Turbo Exhaust port science Chrysler 2.2
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- Опубликовано: 4 окт 2024
- In This, episode 53 part 4 DV explains those exhaust port moves that make the difference between good and outstanding for the results seen on a turbo motor. It's not all about HP but more about drivability, low end output, most power for least boost for increase reliability and much more. Guaranteed there is tech in this video that even most turbo pro's have not seen. In case that sounds to unbelievable take note that DV last foray into turbo racing his know-how brought about the annihilation of entire field including the factory supported top pro's - and that was done with ease!!!
Sorry guys the watermark was my mistake!!!!
Thanks for covering Mopars 2.2 turbo!
I still pinch myself to be sure that you are on RUclips making videos about building powerful engines! Thank you SO much for sharing your knowledge with us. Every trick I have ever used that I learned from you has worked better than I was hoping to!
In the late 90s and early 2000s I had a 1987 Shelby Daytona 2.22 L turbo. I worked for Dodge and this was my experiment car. I cut up had like a loaf of bread so I could see the design. When I poured in my head, I took the exhaust floor out, the big lump. I ran 25 pounds of boost daily driven 13 years. It made 563 hp
Dear David, your work here prompts me to encourage you to do a porting story on the 2.3 Lima head(s). I have read both of your books on the Lima, but they are on the 2L and as you know, the heads/ports changed with the 2.3; and several iterations afterward. Short of publishing an updated book more specific to the 2.3 Lima, a tutorial video on porting the 2.3 head would be a value for a lot of people who are still racing these in circle track or playing with them on the street.
I am currently running one in a class with 12 other racers (1/3 mile dirt oval mini mods) and think it's a terrific idea! I have learned plenty I can apply but watching David do it means I don't have to guess.
So many people don't understand that boost pressure only measures the restriction in the system and not the actual airflow. The airflow is king, minimizing boost pressure per cfm of flow through the system is the goal. Having the least back pressure necessary to generate the airflow necessary is exactly how this gets done.
Those are some serious gains, for such intricate and mild porting. I can't think of a better guy doing R&D on this engine.
I am so excited to wait for you elaborate more about polyquad valve
As a diesel guy turbo life is a necessity as naturally aspirated diesels are anemic at best. In my bout of recent turbo testing on my truck I found a configuration that likes to run 5-10 psi more boost than drive pressure and that makes me very happy. 😃
Thank you very much. I have applied what i have learned from your videos on my turbo 2.2 project and the gains were amazing.
I'm collecting parts to turn my carbd auto rampage into a 5 spd GLHS. Recently got my hands on the two piece intake manifold and throttle body! Needless to say, I'm getting excited and the amount of info on these that I'm starting find is amazing.
These videos contain a life time on engineering knowledge that is priceless. Thank you DV for sharing and spring boarding the hobby enthusiasts understanding.
Gratitude as always! I have a had a 2.5t in the shop for a decade with plans to install it in a 89 csx, now I am motivated to imitate what you have taught and can't wait to get the cam that I am assuming you will spec. And finish the project as Richard would say 😀
Thanks David. Waited with baited breath. Love your books, great to be able to see you Alive in Real Time. Great lover of Big Al Turner's work with Chryslers Aluminum Non Cross Flow production turbo head. Great understanding on what a Power Adder engine needs. I get quite cross when people deny the actual atmospherics in the engine changes if you add Boost or Nitrous. The real solution is to mess everyone's nicely order hyperbole on naturally aspirated and Boosted engines being the same. They aren't. It's only you David, and a few others who have realised the intake to exhaust relationship offers simple freedoms on intake to exhaust sizing. Lesson learned from your Cooper S cylinder head advice from those oversize valve head cracking days.Only you asked. "If you are restricted, what do you uncork? Which valve do you down size or increase one in favour of the other" . This is not a question Other People Like to even hear Asked. It's a Forbidden process, and the Hammer comes down if you DARE ask in other places.
To put it as briefly as possible David...!!!!YOU ROCK!!!!
!!!!THANKS FOR ALL YOU DO...for us "gear-heads".
Best regards,
Ben
Thanks for the video David.. Most people forget or don't know how important exhaust port is When using a Turbo. Thanks again for all the great videos
Flow right off the seat of exhaust valve for real
Those are some nice results! I'm sure Richard will be excited.
Thank you Mr. Vizard. The depth of your knowledge is amazing. I hope that life allows me to attend your "school". I've always been curious about turbo setups, and watch Richard Holdener to try and learn from him as well. I cannot wait to see his 2.2 on the dyno. I also cannot wait to see what is done about the camshaft, as far as timing events. Thanks for the work.
DV with this kind of work done on a stock motor that is put together well driving this car you would have to notice work done. I would think it would be like day and night. I would think the the drivability of the motor would be like putting a v8 in the car. I am not a pro but I can even see that much difference off the seat has got to make a bigger difference on just the response on how the motor run just going down the road. Would be cool to have a before and after drive of this car. I think this is got to help make a lot of of over all power and can’t wait to see his video on this. Nice work on helping us out. Really nice to see you on video again.
