Thank you DV that means alot coming from you!! This video took about 2 months for me to get out of my brain & put it all together... I had sent Brian tooley your way a little more than 3 weeks ago after he initially commented on this video 3 times, so I responded to him and explained to him that it's primarily about the Gas Dynamics and the engines ability to induce & expell Gasses efficiently Via the Dynamics of proper Valve events, I then briefly explained to him why his theory is incorrect,(he must of understood) i told him as men we can respectfully agree to disagree but you cant deny reality and we are trying to make people see reality, And when Brian Tooley tells people not to focus on LSA as he said in his video, being who he is people will take it as Gospel when it is incorrect... I then told Brian that he should probably go to your channel an check out Your newest camshaft video because just like I did, You also decided to use Brian Tooley as an example of a professional that has the wrong idea about camshaft LSA and Valve Events... Take Care DV ~ Adam ~ P.S. I really enjoyed your video also, it was like an extension of my video but produced by a professional with serious credentials, that professional obviously being yourself, which just solidifies the information even further, with our videos combined people get a really good idea of what is truthfully going on as far as proper Valve Events, the effect of proper Valve Events and what effects/influences proper Valve Events...
David! As a DIY engine builder, how do we use your formula and adapt it to our builds? For example, compression, weight of vehicle, pump gas, etc.? Obviously your formula is a starting point. Are there formulas created to adjust for individuals specific builds? Do you have literature available that helps us with this? Also, us amateurs do not have the tech available, or the money to pay engine builders to do this all. I want to build the best engine that I can. Any info is appreciated!
You sir do a great job @David vizard but while here wondering if either of would have a recommendation for a cam for a ls3 427 most likely I will add a super charger in the but going straight fuel injection I'm smart enough to know what I don't or have the time being an independent over the road truck driver Thank you in advance
Hi, what formula should I use to pick the proper LSA for a Pontiac 400/461? The big block 132? Since you have Pontiac history in the family I was hoping you could help.
@@ACDGarage_Racing Found my way here after seeing some comments about this video on Vizard's channel. Brother if you're at wits end with the CRPS, there might be a couple more things you can try. Maybe you have already tried these things, but feel free to email me at churchautotest@gmail.com if you're interested. My wife suffered for decades until she found some treatments that most doctors wouldn't consider. Best wishes to you.
I started building 2 stroke dirt bike engines when I was 9, but the time I was 12, I was building large V8 Pontiac engines. Also built all GM products of course along with everything else since I've made a living building engines since the 1980s. My research and development other than lots of reading and studying, I'd build engines and try different parts on them and keep track of the changes. I'd swap cams in my daily driver just for the hell of it. One particular build I just finished when I was about 15yrs old was a 355 SBC. Had ported 461s on it, 11.5-1 compression, Strip Dominator intake and a 750DP Holley. First cam I tried in it was a single pattern Lunati with a 108 lobe separation, 248/248@.050, 515/515 lift. Engine ran real good in a 69 short bed stepside C-10. T400, 3500 stall and 4-56 gear. I decided I was gonna stick a bigger cam in it, so I acquired a stick with 264/272@.050, 555/565 lift, and a 114 lobe separation. Soon as I started that bastard up I knew I fucked up. Sounded way milder, lost a good 50hp, truck slowed down by a few tenths. It was a old Crane I believe. So I snatched that stick back out and installed a 268/276@.050, 590/600 lift and 106 lobe separation. That's when it really came to life. Picked up a shitload of power, ET dropped by over half a second, truck ran 7.00s in the 8th on 10 inch Firestone slicks. Drove it to high school. Rowdiest vehicle in the high school parking lot. Buts that's when I figured out that the lobe separation is very important. And I studied the works of people like Joe Sherman and Don Kirn. Best cam companies back in the day that knew how to grind proper cams was Lunati, Ultradyne, Isky, and General Kinetics. Damn near every Comp Cam ever ground was on a 110 lobe separation. And Crane usually used wide lobe separation cams. Of course you could dig in the catalogs and get some serious race cams from about every company, but they usually didn't advertise them. Lunati was usually the most aggressive cams in whatever category they was grinding a cam for. Of course ole Joe Lunati passed away and Lunati ain't the same company they used to be 30-40yrs ago. And Ultradyne was also pretty serious. Harold Brookshire was one of the best cam designers that ever lived. He designed the Ultradyne cams. He had his own company cells Brookshire Cams back in the day. They were good shit. All this stage 1,2,3 bullshit is for simple minded people who can't understand cam specs. Usually the LS crowd. Junkyard heros. Those BTR cams pretty much suck. But the LS fanboys have been sold on that shit. No way I'd run a 120 lobe separation in a 325ci engine. Shits a joke. Good video man. Your able to convey your thoughts thru speech, that's definitely helpful for making utube videos. My mind works faster than my ability to vocalize what I want to say, so I generally don't say much, I just build engines.
Thanks for watching the video i apprecate it brother, I can definitely also apprecate the fact that you have understanding of lobe separation angle and that it has a huge effect.. LSA is the olny camshaft spec that when properly selected, you won't have to give up any power either up top or down low when you have the absolute ideal LSA, and olny one specific LSA will be ideal for any given combo, when optomal LSA i installed it will produce large equal tq & hp gains across the entire curve, so essentially when starting with LSA you can have your tq & hp and eat it to 😂 haha... yes I absolutely agree Harold Brookshire was a brilliant man that is for sure and its a terrable thing that he is no longer with us, he was definitely right there at the top with a very small groupe of individuals.. A long time ago I had actually personally talked to Joe Sherman and jon kaase, they bolth absolutely agree with the use of tight LSA's, bolth can attest to the ability of LSA, and to effective increase in power with that can be had with LSA... It sounds like we have quite a bit in common and it seem that we like the same shit, I'm pretty sure we could definitely end up being friends.. I will check your channel out, and I think we should definitely keep in touch.. take care brother! - Adam - P.S. the reason it sounds like I'm easly able to convey my thoughts into words is duel to 86 sound clips about 1minute long and alot of editing.. my brain has always worked way faster then I could speak but I could still always get really deep and was able to talk for a long time, but my crps is effecting my brain really bad and it is getting so bad that I can't hold onto my thaughts long enough to write them down, or even say them for that matter because as soon as I go to write or say what im thinking it is no longer there, then I can't remember what I was trying to think.. it took me more than a month to try and write my thoughts, then it also took me more than a month to correctly without messing up, record myself reading the 1.5 hour long video I had written, and i was olny able to successfully read what i had typed for about 1 minute without messing up thats why i had 86 sound clips. it was a complete pain in the ass but i got it done lol. Take care....
@@Strick.410 Advertising goes a long way with the sheep..... Monkey see monkey do. Way better shit out there than that BTR bullshit. I'm sure they are better than stock, but how would ya know unless ya try cams from other companies to compare it too. Some folks are easily satisfied, and if it suits your needs, congratulations. Enjoy your ride. I'm just old school and I see things thru a different lense than most folks.
@@portnut7610 Haha! That's no shit. When they start talking stages, my IQ drops about 10 points temporarily. If they ain't talking about Stage 1 and 2 Buicks, then I don't want to hear it. I prefer actual specs myself. Need to know the @.50 and lobe separation and lift at the least to get a good idea of what it's about. Stage 4 means nothing to me.
Thanks for taking the time to make this video. I appreciate your honesty and experience with hot roding engines. I've had to watch some parts multiple times in order to absorb all the info. Especially when you gave your duration formula. I'm looking forward to more videos on the subject matter so I can learn and understand. Take care.
I just finished up a pump gas 383. 11.4 Promaxx 215 heads project x Piston 5 out of hole 39 quench Light weight crank Standard valume oil pump Solid lifter flat cam, yes no roller. My specs. 560 567 lift 248 252@50 104 lobe sep Installed 100 cl. Did 626 @6600 537 torque at 4500. Still makes 500 torque at 6500. Pulled to 7k and still making 606 hp. Much of the build is based off david vizard , and this channel. I was also good friends with a man who was close friends with dick maskin, owner of dart heads. He tought me alot, much of the info on this channel is valuable info and almost secrets
That is some amazing HP for the 383- that engine must be a beast- I used to think that to make lots of HP you need a high lift cam (around .620 to .650 lift and 300 duration) - but your cam specs have proved me wrong- im guessing your engine has a decent idle and pulls hard to red line- congrats on building one heck of an engine -
Alright I'm building a 383 aftermarket crank rods and forged pistons with Chinese hand wull be ported using 474 hydraulic roller roller cam what can would you recommend, I'm a old drag racer wanting mak power, hydraulic cams are great but1 surely know how to set solid roller any help I can appreciate, like your information 56:47
I remember an article back in the late 80s or so that featured a 357ci SBC that Joe Sherman built. It had hogged out 492 angle plug heads on it, around 12.5-1 compression, ported Strip Dominator intake & 850 DP Holley, he ran it with 3 identical cams except for the lobe separation. Can't remember the exact specs on the cam, but it was in the 270-280@.050 range, 630 lift, and one had a 106, next was 108, the the 3rd cam had a 110 lobe sep. As the lobe sep got tighter, the engine made more hp/tq and the 106 made about 20hp more than the 110 all else being the same. Engine made close to 600hp NA. I copied that build a few times except with aftermarket heads. Ole Joe definitely knew how to make power. I remember a 406 with a 1050 Dominator he built back in the late 80s that made 660hp with a stock 2-bolt block, cast crank, stock production 5.565 long 400 rods and extremely nice JE pistons. Heads had some heavy porting. Victor E intake. He made serious NA power on a budget. That 406 got turned up to 7500rpm too. Joe definitely was an influence on me as a young buck first getting into this shit. His son Steve Sherman definitely took after his dad, he's quite the builder too. But having Joe Sherman as a dad, you would have to grow up to be a engine guy. Joe had a dyno in his backyard. So his results were proven.
Man buddy, Im so glad you made that comment, it is literally a relief to know im not alone in the dark knowing the truth lol.. you wont imagine what some of the people had to deal with have said, I havent had to deal with people like this up until now the whole time ive been on youtube... It's funny that you say that about those 492 heads, because ive been called all kinds names and have been accused of being full of shit just for saying that my 383 makes 580hp, there have been several individuals that were trying to tell me that the 186 heads wouldn't support 580 hp!! In all honestly the dyno that engine was run on was so conservative that my dad who owned the dyno for 18 years, my grandpa and the guy who bought my dads shop that was running the dyno said that its probably closer to 600hp..., Now even though i would be speaking the truth, there is absolutely no way i would consider saying anything along the lines of we bealived it made more along the lines of 600hp in a video.. I could easly bealive it is more near 600hp with 186's & the ported dual plane, specially as violent as that truck was i could realy bealive round 600.(because some of them big block trucks had 800hp N/A)... Now at that point in my life i knew damn well that even them 186's have the potential to support around 650hp ish, what people don't understand is it dont all come down to port flow cfm numbers.. Being as I don't personally have a dyno to prove what is reality, I wont even consider making claims like that in a video( more like speaking the truth) because saying something like its possable to build a 370ci sbc screamer that makes 650hp with 186's or 492's.. it is so unbealiveable to an uneducated individual who is also ignorant.. saying something like that on youtube is just asking to be bombarded by comments by the know it all's, and the ignorant narcissists, and other forms of mindless people that think just because they haven't personaly seen or heard of 186 heads making olny 580hp it cant be possable.. Hell just knowing how people are on youtube, when i had made a video about that engine, (the video that got mr vizards attention,) which was the first video about that engine. i said on the video title 550-600hp race winning sbc on a budget because which is true, but I just simply told everyone it made a flat 550hp to avoid the BS, but Mr Vizard seen right threw that lol, its not everyday you come across someone purposely underrating their engines power to avoid peoples BS. Just the other day I had someone comment on that video saying my 383 wasn't making 550hp with those heads.. Imagine saying, were almost positive its making around 600hp, then go on to say 186's can support 650hp ish, people would shit a chicken lol.!!!. Now had i said the true power numbers I would have been inundated with all the ignoramus know it all people thinking im making false claims, then bealiving they are right, and then they think they have one up on you, and that you are an idiot, when in reality it's the other way arround.. Also, because the engine was dyno'd 16 years ago & being as its a peice of paper and ive had some extremely difficult situations in life where worrying about saving a peice of paper when you are just trying to survive, it no longer becomes a priority to have the printout of the dyno results, which i wish so badly that I had the printout right now to make people eat their words and see reality!! I had tried to explain to them that even though I said that the heads are the limiting factor of the engine those 186's can legitimately support upwards of 600hp when in reality it's 650ish but good luck getting them to bealive that lol.. If i had said something like that they really thought i was full of shit lol.. the only way i would bring that reality to youtube in a video is if I owned a dyno and I could do a live dyno run, and even than there are still people who wouldnt bealive it is possable... sorry buddy I can't finish what I'm typing I'm puking my guts out right now take care.
@@ACDGarage_Racing I grew up around Stock/Superstock and Modified Production class cars back in the 70s & 80s. I've seen 307s making 550hp with production based heads back in 1978. A modern NHRA legal 68 295hp L-48 350 Superstock engine makes around 650hp with a Q-jet and 041 heads. L-79 327 Superstockers are over 600+hp these days with 461 casting heads and a 585cfm Holley carb. People just don't understand what they've never experienced. And what they don't realize is how much work was put into them old heads. A serious full on Superstock prepped 186 head with 170cc runners flows 300+cfm with a 1.94 valve. Exhaust over 200cfm with a 1.50 valve. And then there's the "Stockers", typical late 60s NHRA legal 350 SBC is well over 500hp these days with "Stock" closed chamber 186/041 heads & Q-jet. Seen a 1974 smog 350 stocker 350 on a dyno, it made 430+hp with stock 882 open chamber heads and a 390/410 lift cam, pretty much stock everything. Run high 11s in a 74 Malibu. I built a L-69 305 stocker in a 83 Malibu wagon years ago, it made just under 400hp and ran high 11s. The cam was rowdy as hell with stock lift. The compression was "blueprinted" to over 11-1. But basicly it was a stock 305 from a 84 Z-28 Camaro. Anyone in doubt should go watch some Stock/Superstock drag cars run. A NHRA legal 68 Z-28 "Stocker" runs 10.30s with a legal #291 headed 302 SBC turning 8000+rpm. How much power does it take for a 68 Camaro to run mid to low 10s, person do the math and be amazed. I watched a 300hp 327 Superstock make 599hp on a dyno with a Carter AFB and spinning 8500rpm, that was back in the 90s. It had heavily modified 461s on it with a 280+@.050 solid roller, 650+lift. Extremely tight lobe separation. But not much info available to the common man on the the secrets of Stock/Superstock engine building techniques. Most folks just copy what everybody else is doing, and have been brainwashed to think the old school SBC is limited to 300hp. So they jump on the LS bandwagon and monkey see monkey do. Shits pitiful how dumb people have become. I've been around this shit for a long time. Still hard to beat the good old SBC with anything when they are built right.
