ages--I sold my 67 Chevelle in 1996
Can you do a video or videos on 351 Cleveland’s with 2v,4v and Australian head variations and blocks too. And I’m going to join your forum
David, excellent insights!!!.....thanks much....on another note, loved the 303 alphabet cam video...is there a list of off the shelf sbf cams yet???......hoping for a hydro roller better than the one I have now....Thanks again.....
What was the date of that video? Thanks.
@@hotrodray6802 Hey Ray, I don't recall the date but you can just type in the search on you tube : Vizard 303 Cams and it pops right up
Phil, funny you should bring that up. It is currently in the works for SB Chevy and SB Fords. However the charts I am working on just burn daylight until the sun has long left the sky. By patient - for all you guys I am going as fast as I can.
DV
@@marvingvx1 Thanks DV, I can absolutely appreciate your busy schedule!... I have been following you since the mid-seventies and probably should enroll in one of your seminars.........
Just a note to say thank you for fixing the sound issues, the last few videos have been fine.
Mr. g0fvt, Your very welcome - turns out it was an intermittent connection in the mic wire - just so simple but took 6 month to find. (Andy found it!)
@@marvingvx1 thank you again.
👍🏆👍
Hello David, thanks for the leading edge knowledge on engine performance you deliver in every video. I have a question to ask of you. Can you make a 2 valve head flow more efficiently than a stock 4 valve head? If so what kind of 2v head would be able to accomplish this feat? Thanks for your continued effort and knowledge in bringing us these videos.
I guess you never heard of the hemi?
Thor, I suspect you misrepresented what you actually needed to know.
A typical ProStock ranks in the lower regime of most F1 heads as far as EFFIIENCEY goes but not as far as flow.
I plan to explain this in the 5 porting rules series I started about a year ago.
DV
Mr.David, i already purchased your IOP program trial version.. but until today i cannot use it because don't get the Unlock Key.. i already emailed to get the Unlock Key but no response from your side ..please advise
Stan deals with this sort of problem. Call him on 215-852 7300
Don't know how people tell you that you're wrong when you tested it better than anyone else and they haven't. Of course they will say that they did!
Don, Funny that scenario sound just a little familiar!!
play nice Andy😆
What dose high on valve mean stem side high?....?
Nothing like throwing a rag over some part on motor to keep them guessing.
I got banned from speedtalk a few years ago but I still read.
Hello Mr. Vizard; I was hoping you could address a question I commented in your recent unequal length header video...
X.) Please assume an engine that produces peak horsepower @ 6500-RPM or less (if responding to Q#'s 1, & 2).
1.) Would you apply the (SAME +/- 4") primary lengths changes if the header were a 4-2-1 design vs. 4-1 design?
2.) Would a 4-2-1 header be superior to a 4-1 header given both had "ideal" / customized header primary lengths?
3.) it seems a mistake was made in your presentation given cylinder #1 was listed 2X and cylinder #7 is missing?
4.) If mistype occurred, THEN wouldn't cylinders: 4, 6 & 7 = +4" longer , 2, 3, & 5 = -4" shorter, and 1 & 8 = nominal?
Any feedback you're willing to provide is GREATLY appreciated; keep up the good work!!! 👍
Also I'm on Speed-Talk somewhat often.
Eric, Ans. Q #1 - not exactly but for a 4-1 it would most likely be better. This does not apply to a 4-2-1 system.
Ans. Q #2 - I have only done the research on a 4-1 system. The 4-2-1 system it just not the same so ???????
Thank you; I appreciate you taking the time to respond/ clarify your answers 👍
What is the status of the online web seminars/courses ?
I was going to ask as well.
It's moving too slow but it is going forward.
DV
@@marvingvx1 Excellent
It doesn't take a rocket scientists to know if there's low energy then the power output will be low. You can't have one without the other.
you mean the Ascona 400 that was a 2400 cc not 3400, or are you talking inline 6 cylinders from Opel wich i do not know of yet
In Europe the top of the line Ascona was a straight 6 with 3.4 litres. DV
@@marvingvx1 Sorry to disagree Sir David, there was none Opel Ascona rolling from productionline with an inline 6 at 3,4 liter, not in Western Europe, the only one was a homologated "400" in roadtrim at 144 hp, and wich was used in rally-racing and with the Opel Manta at 280 HP. The Monza and Senator had a max 3 liter 2 Valve, Irmscher made a close to 4 liters for the Senator with 270 hp
i have asked and sought after. Please let me see what you say sir
who makes this 2 piece degree wheel? or is a 2 step degree wheel?
lol the pn on that is a basic degree wheel. Where do we buy what you have? or will you do a video showing how to make it?
Moroso did make a batch of these so you might want to check. Their's was a big one just right for a BB Chevy or Ford.
@@marvingvx1 hi and thank you
John who?
The only way to challenge people who call you out in the comments is to have them show up at the Dyno with their heads and cam and run them in the same short block
Hi David sorry to be bugging you I sent a email through regarding some work I was wondering if you help me with , it's for a BMW m62 camshafts profiles and exhaust design
Johnny, sorry about the non response here. Send it to me again on the MotorTec email which is:-
davidvizardseminar@gmail.com
Have you ever admitted you were wrong ?
Hell yes - I have even done so on this channel. I do make a point not to brag about all the mistakes I have made!!!!
Mr, Vizard, your racing tales always make me feel bad for your competitors..... they never really had a chance of beating you, yet you gave them the illusion that they could, you wouldn't be related to Houdini in any way would you. The competition raced with hope as a method and it appears your method was tried and true knowledge, the knowledge of mechanics and of the human insatiable hunger for knowledge the quick and easy way, copying others work. Motor On!!