Excellent results. Fantastic information
Thanks, I have always been a fan of turbo cars, long before I even knew what a turbo was. When I was 5, the Nissan 300ZXTT went on sale and I instantly wanted one.
Another excellent video David. I particularly enjoyed the explanation on how turbos are driven. Even though I already knew most of the principles, what I wasn't aware of was the size of the ratio. I knew it existed, but had never seen a reference made to the size before. It would appear that there has been some software issues in the background that us viewers are not aware of due to the watermark over the top, it would be nice to see those issues resolved before the next video. Time and money permitting I would love to attend one of your seminars, but it wouldn't be before next year at this stage. Regards Greg
I was trying to figure out how to close the ad so I could see what was on the screen. It wasn't until the very end that I realized it was part of the video. Hopefully they can get that fixed and re-release this video or at least get it sorted out for the next video.
Thanks David.
Hello Mr. Vizard hope you're doing good. I am glad I saw this video. It taught me a lot about the cylinder head I am working on. It looks a lot like the way Pontiac V8 heads are made on the exhaust. The flow is more predominantt on the cylinder wall and I am thinking if I port the Pontiac exhaust the same way as this it will flow better.
Great job
Question for David. Take for example a typical V8 intake port. Its shape changes from tall and narrow to shorter but wider, then from rectangular to round around the rear of the valve. What emphasis do you give to maintaining a consistent cross sectional area in order to maintain a steady speed of airflow, rather than having the airflow changing speed through the manifold and through the port?. From my readings (and please correct me if wrong), the airflow should gradually but evenly accelerate through the manifold and port to then be exposed to a negative pressure venturi as it passes the valve seat into the chamber which helps to "draw out" the flow.
Do you worry about the cross sectional area when shaping a port ?
Glad to see you back
Good job David !!! Without the energy they get cammy and soggy !!!
Overall amazing numbers from those little ports!
Thanks for another informative video. Was good to hear you promoting your school. Hoping it will line up with my schedule.
great just what I was hoping for.
Thank you David!
Nice gains, they will work well. Good to see you!
Your the Man DV
Love your channel and your dyno driven and tested wisdom
Fantastic. Good explanation. As usual 😉
Thank you David for the wonderful video and explanation of why you ported that head the way you did. As mentioned, the watermark is distracting but the content was the most important part. May I suggest that you use DaVinci Resolve if you are looking for a great and free video editing program.
Great video, David. Informative as always.
Very nice!
Right up my street. Great video. Thanks DV.
Excellent as always! Great results and an interesting project.
Bloody marvellous 👌
Good to see you Dave. Was wondering where/ how about you
Thankyou mr vizard for our time and knowledge.could you please tells some cam tips or secrets pretty please.peace
David Vizard, thanks for another excellent video.
Only main complaint is the super imposed "Wondershare Filmora" in the MIDDLE of the vid. It should be at the bottom right and condensed
The right sound channel was dead when you were speaking but was full stereo with the background music
Hi DV and team. Much thanks for your work.
First, the wondershare watermark was present across the screen for the whole video, this was a bit distracting for viewing.
Second, I am hoping that you put your entire course(s) on film as I live in Australia and cannot get to your course in the US. Even if most of the footage is simply recording one of your actual courses, that would be very helpful.
That being said I have noticed that these videos you are posting are virtually an abridgement of every subject in the program of your 3 day couse. If we are smart enough we could use these videos in conjunction with your books to get nearly the same experience as attending your course, albeit in a far more convoluted and time consuming way.
I plan to start my own performance shop, up and running in 24 months from now, to turn my hobby into a business (efficiency).
Thanks for you tuition.
Shane
Come see America while it is still relatively free. Airfare is cheap right now and you can spare a week to learn from a living legend.
@@davidparker9676 I've been. Did 3 week great Lakes tour back in 2003. Plenty more to see I agree but due to other extenuating circumstances I cannot return at present.
@@davidparker9676 and I could spare a lot more than a week to learn from david
@@shanedavid814 I said a week combining the travel time and the 3 day seminar.
I hope your business is a success and that your situation improves.
@Shane David I suggested a couple of months back that Australians would be interested in a Skype or Zoom meeting with DV, he responded saying he'd be up for it. I really hope something can be done, it's not easy to learn from a living legend when you can't travel.
Oh dear god it was a turd. It's still pretty tragic.. but worlds better :) great work.
Getting peak velocities up past 100m/s is a great achievement and proof that the port is about as efficient as it's going to get. Also seeing it still gaining flow past 15mm valve lift is a surprise.
But it's easy to see that cylinder head technology has come a long, long way; since the days that this left the foundry.
But yet it wins races still...
ruclips.net/video/Rp13vyy2HvU/видео.html
Thanks DV can’t wait to see what cam and intake he uses. Do you think he will manage 200hp from the 2.2 in na trim?
Thanks!
I am VERY impressed with the results! Considering it is using stock valve sizes it is flowing VERY well for one of these heads, and I am not just focused on the cfm, but the velocity! I was REALLY impressed by that! I believe that head is going to decrease spool time a significant amount, which of course increases the response of the engine overall. I honestly thought you were going to rip the design of the exhaust port pretty badly as I personally viewed it as "terrible". Thank you for the education on this subject. I really hope you delve into the 4-valve cylinder head world at some point in your video series. I am genuinely curious as to what is approached differently with that style of head.