@@ACDGarage_Racing People should study up on some late 70s Modified Production class cars and the engines they ran. 550+hp 283s and 307s were the norm. Or Econo dragster/altered engines, had tight rules, but small cube SBCs making 550-600hp back in the 70s spinning 10,000+rpm. Alot of that shit seemed to defy logic, but it happened. I've built more than a few high RPM small cube screamers myself back in the day. I'm collecting parts now to build a 8000+rpm 439ci bigblock Chevy. I'm currently building 4 bigblock Chevys and 10 smallblock Chevys. Also gonna throw a 455 Olds in mix too, I have a 79 Cutlass that's been sitting way to long. I have 60+engines tucked away. Been collecting them for decades.
@@thereluctantgearhead4544 Problem with the "stock" SBC is, they will not handle 800, 1000, 1200+ HP, AND still be streetable, and that's where the LS shines. If you're wanting to make massive horsepower, you can't out-do an LS and a turbo or two, no way. I'm an old timer, I love my factory BBC's and SBC's, they're all I build, but if it's coming down to a head to head race, horsepower/torque is the winner every time, and an LS with a turbo is going to give you that over the SBC.
Thank you, thank you, thank you sir! I know this will help countless others as you have helped me as well. I know I'll be watching this more than once.
@@ACDGarage_Racing more like thank you for sharing, and clearing the air around this magic # s everyone is after torque and reliability under high rpm , may your days find relief from your ailments, straight shooters are always a pleasure to meet for me , no BS just facts of the matter...🕊️🙏💪☯️😔
@@ACDGarage_Racing nice freaking video nice 383, I'm looking to build either a 408 or 421 conventional sbc any advice on a combo , I will be speaking with a builder later on this week for insight , just watching your video got me excited for this build Keep them videos coming 💪🏽💪🏽💪🏽
In 1963 I was 13 years old and was reading everything I could find on 4 cycle gas burning Engine modifications. I was lucky an old guy in his late 20’s gave me a book to read and Ed Winfield stated “If the camshaft intake to exhaust angle is anything but 108 degrees it is designed wrong and someone is changing it as a crutch to fix another engine design problem”. That sure has seemed true over all these years BUT I am always willing to listen and think through anyone’s ideas and proof by engine performance. In the end we all what the best power everywhere unless it is a specific narrow rpm range. I enjoyed the video and I keep an open mind. I ❤that you are not bashing or bad mouthing ANYONE because that action is just counterproductive and then it’s not a help to anyone. M
Thank you very much sir for being one of the very few people posting proven engine tech tips. Keep hanging in there brother. Know you are appreciated for the content youre providing
LSA is the first pick. Everything else revolves around it. I learned that in the 70s when my camshaft went down and I had a dirt track cam .I saw the power difference and understand.
Right on brother, im glad to hear that you know lsa is the only starting point for camshat selection, LSA is the only spec that when optimal you will get substantial gains across the tq & hp entire curve with no give or take as far as gaining high rpm power & losing low rpm tq & hp or vice versa.. its like having your tq & hp and eating it to.... take care buddy!!
Thank you, brother, both you and Mr David Vizard for helping me learn what I need to know about the 383 I've got for my 1988 Chevy step side shortbox,I've done mechanical work since I was a kid. I pulled my first four speed Muncie from a 68 chevelle and installed it in a 64 442 Olds convertible for my uncle who turned me loose and let me learn. It came naturally to me through my father who could do mechanical and bodywork and paint which he got from his father and passed on to me,I got into the motorcycles while I served in the Army and have been repairing and building until I had a bit of a crash in 2011 and kinda stopped that. I have one last project that I want to finish and that's my pickup, thanks for the knowledge that you two are blessed with that's really going to help me out greatly, thank you very much.
Thank you for making this video and sharing the knowlege you learned from your dad and granddad. Also, thanks for passing on David Vizard's wonderful 128 formula and for exposing Mr. T's bad cam theory. I've learned a LOT about how to choose the proper camshaft today!
I enjoyed listening to and learning from you. I am currently at the beginning phase of a Ford 363 stroker with an aftermarket block. Cam will be a custom from a small block ford cam specialist. I pray the good Lord keeps your mind and body functioning well as long as possible. Thanks again
I'm a DV128 believer but I use a slightly different version of the duration formula..same result but outputs advertised duration rather than @.50..DV and Andy recently discussed this.I use the formulas combined with flow data to decide lift on my LS build...I have recently found some pretty big gains by reducing lift to between 592 and 598 and concentrating on porting and flow work, the LS engine seems to benefit greatly from increased air speed.
Thank you for taking the time to watch! I had realized that i had accidentally left out the formula for the advertised duration after I had finalized my video, its because of my damn crps effecting my brain, I cant even hold on to or remember my own taughts, I swear I'd loose/forget my head if it wasn't attached to my neck lol. Take care buddy!
@@ACDGarage_Racing I had a tbi a couple years ago and the carnivore/lion diet really helped me. My tbi was bad enough I couldn't leave the house some days now I'm getting close to being somewhat normal again also helped alot with my back pain. But alot of people have stopped there autoimmune illnesses with it.
Just got home from the garage working on the Camaro. . Its late and im tired, but this has my attention. I've browsed through some comments, and your knowledge/passion is undeniable. I'll be back when I got the time to give the video the attention it deserves 🤙
Adam you ROCK !!! You are the book that one can't put down , because it is so good. Fantastic explanations and Great video to learn from. Growing up with your grandfather and dad must have been awesome ! The smell of engines, building them, burning rubber and good times. I pray for your health. Never quit even after the fat lady sings. I have recently found David's new channel. David is like a great library with the best books, all in his head with decades of hands on experience. Thank you for sharing. Cheers !!!
EXCELLENT!!! The machining & assembly is the easy part but the cam formulation is where it's at. I like your "lecture on wheels"! As soon as I spied that green treat cross fencing I felt right @ home! Great presentation/instructional on your part!
Great video! I'm a Ford guy and totally appreciate this info. You are a much smarter guy than I. The concepts you covered are above my head a bit but I can always rewatch the video to catch up. Thanks for sharing!
Love this old school stuff. Was a builder in the 1980's. getting ready to build a couple in the coming months. You reminded me that Old school can still rule!
For LS guys, the only affordable 106 LSA off the shelf cam I have been able to find is sold by Summit, it's a 240/252 .569/.569 106+0. It's $335, I might also recommend using 1.8 rockers to raise the lift to .604/.604 at the valve.
that duration is at .050 , ?/? Also , do you have the part number for it......I talked to Summit techs,,,,about who grinds the cams for them,,,,,no one will disclose the source,,,,,,,,,I got many different answers which I let pass,,,,,,,as to avoid a dispute............,
Call Bullet Racing after you do the formula and match it up with their cam lobe master chart . Take a stab at it , then lean on those guys to tweak the numbers into a great cam. Its fun to do the math and research , then talk it out with a pro . I'm usually very close in my choices. A degree here or there . Not bragging, just sharing another part of an engine build you can take part in. Its just added fun to the experience .
I'm one of the booger pickers that has watched and read the standard industry spewing. After reading DV's sbc and bbc books I have been awakened to how bad the info is from quote industry experts. I seek out people like DV and you to show me how the real world engine works and not make believe theory. Please keep up the good fight and sharing your knowledge with all of us so we can also share it with our kids and keep motor sports and family memories alive. Thank you for all that you are doing.
Thanks Adam for sharing this wealth of information. I've listened to at least 6 times now. I also watch David Vizard, Andy, Uncle Tony. I would love to hear more from you. You do a great job of explaining the complicated information so the thinking man can understand. I wish RUclips would let me hit the like button a few more times.
Someone that loves cattledogs and camshaft science as much as I do!! Looking forward to more content man, I love long videos that dont dumb down the science and physics.
I can definitely appreciate the fact that you love heelers, camshafts, and my long video that some people seem to think ruined their life lol.. thank you for watching... take care.
Adam you're ball of knowledge. Watch your entire video. Some people may have gotten upset about you telling it like it is but just like Mr Vizard you feel an obligation to state proven facts. Well done! I like to maybe run my combination across to you for some input.
@@ACDGarage_Racinghey man. I have no idea about cams or motors. A lot of what you’ve said in this video just went over my head. I do have a question if your able to answer. 2015 Stock 6.4 Ram 2500 motor, bored .20 over. Truck cam was removed and a non-mds cam from a 2015 SRT 392 Challenger. 286 intake duration, 288 exhaust duration, .571 intake lift, .536 exhaust lift, 121 LSA. Are you able to tell me if this combination is shooting myself in the foot, for truck performance. Or if I should be looking for a different camshaft. It is a VVT and I will be getting it tuned. Thank you for your time.
I understand where you're coming from buddy, I'm a disabled veteran, I have had 2 full laperodomys with an 11 inch scar on my abdomen, 2 thoracic spinal surgeries on 5 disks, a disk replacement in my neck, broke my collar bone and hand while I was in the Army. I had to fight the VA for 8 years to get my pension. People treat me like I am a non-entity, I have no family or friends in my life anymore. Anyone who wasn't there for me when I was in desperate need is no longer welcomed. I live in the middle of nowhere, work in my old trucks and GTO as I can tolerate it. I'm not really in it to compete in motorsports, I just want to build my vehicles so that they are fun to push the throttle and make me happy while I use them as transportation. I would rather be caught dead than be saddled with a car payment when I can keep vehicles I own outright running forever and use my mind and get a little physical activity. You're going through it worse than I am from the sound of it, everything happens for a reason, we don't truly grow in spirit until our comfort is disrupted and we are shown the truth. Sometimes the cost is great and it can really suck. You have had the opportunity to achieve a level of mastery in a field of science that you love. That means something.
I'm so glad I came across Mr. Vizard and yourself before starting on my street 440 project. This (free) info will pay off in torque/hp that I would not have gotten if I'd followed that "popular" advice I'd been soaking up previously.
Thank you so much i am 52 years old i have been owning small blocks since i was 19 and yet to build a stoker .but im going to now thanks again for taking me for a ride . God speed
Thanks for the teaching!!!! Ive read so much about camshaft but nothing compares to the approach you have shown here! Best regards from a engine inthusiast from Iceland.
Hi, Awesome video ! 40 years ago a friend of mine who was a tech at Sig Erson taught me a lot of what you said. I went 8.50s with a 351 widsor with cleveland heads. The pistons were about .100 down in the hole because I was a starving college student and couldn't afford new parts. I ran a 104 lSA the car was a bunch of fun! I know a guy who builds Corvair aircraft engines. He wont even listen to anything about the camshaft. His engines only make about 100hp. Aircraft engines need to optimize low rom torque because they are limited to 2600 RPM. I have thought about it a bit but would really love to hear your take on LSA with the crappiest heads ever at that rpm , if you have the time. Thanks so much !
I would pray and hope God gives you whatever you need to go through what your going through because listening to your presentation of your knowledge and experience you’ve chosen to share is inspirational as well as informative. I truly appreciate all of it because if you can still learn your can apply and make life better. Oh ya I love building hot rods and street cars.
,,,,I'm 72 and still learning . School is never out......Back in my prime when to make a big Harley stroker motor make power..... ; there was Tom Sifton ... His business was camshaft grinding for Harleys......I always saved my catalogs....Reading the Sifton cam catalog was my start in how to compare and or decifer camshaft terminology.....Tom put it all out there.......He listed opening and closing events as well as lifts at TDC..........and valve spring info......The race cams had large numbers when you looked at overlap and the lifts at TDC.......You would enjoy seeing one of his old catalogs ...Tom has left this existence decades ago.....Another great mind that cant be bypassed in any Harley cam discussion is Jim Leineweber.....His roller cams had fast ramps.......Thanks ,,, and be well.........
I fought me out of a wheelchair These things make it hard to do things I can see you are a wealth of knowledge.and have a great deal of respect for DV I am not good at math to use DV s formula
I learned the importance of LSA about 25yrs ago from a professional with a long racing history. It was applied on my 5.0 mustang with a stock low compression short block with decent decent said of heads ,intake and exhaust. It was incorporated for scavenging the intake charge via the exhaust pulse. Another term I have heard is "The fifth cycle". Adam a great job of explaining its importance. It helps people visualize what is going on inside the engine.
Thank you for this!!! I was on the same path on my own, never really understanding why off the shelf cams had such a wide LSA. I always thought they should be narrower. Your explanation of the exhaust duration focus in the cam world makes it clear why. I just found Mr Vizard in the last year and been learning a lot.
I think the cam manufacturers have become complacent in what they offer. Similar the Apples business model. Make slight changes or improvements to keep people upgrading their parts. Every time, they release a groundbreaking discovery. Comp cams came out with the affordable 4 pattern camshaft. Technology pro stock racers and racing builders have known for over fifty years. It's just gotten a little cheaper to mass produce.
Thank you for this video , I haven't ever heard it put the way you do. Listening to you is about as close to what happened to myself , I went through near the same after my spine went I had a stroke which changed my life for ever. I spent several years with my mentor in the machine shop before opening my shop after struggling the physical demands . I just have to say I am very glad I have been subscribed to your channel thank you
Adam, praying for ya to get back to racing. Thank you for taking the time to share this as camshafts have always been a mystery to me. One more thing, please take the time to read Dr. Alan Goldhammer’s work on water fasting, and read the thousands of testimonies about autoimmune and the carnivore diet. God bless.
Thanks for some very solid information on camshafts. I’ve studied performance engines for a long time and I agree camshaft selection does take more knowledge than most people realize. Thanks again for sharing your knowledge.
Thanks buddy, im really glad you liked the video, there has been alot of people that have loved this video, but there a few that,have hated it, some have called me all kinds of names, you would swear that it ruined alot of their lives lol.. take care brother!!
I watched the second half of your video 7 times. Makes perfect sense. I race a FE. Powered FOx. 428. Cid. I knew nothing about the formulas. But somehow. I picked. A. A roller with a 106. LSA. Years ago. My brain kept telling me 106. For my motor. Tne CR. Is over 13 .1. Duration is. 267-276. My shift points are between 6700 and 7200. But it seams to have TQ. Every where I have beaten a lot of different combinations with this thing. In 1/8. Heads up. Grudge. Competition. In have run over 105 in the 660 leaving from idle foot breaking. With. Standerd 390. C4 ae G heads home ported. When I degreed the cam in it cam in at 103.7 I just use. The formula. 127 -428 ÷ 8 ÷ 2.10 × .91. The adding 3 because of the CR. It put me at 106. I understand. Duration. Enough to get me in the ball park on targeted rpm for my engine choice and understand that stroke will effect. Duration requirements for targeted RPM but having a little trouble. On how to figure out what the over lap would need to be I do know that higher RPM will need more. Overlap but know know how to go about calculating it. Is there something I'm missing. On the video any help would be appreciative as for BT have no clue to who this individual is. But from what I have seen he seams looking at it backwards LSA. Should not be a end result. But a starting point thank you for the video. And sorry for your condition. Prayers sent
Thank you for taking the time to watch multiple times. It sounds ike you have a good handle on the effective increase in power that can be achieved through lsa.. now for your question, i will answer your question here's soon a I have the time to explain. I've been pretty busy, take care buddy!
Thank you for sharing your knowledge. As an ole’ professional wrench spinner, classic car lover and former motorcycle racer, I thoroughly appreciate you taking the time and energy to share your experiences and knowledge. My son is part of the latest gear head generation, and our second classic car project for him is to squeeze out as much as we can from a very budget very OEM parts build roller 302 Windsor. For this one, we are rolling the calendar back, so I can teach him about points and carb tuning. Remember everyone, research for knowledge and not for validation.
Very down to earth and interesting informations....thanks for sharing man. I chose a Howard 217/225 110 LSA for my 10.2 to 1 350 last year, it idles a bit rough but its certainly fun to drive. I have plenty to learn still for sure. I'll use your formulas to see how I can improve coming from there! God bless your health, thanks for sharing. Btw I like the "truck cruise with a friend" format!
Awesome video, and you explained the formulas in a very understandable way. Thank you. I have for a long time felt off shelf cams had too wide of lsa. The trouble I am having is finding out the overlap for my needs.
Thank YOU brother for bringing much together in my own personal experience with camshafts and how they perform . Over the years I've come to know what worked for my particular combos and what did not , and now I know why . I've been looking throu can cards as far back as 20 years ago . And now I know why each one performed as they did . It's very Nobel of you sir to share this info , even as the situation presents itself . I guess everyone has their own way of manipulatig the internal combustion engine . But how you explained it is not only much more efficient but it makes sense . Well , now I know Thank you James a Signorelli
I have been reading DV's books and watching his videos for ages, and his formulas work because they are derived from the results of thousands of actual dyno tests. DV was saying (and I'm paraphrasing here) that if you use the LSA formula and find the cam is too wild for the car's intended purpose, that's because you have too much overlap (and resulting duration). That is the one point that I couldn't quite get because I was hung up on the duration - eg, I NEED a 224@.050 or 268 adv to get the power and torque profile I want. This video made it all make sense - the segment from 55:20 is pure gold. You CAN'T know how much duration you need until you know how much LSA you need. If the formula says to narrow the LSA, you need to reduce the duration by the same amount to maintain the same engine characteristics or power and torque profile. This generally results in a shorter duration or what sounds like a "milder cam" than you would expect. Thanks for putting it all together for me. Keep up the good work!
This video is awesome man, I’ve followed your videos a lot along with DV’s to help me with starting to try and build my own small blocks from now on. Definitely appreciate all the knowledge you share sir!
@@ACDGarage_Racing not a problem man! I’m not sure if you use your Facebook account under this name I tried sending you a pm on there with a couple of questions I’d definitely be willing to pay for your time!
Excellent video- i had to watch a few times to soak up the info- I have been working on cars for 35yrs and I have learned so much from you and DV- I never stop learning and trying new things- I look forward to building a 468 bbc for my 78 camaro using all of this information- I cannot wait to see the end result - thank you for taking the time to make this video
Glad to see this information. I've followed DV from his book days. This RUclips stuff is even better. And you learning this info from family perfectly quantifies it all. Glad to hear how this also works with LS engines. I've always wondered if it held true, with the decreased valve angle. I will soon have a cam cut, using this info. I watch Holdner, but he doesn't subscribe to DV's ways. He's all about Mr. T, so it's hard to take his info as truth.
Thank you, I appreciate you taking the time to watch the video, I know all this information definitely won't be for everyone but I'm glad you could appreciate it. Take care buddy!
Very interesting talk bro. I'm a fan of David Vizard already but following his video can go over my head a bit. Your explanation gave me a bit of a eureka moment and has raised my level of understanding. Thank you! I've subscribed and im looking forward to more teachings from you.
Thank you for watching, im really happy that you got a better understanding of this, that is part of what I was hoping to do because I noticed there was alot of unanswered questions in Mr, Vizard and Andy's videos, so I was hoping to fill that gap and bring a deeper understanding.. im really glad it worked.. thanks again, and take care brother!
😆 thanks now you're going to have many of us rethinking out combinations and going back out there to continue our collective mad quest for better. Seriously thank you for the information.
Thank you, Adam I’ve watched his video about six times every time I watch it I learn something new. Thank you very much. I’ll continue to watch it. Stay healthy.
Thank you for your time and prayers to you I've been looking at cam specs for the engines I've built and I've always wanted to understand the numbers better I have been following David for awhile his books are great and I appreciate your video I understand it much better I noticed years ago with my Mopars the factory hipo cams LSA were in the 108 to 106 and aftermarket ones would be in the 112/114 and they were like that for years you cleared up a lot thank you again and God bless
Thanks for watching & for the prayers, I'm glad I could help you understand better, I appreciate you taking the time listen what I had to say... take care buddy!
I glad that you enjoy obtaining knowledge & i appreciate you taking the time to watch! There probably aren't many people that are not gonna want to learn this stuff bad enough to watch this whole video lol.... take care brother!
I just wanted to thank you for sharing your knowledge with us. It's truly an honor to hear your views and if Mr. Visor has given you his blessing. Mr. Visor is a God among us plebes. Along with Mr. Holdener and now yourself we are all blessed again thank you....Todd
I’ve been building engines for decades. Ralph Moody was one of my mentors in the early 90’s. He ground the first cam I designed and was way too supportive as it was a dog lol. I was 19…. Anyways, I’ve been a student of camshafts for 35 years and I get lost in the sauce daily …. I’ve always decided on LSA first when designing my own numbers but thought I was weird…. Anyways, I appreciate this video, look forward to the next one and pray for your CRPS….
Thank you for the information. Digging the square bodies at the end. I have 2 myself. When I look at cam specs the LSA is now the first thing I check instead y lift.
Thank you so much for sharing this information with everyone! It's obvious that you are a real engine professional. I dabble in engines and trust DV's research completely (I also do yours). You 2 are helping me learn and understand much more! 👍🏼👍🏼
I don't disagree with much of this however we have dyno tested hundreds of engines and what we discovered is one size does not fit all different engines respond differently we have used many of David Vizard's methods and I must agree the man is very spot on, with respect to LS based engines we have seen more power and TQ with wider LSA in some of the strokers we make 50 HP more with 114 LSA than we got with 108 or 106 the engines wants what the engine wants sometimes you can do all the correct calculations that work well and then boom you try it in another combo and it does not work you are comparing a handful of dyno tests we have done hundreds, and discovered this science is not 100% correct all time
As always the only way to find the exact best is to test it, change any one aspect and suddenly the best may not be the best anymore. I believe David touts his formula as a guide to where to start not that it will be the perfect best and it is very specific to the engines it applies too because the formula is imperical based and a result of tons of dyno tests on a particular setup. I don't think he has the data to predict the best cam for a v8 packard since it likely is going to need a different number just like the different numbers for Fords and BBC. Curious though on the 114 LS when you picked up 50hp did it loose any torque down low?
I can't disagree with that at all, because in all honestly (like i said in the video) "there are cases when a ls engine can use a wider lsa" those are cases that when all the parts used and all the other parameters are taken into account and calculated, (this would be a way more advanced calculation) it may end up giving you a wider LSA to match said CI, combination parts, & specs.. from my previous 18 years experience in my dads race engine machine shop dyno testing engines when i was younger, all though we didn't do alot of ls engines back then we still did quite a few.. from my experience, that scenario of a larger ci ls engine wanting a wider LSA is not as common because that requires some really serious cylinder heads with a really nice valve job, rapid intake valve opening, high compression etc... thank you for taking the time to watch, I really appreciate it!... I would really like to know what your experience/your take is with ls engines combos wanting wider LSA's, what kind of trends have you found as far as combinations of parts that would be ideal with a wider LSA.. im curious, lm always looking to learn more.. thank you.... P.S. I've been watching your channel off and on for years, you do a good job with your channel.. keep up the good work.. take care buddy....
The moment you mentioned the Great David Vizard I knew that you are someone who is worth listening to much as God I mean David who has my full attention with Each and Every video
Just came across your channel and I am very impressed with your refreshing blunt narrative, and technical knowledge which you try and put in language the initiated can understand. I will be checking out more if your uploads Thank you for a good video I hope your illness does not cause to much debilitating pain.
“We don’t allow anyone to randomly change lsa”….wow!The dyno graph in the beginning of this video proves that lsa absolutely matters! I think too many people focus on the peak numbers where drivability is really what most people need especially in street/strip applications. Great video, thank you👍
I'd say Mr T is catering to a crowd that is for lack of better terms, ignorant... Most of the younger LS crowd will believe ANYTHING they're told and don't spend anytime researching what's best for their combination...In other words, Mr T says my LS will be badass with his cam so obviously it will be!!
I like the idea that David is a mentor for me as well as yourself. The first engine building SA Design book was by DV. I read it 30 plus years ago and still have it for referencing. Good job on the info provided.
New subscriber. Thank you for what you are doing. I am a 43 year old man who has been following David Vizard for years, before during and after my short career as a machinist and engine builder. I was 15 when I bought my first engine book, how to rebuild small block Chevys. After reading Vizard’s work it set the bar very high for what I expected from other authors, only to be let down each and every time afterwards. Thank you again, I understand what it’s like to not have any children to pass knowledge down to, and what good is knowledge if it dies with us. Share and teach. And thank you for sharing your squeaking clutch pedal because that brought back a lot of memories of my square body GM trucks.
Absolutely amazing, love this. wished i had more time left in life, more money to use what have learned here. Inspiring and well done sir. Bless you, and stay strong, keep on keepin
Hands down, this is the most detailed and mechanically correct explanation i’ve ever seen. not to mention seeing valve float on dyno session graphs. I’ve seen the video twice and still trying to catch up. you cannot trust cam cards !! you sir are the goat. people pay for this, you’ve given it away on the house. Greatly appreciate your effort sir. Subbed and looking forward to more content. i’d pay to sit down with the man and dial in an engine. This is gold!! I met a gentleman who did lemans engines, and we had this conversation. at that time i had no idea what he was articulating, this makes it crystal clear. Mike Kovacs. TEC total engine concepts. Im over the top. Thank You!!
I've ALWAYS been into vehicles and learning about them. I always say "you never know everything so keep learning." People like you are the people I want to learn from and the ones I look for but y'all are passing on faster and faster and the more I'm finding I'm left with people I wouldn't let work on my mop much less tell me something about an engine. I ain't for one particular make. Everything from Ford to Briggs. Always trying to make the most with the least amount of money spent. At the moment, I'm trying to achieve the impossible with a four door '74 Dart with a 225 and double overdrive. I want to be able to run 85MPH and get upper 20's mpg's and run about 2,300 RPM from it while keeping the car appearing stock as possible. I think by not only focusing on the engine but how to lighten the vehicle as much as I can possibly can. Focus on the power to weight ratio. This car is 100% for daily driver use and nothing more. Stock can be a good daily. Mild mods can make it better. But the take off, speed, and MPG won't be there.
Thanks for the video and sharing your accumulated knowledge. Life and circumstance can be unkind - please continue to flip it the bird and make the most of every day. My Dad was a horseman and stockman from outback Australia and I had the good fortune of growing up in a beautiful and very remote part of the world. He knew where to top up the fluids in a vehicle and change a tyre (or sometimes several), so my car knowledge was limited, until I bought my first car. I soon figured out that a lot of people who thought they knew everything, really didn't, especially when the performance bug bit me and I wanted to go faster. Listening to people who got results, or were not afraid to take you for a ride (or have a race) to show what their car was capable of (seat of the pants dyno) was the way to go.
Hey brother, why don't you use your still working brain to crack the code of your health. Everything is curable if you know how to do it. Your doctor is the medical version of a guy that tells you to pick a cam based on duration that claims to be an expert. By the way, you're spitin' truth.
Thank you for watching the video.. as far me cracking the code of my health conditions I am literally constantly trying to consume an process as much information as i can. as for my health conditions. I honestly cant get enough input as far as data and information of all aspects, kind of like johnny 5 lol..me and my doctors have an understanding to the point that they dont try to question my suggestions because ive actually correctly self diagnosed with physical confirmation and or treated several of my other problems, along with family members & 2 of my dogs cancers. Ive actually kept my dogs alive for years with RSO... One of my personal diagnosis was an extremely rare a 1 in 1 millon multi level thoracic spine problem that causes nerve pain in my abdomen.. Now this is pretty bad but actually know way more about my rare spine problem and my other rare condition complex regional pain syndrome and even more about the extremely extremely rare side effect of it effecting my brain so bad that I can't hold on to a thought long enough to write it down without forgetting what I was thinking or doing etc it actually gets worse but that will take to long to type.. Now because of that issue this video took me over a month just to get the info out of my head and on paper, and a little more than a month to read what I wrote without screwing up, I could only manage about 1 min at a time, so this video was made with 86 sound clips of me talking lol..As far as crps being cure able, there is no cure for crps. All i can do is try to manage it, crps is a neuro inflammatory contition resulting from a severe nerve injury and its actually so rare that there isn't hardly any research and data..how I ended up with my crps is actually a long story. But simply it was a result of crush injurys I sustained when I was paralyzed on my right side of my body, it was cause from the nerves in my leg and arm being destroyed along with the muscle tissue in bolth my arm & leg being dissolved.. I spent 1 month in the hospital, and the hospital that saved my life said I was the first case with the rare combination of injurys that the hospital had seen in 20 years... thank you for acknowledging the fact that you think I'm capable of cracking the code, im all about trying to crack the code on anything lol. I sure do appreciate the fact that you see that because not many people recognize it... take care brother 👊😎🤘..
I've commented on Holdener's cam test videos that he's not being methodical, and he can't make any direct inferences. His answer is that he doesn't care. In my case I want fuel economy, and there definitely is a reason to widen LSA. I want a late intake valve closing for lower pumping loss, and I can raise compression a lot for better thermal efficiency. I'll still get 1.35 hp/cid.
Dam youngin, that's more words out of you this whole time. Yet I understand the reason behind it, it's because you don't want to waste knowledge if at least one person grasp what you're saying. I agree knowledge was meant to be shared to improve everyone's lives, not kept inside a closed mind. Then become lost forever, are until someone else stumbled upon it through similar ways, and means as someone prior that refused to pass it down as your people did to you. Which only stimulated your mind to want more as it does with some. As for BT, never heard the name until recently, and can't say I was very impressed about anything I seen. Definitely no Gale Banks, Steve Morris, numerous other's that definitely came up through trail and error, but always pushing the envelope to bigger and better things. I agree with you on SBC's, but they always treat you right if you used common sense even on small bank accounts. Still can be somewhat competitive even in today's world. BTW, what transmission you stretching out there in the hay hauler. Back in my time, if you were bangin gears, clutch was only used until your big toe slipped off the side. After that never touched it until I had to down shift, and toe the 4 drums so they didn't fade too quickly on me. I'd say the plastic bushings came out from under the spring on the pedal. That's the sound they make on the old mechanical linkage clutch pedals with the garage door springs used to return the pedal to position in the heavy duty applications. Snicker, CAM, that's my ex wife's initials, that's only thing I know bout those. Cost me a fortune too, during, afterwards. That's all I'm going to confess to knowing about them myself. My brains forgetting more as the days pass, and it is the sad truth that if you don't use it, then you will lose it faster than you realize. Except what happened 20, 30, 40, and even 50 years ago, but don't ask me about yesterday are last month. Because most of the time I couldn't honestly tell you if you asked me something I n should know like the back of my hands. PS What year is your truck, because if I've seen the nose, I don't remember honestly. Nor do I remember a clear view of the gauges on your cluster. Either of those pretty much give the year away, nor do I remember marker lights on the fenders. See I can't remember dam thing, and I'm fairly certain it's not GMC. Although I think GMC had a much better look with the 4 headlights compared to just the 2 on Chevy's. My opinion of course, and although I truly loved my 70 C10 camper special long bed. My uncle was millwright at GM Arlington, Texas from time the brought the plant on line until he retired some 35 years later. He ordered the best looking, and probably the best running truck of that body design. 1972 Cheyenne Super C10, 400/402, turbo 400, 373 12 bolt limited slip. Hounds tooth,white interior, black dash pad, full gauge package including tach, a/c, p/s, curse control, that dam buzzer for manual speed warning, tool box in bedside, chrome bumpers, chompition orange and white, with factory turkey plates hubcaps, dual exhaust, wood grain tailgate insert, full trim package, and I swear it had tilt steering column too, with am fm stereo. Said he watched it go down the line the day they assembled it. Stayed over from his 3 rd shift to see it hit the last station, and they let him drive it off the line at the end. That was the best looking best running Chevy truck ever built in my opinion. Only thing to make it perfect would have been GMC grille with 4 headlights and Chevy insert instead of GMC
Hey Timothy, how you doin there buddy? I sure did do alot of talking in this video for sure, bealive it or not just to get that 1.5 hours of talking out of my mouth took me about a month, which is absolutely ridiculous, that would have taken most people probably 2-3 hours max to read seamlessly without mistakes, I was only capable of talking while recording my voice for about 1 minute or less, so the whole video was peiced together with 86 sound clips of myself talking lol.. Hell just getting the information out of my head and typed out took me more than a month by its self because I can't hold on to my thoughts long enough to write them out, or even say them for that matter, and typicaly when I do go to write my thoughts as soon as i start writing I can't remember what I was going to write, then I have to stop and try to Remember what I was thinking.. it's a real S.O.B and its irritating as all hell lol. it sounds like you can relate to the decrease in neuronal activity in our brains thats affecting memory, thinking, and the inability to complete mental/physical tasks that at one point in life would have never been an issue at all... my dually is a 77 chevy with an sm465 4 speed, it can be shifted without the clutch but it sure dont like it lol. I use to drive a 10 yard dump truck with an 18speed tranny at work and I only used the clutch to take off in that bad boy ... it sounds like you and your uncle had some pretty sweet ass trucks!! Those 67-72 chevys are my personal favorite, I've never personally owned one but when I was a kid my grandpa that was the physicist & engineer for gm had a extremely dark blue 1970 chevy k20 with a blown 402 that had water methonal injection, it was one badass truck, it was estimated to be about 750hp on pump gas.. also when I was growing up my dad had, and went threw so many of those trucks along with the so many of the 1960-1966 trucks, he also had a sh!t ton of 73-87 trucks.. all of those trucks use to be so abundant, cheap and easy to acquire, but them days are long gone... well buddy I hope your sweet little girl is doing good, give her a belly rub for me, I hope you stay well Timothy my friend... take care brother!! - Adam -
I've always thought that most camshafts are either totally wrong for the application or not optimum for the engines needs. Thank you for sharing this information, I have been dreaming about a " great " street engine that has strong off idle torque that will "run out" strong as well.
Wow. What an amazing video. I, too, am a spinal cord injury survivor. Your video made perfect sense. I have the wrong cam in my engine (290/350, L82 cam, dish piston engine). It does not have near the torque it should have. Ground straight up on 114LSA. I knew it was wrong, bigtime. I used the 128 formula and came up with 107.4 LSA. I swapping over to Vortec heads, set up for my cam ( .450/.460, 222/222). I have talked to several cam companies, all suggest a wider LSA (110ish). With what you have said about lower compression, and tighter LSA. I thing a 106 would be about right, but I can't find a reliable company to grind me this cam. I talked to Oregon Cam Grinders they are steering me away from a hyd. cam, to a roller cam. So back to the drawing board I guess. What do you suggest I do?
Hi Adam, Great video man!! I enjoyed the in depth tech knowledge converted to layman's terms. My Twin brother and I live in Oregon, just West of Salem and have pretty good knowledge of Camshafts. We choose ours based on actual timing events at .050 etc. Like you explain but I am always trying to learn more and more. My Brother has MS and I was working on a Drilling Rig in Wyoming when I had a Seizure from Chemical Exposure/Poisoning. 9 years later I lost my workers comp battle against the State of Wyoming and have Cancer, MS, White Matter Disease, Adrenal Failure, Nerve Damage head to toe, Fibromyalgia, Hypogonadism, Addison's Disease, and more!! I have no kids or a wife. I do this stuff for me because it's been in my blood since I was a kid. I have owned a couple ATV performance shops. Porting and racing quads. Porting snowmobiles, Dirtbikes, chainsaws, hell, everything!!! Anyhow thanks.
Brent, thank you for watching.. I too have seizures, I started having seizures when I was 23 there was no known cause for the seizures, i think it may have been something i was exposed to when i was a kid because i was around all kinds of solvents/chemicals in the machine shop, having a seizure in the garage is actually part of the reason I was paralyzed 8 says before my 28th birthday, it's a long story lol... I really feel ya with the long battle with labor & industry, im sorry you had lost that battle, i cant bealive they treat people like that!?!.. I was dealing with L&I for 7 years, until right before my settlement and before i was done with college for my vocational change, they had sent me to an "INDEPENDENT MEDICAL EXAM"( an L&I doctor) he bent me side to side and said your fine now, and that was that.... Im sorry to hear that you have to deal with so many conditions an one time, being as i have rare physical conditions, have been threw hell for a good portion of my life, and still live in hell, I can relate to you.. I have so many things wrong with me that I can't remember all of them most the time lol, if I tell people everything wrong with me i feel like they don't bealive me lol.. It really sucks having so much wrong with with our bodies & minds because nobody understands and it's really hard to find people to relate to... Talking to you about our problems and being someone that people who are disabled or are in difficult physical situations can relate to, is alot of the reason I had started this channel was to help inspire people in difficult situations to try to do what they love, or just be someone those people can connect with, ive found alot of people like ourselves are alone, i have had alot of people say ive helped them in some way... You and your brother take care of yourselves and keep fighting the relentless good fight!!! keep in touch!! Take care brother!! - Adam -
I tried to keep up, but I don’t have the experience in engine building. I wish you had another video teaching the subject to third graders I would be all in😂. Thanks for taking the time to make the video.
Man brother, thanks for the info! I'm glad to hear you're doing this, sad to hear the circumstances of it! I pray you have a few more years to enjoy more things in life! Hang on, keep your head high, and be proud. I left my selection up to a cam guy at Cam Motion for my setup. I'm pretty sure it's the right choice for my combo. Also, a 403" LS I have some good cam #'s for a worked cathedral port head that made good power on motor and loved the bottle! I daily drove a car that went deep into the 8's for over 5yrs and 15k+ miles. I pulled it after oil pressure issues, which was only a pickup tube bolt, but freshened it a whole c.i!lol
LSA is a whole box of worms, in itself. It all depends on the rest of your build, and how you plan to use it. If you're building a monster with correctly matched/tuned intake, headers, and heads... a narrowed LSA can make a huge difference in power and throttle response. On the flip side... if you don't have the total package, a wider LSA can help overcome the lack of scavenging. It's all about the total package, and the intended use. You can't just say "this is the better choice for a street 350" and call it a day.
1.36.11 Thank you so much for your info. I've learned or learning more in the last few hours than I have in my 40 yrs of adulthood. It's amazing to still hear guys talk about cams with a number or fraction like 3/4 cam. Well watching stopping writing notes and backing up video for the last few hours solidifies my fight to from laughing at them. I knew they didn't know what they were talking about and now after 50 yrs of hearing it, I know why they're so far off base on a build starting point. I'm building a few boats engines shortly and this video will hopefully give me a starting point that carries over into said application being prop n pitch versus jet. So much info in a cool understandable presentation in a straight up no bullshit take it or be stupid and leave it narrative. I love it thanks, Bruce
Thank you for sharing your insight (and story in other vids). Ultimately it does come down to correct valve events to get the most out of the combination. How one gets there is the BIG challenge. It seems the easiest way to get to these valve events is by the approach/formulas you (and DV) use. Can't argue with results. I'm not aware of anyone (maybe Mike Jones?) that can generate correct valve events (and lobe profile) to produce the results you and DV see with a resulting LSA that matches your approach. Hope this makes sense. Keep On Keeping On!
Thank you for watching, I really appreciate it.. as far as someone being able to produce comparable results to this formula completely fine tuned, i bealive the only person that could produce similar results but not beat the formula would be Mike jones, ive followed conversations on forums between, David vizard, Harold Brookshire, Mike jones, darin Morgan, Jon kaase, Joe sherman, Mike Wallace, etc... Davids formula has been the subject matter multiple times that equaled 100's of pages of conversations between the best minds in the buisness, nobody could produce better results, and nobody could disprove it... some guy named John Schmidt was trying to give Mr. Vizard shit because it dosent scale down to lawn mower size engines lol..he never claimed it scaled down to lawn mowers... David has exposed the guy before.. take care..
@@ACDGarage_Racing You mentioned some of the brightest minds regarding induction system design and cam to make them work. I'll add Gale Banks to the list in the diesel realm. His vid here ruclips.net/video/78eSxbmph68/видео.html&ab_channel=BanksPower at the 9:00 mark reveals lots of insight on cam timing using delta pressure measurements. Worth a watch to better understand the "WHY" behind cam events. Press on! Many Blessings!
As someone that has experience in camshafts for everything from rv's to prostockers and we even supply cams for top fuel champs. Guess we need dv to remind us we are doing it all wrong. 😆
The next engine I hope to build is a SBC 400 and I want to do it opposite of the Norm. I'm focusing on off idle torque, throttle response and drivability. Whatever I can get after that is a bonus to me. Having the off the line throttle response from stoplight to stoplight is enough for me. I appreciate your time to put together a video on the most overlooked part of great engine building. Thank you !
WHAT the 400 sbc does not flow water properly and runs hot and with more compression and rpm would be a cooler issue, my suggestion is 383 with eagle componets and forged flat top pistons with only two valve reliefs all that from the 350 sbc engine is the only way to build lots of torque . 106 LSA 500 LIFT AND 102 INTAKE CENTER LINE
Adam, first let me say I am sorry to hear about your condition. Debilitating disease is heart wrenching. I really liked your video and the information you put out. I especially like the duration formula you put out. I have not seen David Vizard put that formula in any of his videos yet. I follow him too. I have two of his books and am building a '83 Camaro Z28. I am putting a .040" over 350 in it and will be running the full Hooker 3rd Gen F-Body exhaust system with Summit/Dart Vortec heads which will be modified to DV's specs. I have a late model roller block so I am going to run a hydraulic roller. With the formulas you discussed, I am looking around 218 duration on a 107 LSA. I can't wait to get this thing all together. Thanks for another shot of motivation!
What a cool presentation Wish I was this smooth!!! DV
Thank you DV that means alot coming from you!! This video took about 2 months for me to get out of my brain & put it all together... I had sent Brian tooley your way a little more than 3 weeks ago after he initially commented on this video 3 times, so I responded to him and explained to him that it's primarily about the Gas Dynamics and the engines ability to induce & expell Gasses efficiently Via the Dynamics of proper Valve events, I then briefly explained to him why his theory is incorrect,(he must of understood) i told him as men we can respectfully agree to disagree but you cant deny reality and we are trying to make people see reality, And when Brian Tooley tells people not to focus on LSA as he said in his video, being who he is people will take it as Gospel when it is incorrect... I then told Brian that he should probably go to your channel an check out Your newest camshaft video because just like I did, You also decided to use Brian Tooley as an example of a professional that has the wrong idea about camshaft LSA and Valve Events...
Take Care DV
~ Adam ~
P.S. I really enjoyed your video also, it was like an extension of my video but produced by a professional with serious credentials, that professional obviously being yourself, which just solidifies the information even further, with our videos combined people get a really good idea of what is truthfully going on as far as proper Valve Events, the effect of proper Valve Events and what effects/influences proper Valve Events...
Wonder where these young Wipper-Snappers get this stuff... D.V.
David! As a DIY engine builder, how do we use your formula and adapt it to our builds? For example, compression, weight of vehicle, pump gas, etc.? Obviously your formula is a starting point. Are there formulas created to adjust for individuals specific builds? Do you have literature available that helps us with this? Also, us amateurs do not have the tech available, or the money to pay engine builders to do this all. I want to build the best engine that I can. Any info is appreciated!
You sir do a great job @David vizard but while here wondering if either of would have a recommendation for a cam for a ls3 427 most likely I will add a super charger in the but going straight fuel injection I'm smart enough to know what I don't or have the time being an independent over the road truck driver
Thank you in advance
Hi, what formula should I use to pick the proper LSA for a Pontiac 400/461? The big block 132? Since you have Pontiac history in the family I was hoping you could help.
David Vizard is the one I listen and have for years . His advice has let me win championships in dirt track racing .
I Believe that 💯%, take care buddy, thank you for watching...
@@ACDGarage_Racing Found my way here after seeing some comments about this video on Vizard's channel. Brother if you're at wits end with the CRPS, there might be a couple more things you can try. Maybe you have already tried these things, but feel free to email me at churchautotest@gmail.com if you're interested. My wife suffered for decades until she found some treatments that most doctors wouldn't consider. Best wishes to you.
@@ChurchAutoTestDo you have a link to that video? I would like to watch it.
Thanks, Mike
This is solid gold info. I've watched this 3 times. Start to end. Great info. We need more people like you sharing. Please don't stop. Thank you.
Thank you for taking the time to watch,I really appreciate it...
I started building 2 stroke dirt bike engines when I was 9, but the time I was 12, I was building large V8 Pontiac engines. Also built all GM products of course along with everything else since I've made a living building engines since the 1980s. My research and development other than lots of reading and studying, I'd build engines and try different parts on them and keep track of the changes. I'd swap cams in my daily driver just for the hell of it. One particular build I just finished when I was about 15yrs old was a 355 SBC. Had ported 461s on it, 11.5-1 compression, Strip Dominator intake and a 750DP Holley. First cam I tried in it was a single pattern Lunati with a 108 lobe separation, 248/248@.050, 515/515 lift. Engine ran real good in a 69 short bed stepside C-10. T400, 3500 stall and 4-56 gear. I decided I was gonna stick a bigger cam in it, so I acquired a stick with 264/272@.050, 555/565 lift, and a 114 lobe separation. Soon as I started that bastard up I knew I fucked up. Sounded way milder, lost a good 50hp, truck slowed down by a few tenths. It was a old Crane I believe. So I snatched that stick back out and installed a 268/276@.050, 590/600 lift and 106 lobe separation. That's when it really came to life. Picked up a shitload of power, ET dropped by over half a second, truck ran 7.00s in the 8th on 10 inch Firestone slicks. Drove it to high school. Rowdiest vehicle in the high school parking lot. Buts that's when I figured out that the lobe separation is very important. And I studied the works of people like Joe Sherman and Don Kirn. Best cam companies back in the day that knew how to grind proper cams was Lunati, Ultradyne, Isky, and General Kinetics. Damn near every Comp Cam ever ground was on a 110 lobe separation. And Crane usually used wide lobe separation cams. Of course you could dig in the catalogs and get some serious race cams from about every company, but they usually didn't advertise them. Lunati was usually the most aggressive cams in whatever category they was grinding a cam for. Of course ole Joe Lunati passed away and Lunati ain't the same company they used to be 30-40yrs ago. And Ultradyne was also pretty serious. Harold Brookshire was one of the best cam designers that ever lived. He designed the Ultradyne cams. He had his own company cells Brookshire Cams back in the day. They were good shit. All this stage 1,2,3 bullshit is for simple minded people who can't understand cam specs. Usually the LS crowd. Junkyard heros. Those BTR cams pretty much suck. But the LS fanboys have been sold on that shit. No way I'd run a 120 lobe separation in a 325ci engine. Shits a joke. Good video man. Your able to convey your thoughts thru speech, that's definitely helpful for making utube videos. My mind works faster than my ability to vocalize what I want to say, so I generally don't say much, I just build engines.
Thanks for watching the video i apprecate it brother, I can definitely also apprecate the fact that you have understanding of lobe separation angle and that it has a huge effect.. LSA is the olny camshaft spec that when properly selected, you won't have to give up any power either up top or down low when you have the absolute ideal LSA, and olny one specific LSA will be ideal for any given combo, when optomal LSA i installed it will produce large equal tq & hp gains across the entire curve, so essentially when starting with LSA you can have your tq & hp and eat it to 😂 haha... yes I absolutely agree Harold Brookshire was a brilliant man that is for sure and its a terrable thing that he is no longer with us, he was definitely right there at the top with a very small groupe of individuals.. A long time ago I had actually personally talked to Joe Sherman and jon kaase, they bolth absolutely agree with the use of tight LSA's, bolth can attest to the ability of LSA, and to effective increase in power with that can be had with LSA...
It sounds like we have quite a bit in common and it seem that we like the same shit, I'm pretty sure we could definitely end up being friends.. I will check your channel out, and I think we should definitely keep in touch.. take care brother! - Adam -
P.S. the reason it sounds like I'm easly able to convey my thoughts into words is duel to 86 sound clips about 1minute long and alot of editing.. my brain has always worked way faster then I could speak but I could still always get really deep and was able to talk for a long time, but my crps is effecting my brain really bad and it is getting so bad that I can't hold onto my thaughts long enough to write them down, or even say them for that matter because as soon as I go to write or say what im thinking it is no longer there, then I can't remember what I was trying to think.. it took me more than a month to try and write my thoughts, then it also took me more than a month to correctly without messing up, record myself reading the 1.5 hour long video I had written, and i was olny able to successfully read what i had typed for about 1 minute without messing up thats why i had 86 sound clips. it was a complete pain in the ass but i got it done lol. Take care....
@@ACDGarage_Racing Good job man, cool old truck ya have there too.
@@Strick.410 Advertising goes a long way with the sheep..... Monkey see monkey do. Way better shit out there than that BTR bullshit. I'm sure they are better than stock, but how would ya know unless ya try cams from other companies to compare it too. Some folks are easily satisfied, and if it suits your needs, congratulations. Enjoy your ride. I'm just old school and I see things thru a different lense than most folks.
Most underrated engine channel on RUclips right here. Sub this man.
@@portnut7610 Haha! That's no shit. When they start talking stages, my IQ drops about 10 points temporarily. If they ain't talking about Stage 1 and 2 Buicks, then I don't want to hear it. I prefer actual specs myself. Need to know the @.50 and lobe separation and lift at the least to get a good idea of what it's about. Stage 4 means nothing to me.
Thanks for taking the time to make this video. I appreciate your honesty and experience with hot roding engines. I've had to watch some parts multiple times in order to absorb all the info. Especially when you gave your duration formula. I'm looking forward to more videos on the subject matter so I can learn and understand. Take care.
Thank you for taking the time to watch, I appreciate it.. take care..
I'm 3 day's older than God's parents and still learning, so thank you and David for doing videos like this. Greatly appreciated
Thank you for watching..
I just finished up a pump gas 383.
11.4
Promaxx 215 heads project x
Piston 5 out of hole 39 quench
Light weight crank
Standard valume oil pump
Solid lifter flat cam, yes no roller.
My specs.
560 567 lift
248 252@50
104 lobe sep
Installed 100 cl.
Did 626 @6600 537 torque at 4500. Still makes 500 torque at 6500.
Pulled to 7k and still making 606 hp.
Much of the build is based off david vizard , and this channel. I was also good friends with a man who was close friends with dick maskin, owner of dart heads. He tought me alot, much of the info on this channel is valuable info and almost secrets
That is some amazing HP for the 383- that engine must be a beast- I used to think that to make lots of HP you need a high lift cam (around .620 to .650 lift and 300 duration) - but your cam specs have proved me wrong- im guessing your engine has a decent idle and pulls hard to red line- congrats on building one heck of an engine -
Alright I'm building a 383 aftermarket crank rods and forged pistons with Chinese hand wull be ported using 474 hydraulic roller roller cam what can would you recommend, I'm a old drag racer wanting mak power, hydraulic cams are great but1 surely know how to set solid roller any help I can appreciate, like your information 56:47
Thank you for sharing this information. I'm 45 years old and still enjoy learning new things as often as possible. This was a great video
Thanks for watching!! I appreciate it... take care...
I remember an article back in the late 80s or so that featured a 357ci SBC that Joe Sherman built. It had hogged out 492 angle plug heads on it, around 12.5-1 compression, ported Strip Dominator intake & 850 DP Holley, he ran it with 3 identical cams except for the lobe separation. Can't remember the exact specs on the cam, but it was in the 270-280@.050 range, 630 lift, and one had a 106, next was 108, the the 3rd cam had a 110 lobe sep. As the lobe sep got tighter, the engine made more hp/tq and the 106 made about 20hp more than the 110 all else being the same. Engine made close to 600hp NA. I copied that build a few times except with aftermarket heads. Ole Joe definitely knew how to make power. I remember a 406 with a 1050 Dominator he built back in the late 80s that made 660hp with a stock 2-bolt block, cast crank, stock production 5.565 long 400 rods and extremely nice JE pistons. Heads had some heavy porting. Victor E intake. He made serious NA power on a budget. That 406 got turned up to 7500rpm too. Joe definitely was an influence on me as a young buck first getting into this shit. His son Steve Sherman definitely took after his dad, he's quite the builder too. But having Joe Sherman as a dad, you would have to grow up to be a engine guy. Joe had a dyno in his backyard. So his results were proven.
Man buddy, Im so glad you made that comment, it is literally a relief to know im not alone in the dark knowing the truth lol.. you wont imagine what some of the people had to deal with have said, I havent had to deal with people like this up until now the whole time ive been on youtube... It's funny that you say that about those 492 heads, because ive been called all kinds names and have been accused of being full of shit just for saying that my 383 makes 580hp, there have been several individuals that were trying to tell me that the 186 heads wouldn't support 580 hp!! In all honestly the dyno that engine was run on was so conservative that my dad who owned the dyno for 18 years, my grandpa and the guy who bought my dads shop that was running the dyno said that its probably closer to 600hp..., Now even though i would be speaking the truth, there is absolutely no way i would consider saying anything along the lines of we bealived it made more along the lines of 600hp in a video.. I could easly bealive it is more near 600hp with 186's & the ported dual plane, specially as violent as that truck was i could realy bealive round 600.(because some of them big block trucks had 800hp N/A)... Now at that point in my life i knew damn well that even them 186's have the potential to support around 650hp ish, what people don't understand is it dont all come down to port flow cfm numbers.. Being as I don't personally have a dyno to prove what is reality, I wont even consider making claims like that in a video( more like speaking the truth) because saying something like its possable to build a 370ci sbc screamer that makes 650hp with 186's or 492's.. it is so unbealiveable to an uneducated individual who is also ignorant.. saying something like that on youtube is just asking to be bombarded by comments by the know it all's, and the ignorant narcissists, and other forms of mindless people that think just because they haven't personaly seen or heard of 186 heads making olny 580hp it cant be possable.. Hell just knowing how people are on youtube, when i had made a video about that engine, (the video that got mr vizards attention,) which was the first video about that engine. i said on the video title 550-600hp race winning sbc on a budget because which is true, but I just simply told everyone it made a flat 550hp to avoid the BS, but Mr Vizard seen right threw that lol, its not everyday you come across someone purposely underrating their engines power to avoid peoples BS. Just the other day I had someone comment on that video saying my 383 wasn't making 550hp with those heads.. Imagine saying, were almost positive its making around 600hp, then go on to say 186's can support 650hp ish, people would shit a chicken lol.!!!. Now had i said the true power numbers I would have been inundated with all the ignoramus know it all people thinking im making false claims, then bealiving they are right, and then they think they have one up on you, and that you are an idiot, when in reality it's the other way arround.. Also, because the engine was dyno'd 16 years ago & being as its a peice of paper and ive had some extremely difficult situations in life where worrying about saving a peice of paper when you are just trying to survive, it no longer becomes a priority to have the printout of the dyno results, which i wish so badly that I had the printout right now to make people eat their words and see reality!! I had tried to explain to them that even though I said that the heads are the limiting factor of the engine those 186's can legitimately support upwards of 600hp when in reality it's 650ish but good luck getting them to bealive that lol.. If i had said something like that they really thought i was full of shit lol.. the only way i would bring that reality to youtube in a video is if I owned a dyno and I could do a live dyno run, and even than there are still people who wouldnt bealive it is possable... sorry buddy I can't finish what I'm typing I'm puking my guts out right now take care.
@@ACDGarage_Racing I grew up around Stock/Superstock and Modified Production class cars back in the 70s & 80s. I've seen 307s making 550hp with production based heads back in 1978. A modern NHRA legal 68 295hp L-48 350 Superstock engine makes around 650hp with a Q-jet and 041 heads. L-79 327 Superstockers are over 600+hp these days with 461 casting heads and a 585cfm Holley carb. People just don't understand what they've never experienced. And what they don't realize is how much work was put into them old heads. A serious full on Superstock prepped 186 head with 170cc runners flows 300+cfm with a 1.94 valve. Exhaust over 200cfm with a 1.50 valve. And then there's the "Stockers", typical late 60s NHRA legal 350 SBC is well over 500hp these days with "Stock" closed chamber 186/041 heads & Q-jet. Seen a 1974 smog 350 stocker 350 on a dyno, it made 430+hp with stock 882 open chamber heads and a 390/410 lift cam, pretty much stock everything. Run high 11s in a 74 Malibu. I built a L-69 305 stocker in a 83 Malibu wagon years ago, it made just under 400hp and ran high 11s. The cam was rowdy as hell with stock lift. The compression was "blueprinted" to over 11-1. But basicly it was a stock 305 from a 84 Z-28 Camaro. Anyone in doubt should go watch some Stock/Superstock drag cars run. A NHRA legal 68 Z-28 "Stocker" runs 10.30s with a legal #291 headed 302 SBC turning 8000+rpm. How much power does it take for a 68 Camaro to run mid to low 10s, person do the math and be amazed. I watched a 300hp 327 Superstock make 599hp on a dyno with a Carter AFB and spinning 8500rpm, that was back in the 90s. It had heavily modified 461s on it with a 280+@.050 solid roller, 650+lift. Extremely tight lobe separation. But not much info available to the common man on the the secrets of Stock/Superstock engine building techniques. Most folks just copy what everybody else is doing, and have been brainwashed to think the old school SBC is limited to 300hp. So they jump on the LS bandwagon and monkey see monkey do. Shits pitiful how dumb people have become. I've been around this shit for a long time. Still hard to beat the good old SBC with anything when they are built right.
@@ACDGarage_Racing People should study up on some late 70s Modified Production class cars and the engines they ran. 550+hp 283s and 307s were the norm. Or Econo dragster/altered engines, had tight rules, but small cube SBCs making 550-600hp back in the 70s spinning 10,000+rpm. Alot of that shit seemed to defy logic, but it happened. I've built more than a few high RPM small cube screamers myself back in the day. I'm collecting parts now to build a 8000+rpm 439ci bigblock Chevy. I'm currently building 4 bigblock Chevys and 10 smallblock Chevys. Also gonna throw a 455 Olds in mix too, I have a 79 Cutlass that's been sitting way to long. I have 60+engines tucked away. Been collecting them for decades.
Bunk auto and small eng saline Louisiana
@@thereluctantgearhead4544 Problem with the "stock" SBC is, they will not handle 800, 1000, 1200+ HP, AND still be streetable, and that's where the LS shines. If you're wanting to make massive horsepower, you can't out-do an LS and a turbo or two, no way. I'm an old timer, I love my factory BBC's and SBC's, they're all I build, but if it's coming down to a head to head race, horsepower/torque is the winner every time, and an LS with a turbo is going to give you that over the SBC.
Very intelligent individual that obviously knows what he’s talking about…
Well done!!..
Thank you, thank you, thank you sir! I know this will help countless others as you have helped me as well. I know I'll be watching this more than once.
Thank you, I appreciate you taking the time to watch.. take care buddy..
David Vizard’s work on camshaft selection is spot on and thats a fact
💯 % thanks for watching.. take care.
@@ACDGarage_Racing more like thank you for sharing, and clearing the air around this magic # s everyone is after torque and reliability under high rpm , may your days find relief from your ailments, straight shooters are always a pleasure to meet for me , no BS just facts of the matter...🕊️🙏💪☯️😔
@@ACDGarage_Racing nice freaking video nice 383, I'm looking to build either a 408 or 421 conventional sbc any advice on a combo , I will be speaking with a builder later on this week for insight , just watching your video got me excited for this build
Keep them videos coming 💪🏽💪🏽💪🏽
In 1963 I was 13 years old and was reading everything I could find on 4 cycle gas burning Engine modifications.
I was lucky an old guy in his late 20’s gave me a book to read and Ed Winfield stated “If the camshaft intake to exhaust angle is anything but 108 degrees it is designed wrong and someone is changing it as a crutch to fix another engine design problem”. That sure has seemed true over all these years BUT I am always willing to listen and think through anyone’s ideas and proof by engine performance.
In the end we all what the best power everywhere unless it is a specific narrow rpm range. I enjoyed the video and I keep an open mind.
I ❤that you are not bashing or bad mouthing ANYONE because that action is just counterproductive and then it’s not a help to anyone.
M
Thank you for taking the time to watch the video, and giving enough consideration to understand, I appreciate it! Take care buddy!!
Yup nice job
Thank you very much sir for being one of the very few people posting proven engine tech tips. Keep hanging in there brother. Know you are appreciated for the content youre providing
Thank you, im glad you enjoyed it....
Take Care... ~ Adam ~
LSA is the first pick. Everything else revolves around it. I learned that in the 70s when my camshaft went down and I had a dirt track cam .I saw the power difference and understand.
Right on brother, im glad to hear that you know lsa is the only starting point for camshat selection, LSA is the only spec that when optimal you will get substantial gains across the tq & hp entire curve with no give or take as far as gaining high rpm power & losing low rpm tq & hp or vice versa.. its like having your tq & hp and eating it to.... take care buddy!!
Thank you, brother, both you and Mr David Vizard for helping me learn what I need to know about the 383 I've got for my 1988 Chevy step side shortbox,I've done mechanical work since I was a kid. I pulled my first four speed Muncie from a 68 chevelle and installed it in a 64 442 Olds convertible for my uncle who turned me loose and let me learn. It came naturally to me through my father who could do mechanical and bodywork and paint which he got from his father and passed on to me,I got into the motorcycles while I served in the Army and have been repairing and building until I had a bit of a crash in 2011 and kinda stopped that. I have one last project that I want to finish and that's my pickup, thanks for the knowledge that you two are blessed with that's really going to help me out greatly, thank you very much.
Thank you for making this video and sharing the knowlege you learned from your dad and granddad. Also, thanks for passing on David Vizard's wonderful 128 formula and for exposing Mr. T's bad cam theory. I've learned a LOT about how to choose the proper camshaft today!
Thank you for taking the time to watch. Take care...
I enjoyed listening to and learning from you. I am currently at the beginning phase of a Ford 363 stroker with an aftermarket block. Cam will be a custom from a small block ford cam specialist. I pray the good Lord keeps your mind and body functioning well as long as possible. Thanks again
I'm a DV128 believer but I use a slightly different version of the duration formula..same result but outputs advertised duration rather than @.50..DV and Andy recently discussed this.I use the formulas combined with flow data to decide lift on my LS build...I have recently found some pretty big gains by reducing lift to between 592 and 598 and concentrating on porting and flow work, the LS engine seems to benefit greatly from increased air speed.
Thank you for taking the time to watch! I had realized that i had accidentally left out the formula for the advertised duration after I had finalized my video, its because of my damn crps effecting my brain, I cant even hold on to or remember my own taughts, I swear I'd loose/forget my head if it wasn't attached to my neck lol. Take care buddy!
@@ACDGarage_Racing I had a tbi a couple years ago and the carnivore/lion diet really helped me. My tbi was bad enough I couldn't leave the house some days now I'm getting close to being somewhat normal again also helped alot with my back pain. But alot of people have stopped there autoimmune illnesses with it.
If you don't have a clue to what you're doing have some one who has a clue build it for you
Just got home from the garage working on the Camaro. . Its late and im tired, but this has my attention. I've browsed through some comments, and your knowledge/passion is undeniable. I'll be back when I got the time to give the video the attention it deserves 🤙
Adam you ROCK !!!
You are the book that one can't put down , because it is so good. Fantastic explanations and Great video to learn from.
Growing up with your grandfather and dad must have been awesome ! The smell of engines, building them, burning rubber and good times.
I pray for your health. Never quit even after the fat lady sings.
I have recently found David's new channel. David is like a great library with the best books, all in his head with decades of hands on experience.
Thank you for sharing.
Cheers !!!
Thank you for watching, I appreciate it.. take care buddy...
EXCELLENT!!! The machining & assembly is the easy part but the cam formulation is where it's at. I like your "lecture on wheels"! As soon as I spied that green treat cross fencing I felt right @ home! Great presentation/instructional on your part!
Great video! I'm a Ford guy and totally appreciate this info. You are a much smarter guy than I. The concepts you covered are above my head a bit but I can always rewatch the video to catch up. Thanks for sharing!
Thank you for watching, I really appreciate you taking the time...
Love this old school stuff. Was a builder in the 1980's. getting ready to build a couple in the coming months. You reminded me that Old school can still rule!
For LS guys, the only affordable 106 LSA off the shelf cam I have been able to find is sold by Summit, it's a 240/252 .569/.569 106+0. It's $335, I might also recommend using 1.8 rockers to raise the lift to .604/.604 at the valve.
that duration is at .050 , ?/? Also , do you have the part number for it......I talked to Summit techs,,,,about who grinds the cams for them,,,,,no one will disclose the source,,,,,,,,,I got many different answers which I let pass,,,,,,,as to avoid a dispute............,
@@thomasleclair7418 Cam Motion?
@@drunge1 I thought it was isky. I know they invested a lot in some really nice grinding equipment.
Call Bullet Racing after you do the formula and match it up with their cam lobe master chart . Take a stab at it , then lean on those guys to tweak the numbers into a great cam.
Its fun to do the math and research , then talk it out with a pro . I'm usually very close in my choices. A degree here or there . Not bragging, just sharing another part of an engine build you can take part in. Its just added fun to the experience .
I'm one of the booger pickers that has watched and read the standard industry spewing. After reading DV's sbc and bbc books I have been awakened to how bad the info is from quote industry experts. I seek out people like DV and you to show me how the real world engine works and not make believe theory. Please keep up the good fight and sharing your knowledge with all of us so we can also share it with our kids and keep motor sports and family memories alive. Thank you for all that you are doing.
Thanks Adam for sharing this wealth of information. I've listened to at least 6 times now. I also watch David Vizard, Andy, Uncle Tony. I would love to hear more from you. You do a great job of explaining the complicated information so the thinking man can understand. I wish RUclips would let me hit the like button a few more times.
Thank you for taking the time to watch, I really appreciate it... take care
To get his vote of confidence
Is a thing to be proud of
Your right he is a genius
Someone that loves cattledogs and camshaft science as much as I do!! Looking forward to more content man, I love long videos that dont dumb down the science and physics.
I can definitely appreciate the fact that you love heelers, camshafts, and my long video that some people seem to think ruined their life lol.. thank you for watching... take care.
@@ACDGarage_Racing well I have a cattledog and many camshafts and your video ruined my life
Adam you're ball of knowledge. Watch your entire video. Some people may have gotten upset about you telling it like it is but just like Mr Vizard you feel an obligation to state proven facts. Well done! I like to maybe run my combination across to you for some input.
Thank you for watching, I really appreciate it!!, take care...
@@ACDGarage_Racinghey man. I have no idea about cams or motors. A lot of what you’ve said in this video just went over my head. I do have a question if your able to answer. 2015 Stock 6.4 Ram 2500 motor, bored .20 over. Truck cam was removed and a non-mds cam from a 2015 SRT 392 Challenger. 286 intake duration, 288 exhaust duration, .571 intake lift, .536 exhaust lift, 121 LSA. Are you able to tell me if this combination is shooting myself in the foot, for truck performance. Or if I should be looking for a different camshaft. It is a VVT and I will be getting it tuned. Thank you for your time.
I understand where you're coming from buddy, I'm a disabled veteran, I have had 2 full laperodomys with an 11 inch scar on my abdomen, 2 thoracic spinal surgeries on 5 disks, a disk replacement in my neck, broke my collar bone and hand while I was in the Army. I had to fight the VA for 8 years to get my pension. People treat me like I am a non-entity, I have no family or friends in my life anymore. Anyone who wasn't there for me when I was in desperate need is no longer welcomed. I live in the middle of nowhere, work in my old trucks and GTO as I can tolerate it. I'm not really in it to compete in motorsports, I just want to build my vehicles so that they are fun to push the throttle and make me happy while I use them as transportation. I would rather be caught dead than be saddled with a car payment when I can keep vehicles I own outright running forever and use my mind and get a little physical activity. You're going through it worse than I am from the sound of it, everything happens for a reason, we don't truly grow in spirit until our comfort is disrupted and we are shown the truth. Sometimes the cost is great and it can really suck. You have had the opportunity to achieve a level of mastery in a field of science that you love. That means something.
I'm so glad I came across Mr. Vizard and yourself before starting on my street 440 project. This (free) info will pay off in torque/hp that I would not have gotten if I'd followed that "popular" advice I'd been soaking up previously.
Thanks for watching, I really appreciate it... best of luck with your engine build..
Thank you so much i am 52 years old i have been owning small blocks since i was 19 and yet to build a stoker .but im going to now thanks again for taking me for a ride . God speed
Great thanks to you Mr. for sharing you secrets! I loved to listen to your explanations and knowledge. God blessings to you!
Thanks for watching.
Take care....
Thanks for the teaching!!!! Ive read so much about camshaft but nothing compares to the approach you have shown here!
Best regards from a engine inthusiast from Iceland.
Thank you for watching, im glad to have given you a better understanding.. take care brother!!
@@ACDGarage_Racing I just calculated for my ls7 stroker, 468 motor LS based seems too need a 104 LSA . I guess I need a custom one then.
Hi, Awesome video ! 40 years ago a friend of mine who was a tech at Sig Erson taught me a lot of what you said. I went 8.50s with a 351 widsor with cleveland heads. The pistons were about .100 down in the hole because I was a starving college student and couldn't afford new parts. I ran a 104 lSA the car was a bunch of fun! I know a guy who builds Corvair aircraft engines. He wont even listen to anything about the camshaft. His engines only make about 100hp. Aircraft engines need to optimize low rom torque because they are limited to 2600 RPM. I have thought about it a bit but would really love to hear your take on LSA with the crappiest heads ever at that rpm , if you have the time. Thanks so much !
Thank you out of 4 your insight, your verification of information. I followed David for several years.
I would pray and hope God gives you whatever you need to go through what your going through because listening to your presentation of your knowledge and experience you’ve chosen to share is inspirational as well as informative. I truly appreciate all of it because if you can still learn your can apply and make life better. Oh ya I love building hot rods and street cars.
,,,,I'm 72 and still learning . School is never out......Back in my prime when to make a big Harley stroker motor make power..... ; there was Tom Sifton ... His business was camshaft grinding for Harleys......I always saved my catalogs....Reading the Sifton cam catalog was my start in how to compare and or decifer camshaft terminology.....Tom put it all out there.......He listed opening and closing events as well as lifts at TDC..........and valve spring info......The race cams had large numbers when you looked at overlap and the lifts at TDC.......You would enjoy seeing one of his old catalogs ...Tom has left this existence decades ago.....Another great mind that cant be bypassed in any Harley cam discussion is Jim Leineweber.....His roller cams had fast ramps.......Thanks ,,, and be well.........
I fought me out of a wheelchair
These things make it hard to do things I can see you are a wealth of knowledge.and have a great deal of respect for DV I am not good at math to use DV s formula
Thank you for watching.
I learned the importance of LSA about 25yrs ago from a professional with a long racing history. It was applied on my 5.0 mustang with a stock low compression short block with decent decent said of heads ,intake and exhaust. It was incorporated for scavenging the intake charge via the exhaust pulse. Another term I have heard is "The fifth cycle".
Adam a great job of explaining its importance. It helps people visualize what is going on inside the engine.
Thank you For Watching, I really appreciate it... Take Care...
Thank you for this!!! I was on the same path on my own, never really understanding why off the shelf cams had such a wide LSA. I always thought they should be narrower. Your explanation of the exhaust duration focus in the cam world makes it clear why. I just found Mr Vizard in the last year and been learning a lot.
Thank you for watching...
I think the cam manufacturers have become complacent in what they offer. Similar the Apples business model. Make slight changes or improvements to keep people upgrading their parts. Every time, they release a groundbreaking discovery.
Comp cams came out with the affordable 4 pattern camshaft. Technology pro stock racers and racing builders have known for over fifty years.
It's just gotten a little cheaper to mass produce.
Thank you for this video , I haven't ever heard it put the way you do.
Listening to you is about as close to what happened to myself , I went through near the same after my spine went I had a stroke which changed my life for ever.
I spent several years with my mentor in the machine shop before opening my shop after struggling the physical demands .
I just have to say I am very glad I have been subscribed to your channel thank you
Thank you for watching & subscribing.. hang in there brother, take care!
Adam, praying for ya to get back to racing. Thank you for taking the time to share this as camshafts have always been a mystery to me. One more thing, please take the time to read Dr. Alan Goldhammer’s work on water fasting, and read the thousands of testimonies about autoimmune and the carnivore diet. God bless.
Thank you for watching...
Thank You for sharing this information. I trust you are still doing well. Great video.
Thanks for some very solid information on camshafts. I’ve studied performance engines for a long time and I agree camshaft selection does take more knowledge than most people realize.
Thanks again for sharing your knowledge.
Thank you for taking the time to watch, I really appreciate it.. take care buddy..
Thanks for taking the time to put together this video. I've watched it twice through so far. I wish I could give it more thumbs up.
Thanks buddy, im really glad you liked the video, there has been alot of people that have loved this video, but there a few that,have hated it, some have called me all kinds of names, you would swear that it ruined alot of their lives lol.. take care brother!!
I watched the second half of your video 7 times. Makes perfect sense. I race a FE. Powered FOx. 428. Cid. I knew nothing about the formulas. But somehow. I picked. A. A roller with a 106. LSA. Years ago. My brain kept telling me 106. For my motor. Tne CR. Is over 13 .1. Duration is. 267-276. My shift points are between 6700 and 7200. But it seams to have TQ. Every where I have beaten a lot of different combinations with this thing. In 1/8. Heads up. Grudge. Competition. In have run over 105 in the 660 leaving from idle foot breaking. With. Standerd 390. C4 ae G heads home ported. When I degreed the cam in it cam in at 103.7 I just use. The formula. 127 -428 ÷ 8 ÷ 2.10 × .91. The adding 3 because of the CR. It put me at 106. I understand. Duration. Enough to get me in the ball park on targeted rpm for my engine choice and understand that stroke will effect. Duration requirements for targeted RPM but having a little trouble. On how to figure out what the over lap would need to be I do know that higher RPM will need more. Overlap but know know how to go about calculating it. Is there something I'm missing. On the video any help would be appreciative as for BT have no clue to who this individual is. But from what I have seen he seams looking at it backwards LSA. Should not be a end result. But a starting point thank you for the video. And sorry for your condition. Prayers sent
Thank you for taking the time to watch multiple times. It sounds ike you have a good handle on the effective increase in power that can be achieved through lsa.. now for your question, i will answer your question here's soon a I have the time to explain. I've been pretty busy, take care buddy!
@@ACDGarage_Racing thank you will be looking forward to it. And you do the same
this man is vary smart every one please take what he is telling you to hart ! it will save you a tone of money in the long run!
The man I dealt with at cc told me the LSA is purposely to wide because the average person will use to much duration
Nailed it 💯, take care buddy!
Yeah the general population wreaked it for everybody else 😂
Thank you for sharing your knowledge. As an ole’ professional wrench spinner, classic car lover and former motorcycle racer, I thoroughly appreciate you taking the time and energy to share your experiences and knowledge. My son is part of the latest gear head generation, and our second classic car project for him is to squeeze out as much as we can from a very budget very OEM parts build roller 302 Windsor. For this one, we are rolling the calendar back, so I can teach him about points and carb tuning.
Remember everyone, research for knowledge and not for validation.
Very down to earth and interesting informations....thanks for sharing man. I chose a Howard 217/225 110 LSA for my 10.2 to 1 350 last year, it idles a bit rough but its certainly fun to drive. I have plenty to learn still for sure. I'll use your formulas to see how I can improve coming from there!
God bless your health, thanks for sharing. Btw I like the "truck cruise with a friend" format!
Thank you for watching, I appreciate it... take care buddy..
Awesome video, and you explained the formulas in a very understandable way. Thank you. I have for a long time felt off shelf cams had too wide of lsa. The trouble I am having is finding out the overlap for my needs.
Thank you for watching, I appreciate it.. take care...
Thank YOU brother for bringing much together in my own personal experience with camshafts and how they perform .
Over the years I've come to know what worked for my particular combos and what did not , and now I know why .
I've been looking throu can cards as far back as 20 years ago .
And now I know why each one performed as they did .
It's very Nobel of you sir to share this info , even as the situation presents itself .
I guess everyone has their own way of manipulatig the internal combustion engine .
But how you explained it is not only much more efficient but it makes sense .
Well , now I know
Thank you
James a Signorelli
James, I really appreciate you taking the time to watch, take care brother!!...
I have been reading DV's books and watching his videos for ages, and his formulas work because they are derived from the results of thousands of actual dyno tests. DV was saying (and I'm paraphrasing here) that if you use the LSA formula and find the cam is too wild for the car's intended purpose, that's because you have too much overlap (and resulting duration). That is the one point that I couldn't quite get because I was hung up on the duration - eg, I NEED a 224@.050 or 268 adv to get the power and torque profile I want. This video made it all make sense - the segment from 55:20 is pure gold. You CAN'T know how much duration you need until you know how much LSA you need. If the formula says to narrow the LSA, you need to reduce the duration by the same amount to maintain the same engine characteristics or power and torque profile. This generally results in a shorter duration or what sounds like a "milder cam" than you would expect. Thanks for putting it all together for me. Keep up the good work!
This video is awesome man, I’ve followed your videos a lot along with DV’s to help me with starting to try and build my own small blocks from now on. Definitely appreciate all the knowledge you share sir!
Thank you for watching...
@@ACDGarage_Racing not a problem man! I’m not sure if you use your Facebook account under this name I tried sending you a pm on there with a couple of questions I’d definitely be willing to pay for your time!
Excellent video- i had to watch a few times to soak up the info- I have been working on cars for 35yrs and I have learned so much from you and DV- I never stop learning and trying new things- I look forward to building a 468 bbc for my 78 camaro using all of this information- I cannot wait to see the end result - thank you for taking the time to make this video
Glad to see this information. I've followed DV from his book days. This RUclips stuff is even better. And you learning this info from family perfectly quantifies it all. Glad to hear how this also works with LS engines. I've always wondered if it held true, with the decreased valve angle. I will soon have a cam cut, using this info. I watch Holdner, but he doesn't subscribe to DV's ways. He's all about Mr. T, so it's hard to take his info as truth.
Thank you, I appreciate you taking the time to watch the video, I know all this information definitely won't be for everyone but I'm glad you could appreciate it. Take care buddy!
Who is Mr T?
@@Spike-sk7ql Watch the video? It's not an A-Team reference.
@@Spike-sk7ql brian tooley ,i believe.
Very interesting talk bro. I'm a fan of David Vizard already but following his video can go over my head a bit. Your explanation gave me a bit of a eureka moment and has raised my level of understanding. Thank you! I've subscribed and im looking forward to more teachings from you.
Thank you for watching, im really happy that you got a better understanding of this, that is part of what I was hoping to do because I noticed there was alot of unanswered questions in Mr, Vizard and Andy's videos, so I was hoping to fill that gap and bring a deeper understanding.. im really glad it worked.. thanks again, and take care brother!
😆 thanks now you're going to have many of us rethinking out combinations and going back out there to continue our collective mad quest for better. Seriously thank you for the information.
Thank you for watching Joseph, I appreciate it... take care brother!
Thank you, Adam I’ve watched his video about six times every time I watch it I learn something new. Thank you very much. I’ll continue to watch it. Stay healthy.
Thank you for your time and prayers to you I've been looking at cam specs for the engines I've built and I've always wanted to understand the numbers better I have been following David for awhile his books are great and I appreciate your video I understand it much better I noticed years ago with my Mopars the factory hipo cams LSA were in the 108 to 106 and aftermarket ones would be in the 112/114 and they were like that for years you cleared up a lot thank you again and God bless
Thanks for watching & for the prayers, I'm glad I could help you understand better, I appreciate you taking the time listen what I had to say... take care buddy!
Your a very smart kid you need to write a book about this i would buy it in a heartbeat
Buddy I'm listening this is my game I love learning! Thank you for letting me in on a little bit of your knowledge
I glad that you enjoy obtaining knowledge & i appreciate you taking the time to watch! There probably aren't many people that are not gonna want to learn this stuff bad enough to watch this whole video lol.... take care brother!
I just wanted to thank you for sharing your knowledge with us. It's truly an honor to hear your views and if Mr. Visor has given you his blessing. Mr. Visor is a God among us plebes. Along with Mr. Holdener and now yourself we are all blessed again thank you....Todd
I’ve been building engines for decades. Ralph Moody was one of my mentors in the early 90’s. He ground the first cam I designed and was way too supportive as it was a dog lol. I was 19…. Anyways, I’ve been a student of camshafts for 35 years and I get lost in the sauce daily …. I’ve always decided on LSA first when designing my own numbers but thought I was weird…. Anyways, I appreciate this video, look forward to the next one and pray for your CRPS….
Thank you buddy, I appreciate you watching the video.. take care...
Thank you very much for sharing your cam knowledge. Great video and very well explained. P.S. You are right, David Vizard is a genius.
Thank you for the information.
Digging the square bodies at the end. I have 2 myself.
When I look at cam specs the LSA is now the first thing I check instead y lift.
Thank you for watching, and you are very welcome.. im glad I could help, that is what I was hoping to do.. take care buddy! - Adam -
Thank you so much for sharing this information with everyone! It's obvious that you are a real engine professional. I dabble in engines and trust DV's research completely (I also do yours). You 2 are helping me learn and understand much more! 👍🏼👍🏼
I don't disagree with much of this however we have dyno tested hundreds of engines and what we discovered is one size does not fit all different engines respond differently we have used many of David Vizard's methods and I must agree the man is very spot on, with respect to LS based engines we have seen more power and TQ with wider LSA in some of the strokers we make 50 HP more with 114 LSA than we got with 108 or 106 the engines wants what the engine wants sometimes you can do all the correct calculations that work well and then boom you try it in another combo and it does not work you are comparing a handful of dyno tests we have done hundreds, and discovered this science is not 100% correct all time
As always the only way to find the exact best is to test it, change any one aspect and suddenly the best may not be the best anymore. I believe David touts his formula as a guide to where to start not that it will be the perfect best and it is very specific to the engines it applies too because the formula is imperical based and a result of tons of dyno tests on a particular setup. I don't think he has the data to predict the best cam for a v8 packard since it likely is going to need a different number just like the different numbers for Fords and BBC. Curious though on the 114 LS when you picked up 50hp did it loose any torque down low?
I can't disagree with that at all, because in all honestly (like i said in the video) "there are cases when a ls engine can use a wider lsa" those are cases that when all the parts used and all the other parameters are taken into account and calculated, (this would be a way more advanced calculation) it may end up giving you a wider LSA to match said CI, combination parts, & specs.. from my previous 18 years experience in my dads race engine machine shop dyno testing engines when i was younger, all though we didn't do alot of ls engines back then we still did quite a few.. from my experience, that scenario of a larger ci ls engine wanting a wider LSA is not as common because that requires some really serious cylinder heads with a really nice valve job, rapid intake valve opening, high compression etc... thank you for taking the time to watch, I really appreciate it!... I would really like to know what your experience/your take is with ls engines combos wanting wider LSA's, what kind of trends have you found as far as combinations of parts that would be ideal with a wider LSA.. im curious, lm always looking to learn more..
thank you....
P.S. I've been watching your channel off and on for years, you do a good job with your channel.. keep up the good work.. take care buddy....
These formulas cater more towards factory cathedral port heads and older style heads.
The moment you mentioned the Great David Vizard I knew that you are someone who is worth listening to much as God I mean David who has my full attention with Each and Every video
Just came across your channel and I am very impressed with your refreshing blunt narrative, and technical knowledge which you try and put in language the initiated can understand.
I will be checking out more if your uploads
Thank you for a good video I hope your illness does not cause to much debilitating pain.
Thanks for watching..
“We don’t allow anyone to randomly change lsa”….wow!The dyno graph in the beginning of this video proves that lsa absolutely matters! I think too many people focus on the peak numbers where drivability is really what most people need especially in street/strip applications. Great video, thank you👍
I'd say Mr T is catering to a crowd that is for lack of better terms, ignorant... Most of the younger LS crowd will believe ANYTHING they're told and don't spend anytime researching what's best for their combination...In other words, Mr T says my LS will be badass with his cam so obviously it will be!!
THAT IS AN ABSOLUTELY TRUE STORY RIGHT THERE!!! Take care buddy!
this is maybe the most informative cam video i ever watched and i watch alot of dv's stuff well done sir.
I like the idea that David is a mentor for me as well as yourself. The first engine building SA Design book was by DV. I read it 30 plus years ago and still have it for referencing. Good job on the info provided.
Thanks for watching...
I still have them old books too. Learned alot reading them.
New subscriber. Thank you for what you are doing. I am a 43 year old man who has been following David Vizard for years, before during and after my short career as a machinist and engine builder. I was 15 when I bought my first engine book, how to rebuild small block Chevys. After reading Vizard’s work it set the bar very high for what I expected from other authors, only to be let down each and every time afterwards. Thank you again, I understand what it’s like to not have any children to pass knowledge down to, and what good is knowledge if it dies with us. Share and teach.
And thank you for sharing your squeaking clutch pedal because that brought back a lot of memories of my square body GM trucks.
Absolutely amazing, love this. wished i had more time left in life, more money to use what have learned here. Inspiring and well done sir. Bless you, and stay strong, keep on keepin
Thank you sir for taking the time to watch.. take care..
Hands down, this is the most detailed and mechanically correct explanation i’ve ever seen. not to mention seeing valve float on dyno session graphs. I’ve seen the video twice and still trying to catch up. you cannot trust cam cards !! you sir are the goat. people pay for this, you’ve given it away on the house. Greatly appreciate your effort sir. Subbed and looking forward to more content. i’d pay to sit down with the man and dial in an engine. This is gold!! I met a gentleman who did lemans engines, and we had this conversation. at that time i had no idea what he was articulating, this makes it crystal clear. Mike Kovacs. TEC total engine concepts. Im over the top. Thank You!!
I've ALWAYS been into vehicles and learning about them. I always say "you never know everything so keep learning." People like you are the people I want to learn from and the ones I look for but y'all are passing on faster and faster and the more I'm finding I'm left with people I wouldn't let work on my mop much less tell me something about an engine.
I ain't for one particular make. Everything from Ford to Briggs. Always trying to make the most with the least amount of money spent. At the moment, I'm trying to achieve the impossible with a four door '74 Dart with a 225 and double overdrive. I want to be able to run 85MPH and get upper 20's mpg's and run about 2,300 RPM from it while keeping the car appearing stock as possible.
I think by not only focusing on the engine but how to lighten the vehicle as much as I can possibly can. Focus on the power to weight ratio. This car is 100% for daily driver use and nothing more. Stock can be a good daily. Mild mods can make it better. But the take off, speed, and MPG won't be there.
Thank you for watching, good luck with your car.. take care buddy..
Thanks for the video and sharing your accumulated knowledge. Life and circumstance can be unkind - please continue to flip it the bird and make the most of every day. My Dad was a horseman and stockman from outback Australia and I had the good fortune of growing up in a beautiful and very remote part of the world. He knew where to top up the fluids in a vehicle and change a tyre (or sometimes several), so my car knowledge was limited, until I bought my first car. I soon figured out that a lot of people who thought they knew everything, really didn't, especially when the performance bug bit me and I wanted to go faster. Listening to people who got results, or were not afraid to take you for a ride (or have a race) to show what their car was capable of (seat of the pants dyno) was the way to go.
Thank you for watching, I appreciate it...
Take care buddy..
Hey brother, why don't you use your still working brain to crack the code of your health. Everything is curable if you know how to do it. Your doctor is the medical version of a guy that tells you to pick a cam based on duration that claims to be an expert. By the way, you're spitin' truth.
I always say Doctors are in a “Medical Practice”
Thank you for watching the video.. as far me cracking the code of my health conditions I am literally constantly trying to consume an process as much information as i can. as for my health conditions. I honestly cant get enough input as far as data and information of all aspects, kind of like johnny 5 lol..me and my doctors have an understanding to the point that they dont try to question my suggestions because ive actually correctly self diagnosed with physical confirmation and or treated several of my other problems, along with family members & 2 of my dogs cancers. Ive actually kept my dogs alive for years with RSO... One of my personal diagnosis was an extremely rare a 1 in 1 millon multi level thoracic spine problem that causes nerve pain in my abdomen.. Now this is pretty bad but actually know way more about my rare spine problem and my other rare condition complex regional pain syndrome and even more about the extremely extremely rare side effect of it effecting my brain so bad that I can't hold on to a thought long enough to write it down without forgetting what I was thinking or doing etc it actually gets worse but that will take to long to type.. Now because of that issue this video took me over a month just to get the info out of my head and on paper, and a little more than a month to read what I wrote without screwing up, I could only manage about 1 min at a time, so this video was made with 86 sound clips of me talking lol..As far as crps being cure able, there is no cure for crps. All i can do is try to manage it, crps is a neuro inflammatory contition resulting from a severe nerve injury and its actually so rare that there isn't hardly any research and data..how I ended up with my crps is actually a long story. But simply it was a result of crush injurys I sustained when I was paralyzed on my right side of my body, it was cause from the nerves in my leg and arm being destroyed along with the muscle tissue in bolth my arm & leg being dissolved.. I spent 1 month in the hospital, and the hospital that saved my life said I was the first case with the rare combination of injurys that the hospital had seen in 20 years... thank you for acknowledging the fact that you think I'm capable of cracking the code, im all about trying to crack the code on anything lol. I sure do appreciate the fact that you see that because not many people recognize it... take care brother 👊😎🤘..
@@michaelrichetta638 absolutely!
I've commented on Holdener's cam test videos that he's not being methodical, and he can't make any direct inferences. His answer is that he doesn't care.
In my case I want fuel economy, and there definitely is a reason to widen LSA. I want a late intake valve closing for lower pumping loss, and I can raise compression a lot for better thermal efficiency. I'll still get 1.35 hp/cid.
That 402 ls was 1.42hp & 1.35lbft per ci
Dam youngin, that's more words out of you this whole time.
Yet I understand the reason behind it, it's because you don't want to waste knowledge if at least one person grasp what you're saying.
I agree knowledge was meant to be shared to improve everyone's lives, not kept inside a closed mind.
Then become lost forever, are until someone else stumbled upon it through similar ways, and means as someone prior that refused to pass it down as your people did to you.
Which only stimulated your mind to want more as it does with some.
As for BT, never heard the name until recently, and can't say I was very impressed about anything I seen.
Definitely no Gale Banks, Steve Morris, numerous other's that definitely came up through trail and error, but always pushing the envelope to bigger and better things.
I agree with you on SBC's, but they always treat you right if you used common sense even on small bank accounts.
Still can be somewhat competitive even in today's world.
BTW, what transmission you stretching out there in the hay hauler.
Back in my time, if you were bangin gears, clutch was only used until your big toe slipped off the side.
After that never touched it until I had to down shift, and toe the 4 drums so they didn't fade too quickly on me.
I'd say the plastic bushings came out from under the spring on the pedal.
That's the sound they make on the old mechanical linkage clutch pedals with the garage door springs used to return the pedal to position in the heavy duty applications.
Snicker, CAM, that's my ex wife's initials, that's only thing I know bout those.
Cost me a fortune too, during, afterwards.
That's all I'm going to confess to knowing about them myself.
My brains forgetting more as the days pass, and it is the sad truth that if you don't use it, then you will lose it faster than you realize.
Except what happened 20, 30, 40, and even 50 years ago, but don't ask me about yesterday are last month.
Because most of the time I couldn't honestly tell you if you asked me something I n should know like the back of my hands.
PS
What year is your truck, because if I've seen the nose, I don't remember honestly.
Nor do I remember a clear view of the gauges on your cluster.
Either of those pretty much give the year away, nor do I remember marker lights on the fenders.
See I can't remember dam thing, and I'm fairly certain it's not GMC.
Although I think GMC had a much better look with the 4 headlights compared to just the 2 on Chevy's.
My opinion of course, and although I truly loved my 70 C10 camper special long bed.
My uncle was millwright at GM Arlington, Texas from time the brought the plant on line until he retired some 35 years later.
He ordered the best looking, and probably the best running truck of that body design.
1972 Cheyenne Super C10, 400/402, turbo 400, 373 12 bolt limited slip.
Hounds tooth,white interior, black dash pad, full gauge package including tach, a/c,
p/s, curse control, that dam buzzer for manual speed warning, tool box in bedside, chrome bumpers, chompition orange and white, with factory turkey plates hubcaps, dual exhaust, wood grain tailgate insert, full trim package, and I swear it had tilt steering column too, with am fm stereo.
Said he watched it go down the line the day they assembled it.
Stayed over from his 3 rd shift to see it hit the last station, and they let him drive it off the line at the end.
That was the best looking best running Chevy truck ever built in my opinion.
Only thing to make it perfect would have been GMC grille with 4 headlights and Chevy insert instead of GMC
Hey Timothy, how you doin there buddy? I sure did do alot of talking in this video for sure, bealive it or not just to get that 1.5 hours of talking out of my mouth took me about a month, which is absolutely ridiculous, that would have taken most people probably 2-3 hours max to read seamlessly without mistakes, I was only capable of talking while recording my voice for about 1 minute or less, so the whole video was peiced together with 86 sound clips of myself talking lol..
Hell just getting the information out of my head and typed out took me more than a month by its self because I can't hold on to my thoughts long enough to write them out, or even say them for that matter, and typicaly when I do go to write my thoughts as soon as i start writing I can't remember what I was going to write, then I have to stop and try to Remember what I was thinking.. it's a real S.O.B and its irritating as all hell lol.
it sounds like you can relate to the decrease in neuronal activity in our brains thats affecting memory, thinking, and the inability to complete mental/physical tasks that at one point in life would have never been an issue at all... my dually is a 77 chevy with an sm465 4 speed, it can be shifted without the clutch but it sure dont like it lol. I use to drive a 10 yard dump truck with an 18speed tranny at work and I only used the clutch to take off in that bad boy ... it sounds like you and your uncle had some pretty sweet ass trucks!! Those 67-72 chevys are my personal favorite, I've never personally owned one but when I was a kid my grandpa that was the physicist & engineer for gm had a extremely dark blue 1970 chevy k20 with a blown 402 that had water methonal injection, it was one badass truck, it was estimated to be about 750hp on pump gas.. also when I was growing up my dad had, and went threw so many of those trucks along with the so many of the 1960-1966 trucks, he also had a sh!t ton of 73-87 trucks.. all of those trucks use to be so abundant, cheap and easy to acquire, but them days are long gone... well buddy I hope your sweet little girl is doing good, give her a belly rub for me, I hope you stay well Timothy my friend... take care brother!! - Adam -
😢unbelievable how much you have and gave away. Thank you.
I've always thought that most camshafts are either totally wrong for the application or not optimum for the engines needs.
Thank you for sharing this information, I have been dreaming about a " great " street engine that has strong off idle torque that will "run out" strong as well.
Thank you for watching...
Wow. What an amazing video. I, too, am a spinal cord injury survivor. Your video made perfect sense. I have the wrong cam in my engine (290/350, L82 cam, dish piston engine). It does not have near the torque it should have. Ground straight up on 114LSA. I knew it was wrong, bigtime. I used the 128 formula and came up with 107.4 LSA. I swapping over to Vortec heads, set up for my cam ( .450/.460, 222/222). I have talked to several cam companies, all suggest a wider LSA (110ish). With what you have said about lower compression, and tighter LSA. I thing a 106 would be about right, but I can't find a reliable company to grind me this cam. I talked to Oregon Cam Grinders they are steering me away from a hyd. cam, to a roller cam. So back to the drawing board I guess. What do you suggest I do?
Hi Adam, Great video man!! I enjoyed the in depth tech knowledge converted to layman's terms. My Twin brother and I live in Oregon, just West of Salem and have pretty good knowledge of Camshafts. We choose ours based on actual timing events at .050 etc. Like you explain but I am always trying to learn more and more.
My Brother has MS and I was working on a Drilling Rig in Wyoming when I had a Seizure from Chemical Exposure/Poisoning. 9 years later I lost my workers comp battle against the State of Wyoming and have Cancer, MS, White Matter Disease, Adrenal Failure, Nerve Damage head to toe, Fibromyalgia, Hypogonadism, Addison's Disease, and more!! I have no kids or a wife. I do this stuff for me because it's been in my blood since I was a kid. I have owned a couple ATV performance shops. Porting and racing quads. Porting snowmobiles, Dirtbikes, chainsaws, hell, everything!!! Anyhow thanks.
Brent, thank you for watching.. I too have seizures, I started having seizures when I was 23 there was no known cause for the seizures, i think it may have been something i was exposed to when i was a kid because i was around all kinds of solvents/chemicals in the machine shop, having a seizure in the garage is actually part of the reason I was paralyzed 8 says before my 28th birthday, it's a long story lol...
I really feel ya with the long battle with labor & industry, im sorry you had lost that battle, i cant bealive they treat people like that!?!.. I was dealing with L&I for 7 years, until right before my settlement and before i was done with college for my vocational change, they had sent me to an "INDEPENDENT MEDICAL EXAM"( an L&I doctor) he bent me side to side and said your fine now, and that was that.... Im sorry to hear that you have to deal with so many conditions an one time, being as i have rare physical conditions, have been threw hell for a good portion of my life, and still live in hell, I can relate to you.. I have so many things wrong with me that I can't remember all of them most the time lol, if I tell people everything wrong with me i feel like they don't bealive me lol.. It really sucks having so much wrong with with our bodies & minds because nobody understands and it's really hard to find people to relate to... Talking to you about our problems and being someone that people who are disabled or are in difficult physical situations can relate to, is alot of the reason I had started this channel was to help inspire people in difficult situations to try to do what they love, or just be someone those people can connect with, ive found alot of people like ourselves are alone, i have had alot of people say ive helped them in some way... You and your brother take care of yourselves and keep fighting the relentless good fight!!! keep in touch!!
Take care brother!! - Adam -
I tried to keep up, but I don’t have the experience in engine building. I wish you had another video teaching the subject to third graders I would be all in😂. Thanks for taking the time to make the video.
Man brother, thanks for the info! I'm glad to hear you're doing this, sad to hear the circumstances of it! I pray you have a few more years to enjoy more things in life! Hang on, keep your head high, and be proud. I left my selection up to a cam guy at Cam Motion for my setup. I'm pretty sure it's the right choice for my combo. Also, a 403" LS I have some good cam #'s for a worked cathedral port head that made good power on motor and loved the bottle! I daily drove a car that went deep into the 8's for over 5yrs and 15k+ miles. I pulled it after oil pressure issues, which was only a pickup tube bolt, but freshened it a whole c.i!lol
Thank you for watching I appreciate it!!
Take care buddy...
LSA is a whole box of worms, in itself. It all depends on the rest of your build, and how you plan to use it. If you're building a monster with correctly matched/tuned intake, headers, and heads... a narrowed LSA can make a huge difference in power and throttle response. On the flip side... if you don't have the total package, a wider LSA can help overcome the lack of scavenging. It's all about the total package, and the intended use. You can't just say "this is the better choice for a street 350" and call it a day.
Thanks for the video! I listen and learn.
I appreciate you taking the time to watch, I hope you enjoyed the video.. Take care buddy!
1.36.11 Thank you so much for your info. I've learned or learning more in the last few hours than I have in my 40 yrs of adulthood. It's amazing to still hear guys talk about cams with a number or fraction like 3/4 cam. Well watching stopping writing notes and backing up video for the last few hours solidifies my fight to from laughing at them. I knew they didn't know what they were talking about and now after 50 yrs of hearing it, I know why they're so far off base on a build starting point. I'm building a few boats engines shortly and this video will hopefully give me a starting point that carries over into said application being prop n pitch versus jet. So much info in a cool understandable presentation in a straight up no bullshit take it or be stupid and leave it narrative. I love it thanks, Bruce
Thanks for watching, I'm glad you enjoyed the video and found it usefull... Take care
~ Adam ~
Thank you for sharing your insight (and story in other vids). Ultimately it does come down to correct valve events to get the most out of the combination. How one gets there is the BIG challenge. It seems the easiest way to get to these valve events is by the approach/formulas you (and DV) use. Can't argue with results. I'm not aware of anyone (maybe Mike Jones?) that can generate correct valve events (and lobe profile) to produce the results you and DV see with a resulting LSA that matches your approach. Hope this makes sense. Keep On Keeping On!
Thank you for watching, I really appreciate it.. as far as someone being able to produce comparable results to this formula completely fine tuned, i bealive the only person that could produce similar results but not beat the formula would be Mike jones, ive followed conversations on forums between, David vizard, Harold Brookshire, Mike jones, darin Morgan, Jon kaase, Joe sherman, Mike Wallace, etc...
Davids formula has been the subject matter multiple times that equaled 100's of pages of conversations between the best minds in the buisness, nobody could produce better results, and nobody could disprove it... some guy named John Schmidt was trying to give Mr. Vizard shit because it dosent scale down to lawn mower size engines lol..he never claimed it scaled down to lawn mowers... David has exposed the guy before.. take care..
@@ACDGarage_Racing You mentioned some of the brightest minds regarding induction system design and cam to make them work. I'll add Gale Banks to the list in the diesel realm. His vid here ruclips.net/video/78eSxbmph68/видео.html&ab_channel=BanksPower at the 9:00 mark reveals lots of insight on cam timing using delta pressure measurements. Worth a watch to better understand the "WHY" behind cam events. Press on! Many Blessings!
As someone that has experience in camshafts for everything from rv's to prostockers and we even supply cams for top fuel champs. Guess we need dv to remind us we are doing it all wrong. 😆
The next engine I hope to build is a SBC 400 and I want to do it opposite of the Norm.
I'm focusing on off idle torque, throttle response and drivability.
Whatever I can get after that is a bonus to me.
Having the off the line throttle response from stoplight to stoplight is enough for me.
I appreciate your time to put together a video on the most overlooked part of great engine building. Thank you !
Thank you for taking the time to watch, I appreciate it... take care.
WHAT the 400 sbc does not flow water properly and runs hot and with more compression and rpm would be a cooler issue, my suggestion is 383 with eagle componets and forged flat top pistons with only two valve reliefs all that from the 350 sbc engine is the only way to build lots of torque . 106 LSA 500 LIFT AND 102 INTAKE CENTER LINE
@@user-bo4ki2zq2m thanks for the input but not the route I'm going.
Sorry to hear about your situation, but your an inspiration to me for what you revealed and the knowledge you share! God bless!
Great video, your explanation of application specific LSA and duration were great thank you! I subscribed and will be watching. Thx, Walt
Thank you for watching, I appreciate your sub also.
Take care..
I have been doing a lot of reading and listening, because I don't like spending too much, and I plan to get my Firebird improved without going broke.
Plus I'm friends with the local salvage yard proprietor.
If you like this video i highly recommend watching my newest cam video, it goes way more in depth into LSA and gets to it more directly...
Adam, first let me say I am sorry to hear about your condition. Debilitating disease is heart wrenching. I really liked your video and the information you put out. I especially like the duration formula you put out. I have not seen David Vizard put that formula in any of his videos yet. I follow him too. I have two of his books and am building a '83 Camaro Z28. I am putting a .040" over 350 in it and will be running the full Hooker 3rd Gen F-Body exhaust system with Summit/Dart Vortec heads which will be modified to DV's specs. I have a late model roller block so I am going to run a hydraulic roller. With the formulas you discussed, I am looking around 218 duration on a 107 LSA. I can't wait to get this thing all together. Thanks for another shot of motivation!
Thank you, I appreciate you watching! I'm glad you found this information usefull.. take care buddy!!