The stock casting is definitely a constraint here. DV didn't have as much time or resources to develop the ports and chambers further. If I remember correctly he did cut up a spare cylinder head and found the wall thickness to be too thin to do any significant reshaping of the ports. That is why in the beginning of the video he said that he was going to "play it safe" and go for the obvious improvements.
I agree that this four cylinder head is a refreshing break from all of the more common V8 porting videos. I also would like to see what is done on smaller 4 cylinder engines to achieve dramatic gains. For example I'd love to see some Toyota 22re, Volkswagen 8v & 16V, and others get the Vizard treatment.
@@davidparker9676 the head sections were donated to him by a person in the turbo Mopar community. The pictures of them have been floating around for 20 years or so now, but having them in hand I am sure was the ideal situation. Most guys that do work on those heads do the things he has done, but use bigger valves. The exit of the exhaust ports get raised as much as possible, but you are correct that they don't typically reshape them all that much. The BIG thing he has done here is the valve job and the chamber work to allow it to breathe. I know guys put 3 and 5 angle valve jobs on them, but I think they typically stick with the stock seat angle. Personally I've been wondering for years what would happen with a different angle, and this showed it. One of the guys that was well known back in the day also tried filling the bottom of the exhaust port exit (my request) as the floor is, IMHO, WAY too low. It produced some gains, but not really enough to warrant the work it would take to do it as far as flow, but I wonder what the velocity would have shown? I've seen cfm numbers much higher (I want to say the most on the exhaust was in the 180's, but all benches are different, so the numbers aren't directly comparable), but I don't know what the velocity was like as that isn't something most discuss or advertise. I wish Richard would have been able to get a good test on the stock engine before installing this head because I know it'll pick up power for sure, but the boost response is really what I think will be a game changer. The 2.2 doesn't really get into boost on the stock Garret T3 turbo until about 3k. If Richard does some porting to the exhaust manifold and matches the turbo turbine housing to it I think the engine will come on boost quite a bit sooner, which would in turn make for a wider power band and more power under the curve. They are already torque monsters (my stock 2.2 8V on a stock turbo at 22psi made 291ftlb at the wheels!), so I bet this will just make it even more of a riot! Getting it to hook up on the street might be a challenge!
@@rocketsurgeon11 The old T3s used far too large of a turbine housing as a primitive way to prevent overboosting. Changing the AR on the turbo or simply upgrading to a ball bearing T3 or T3/T4, properly sized would make a huge improvement all the way through the power band. Using something like a .48 turbine housing would start to spool up probably around 1500 RPM.
@@davidparker9676 The stock turbine housing IS a .48. It already generates a pretty high exhaust to boost pressure ratio, especially if you turn it up. The turbo technology just wasn't there yet. The aerodynamics of the turbine wheel and the weight of it compared to modern turbos is archaic by comparison. Those stock T3 turbo's can easily control boost from
I've been waiting for the usage of the head, haven't seen anything. I hope you recommend the camshaft.
Love it
I hope you can convince him about spring seat pressure and camshaft selection
I would like to see the engine make power
Watermark dave, obscures watching ease. 🤔
Any idea what video editing software was used to make this?
LOL LOL LOL just what i was looking for !!
When is the next seminar? I would like to attend but I don't see any current ones on the web site.
First let me start off with great video, I bought your book how to build horsepower and I followed the parameters given to pick out a cam shaft and the numbers seem way off I was wondering if there is anyway that you could help me get it right any help would be appreciated thank you Mr. Vizard
👍👍
This came across as a live video David. And as of late...the volume is so low, I can't hear you for 50% of the video.
Hi Tom, I just watched it and didn't have any volume issues. May I suggest that you watch it again at a different time as I have experienced similar issues to what I think you are describing as a result bandwidth problems. That said I must agree with others that the background music is annoying. I would personally rather hear the air-conditioner noise that they are trying to mask. Regards Greg
Parts only play out of the left earphone. Usually the intro in the past, but now its throughout the video.
His voice is only on the left channel, the right side has the music.
Tom, the production isn't stereo. Mr Parkers comment below.
@@deanstevenson6527 it's only when he is talking at the desk. The rest of the volume is normal. I've checked it with multiple devices.
Hi David. 👍
Ever heard of Stu Davis?
David do you think oversize valves would help this 2.2 turbo head? Looks like the intake valve is already greatly shrouded in the chamber, but the exhaust valve area has room for growth, what does the master say?
So to get the gasses to go around a corner increase the cross sectional area to decrease the velocity (Q=VA) around the turn?
What are your experiences with the cross sectional area mismatch of a normal intake and ported heads?
D V is a friendly alien sent here to bestow the knowledge of airflow upon us
Increasing area increases pressure and turbulence in a bend, that's not something you want.
If you want to truly know where power comes from the 2.2 Chrysler cylinder head that you need to look up the car farm we are the originators of this high-efficiency 2.2 exhaust port developed over 15 years ago brought to you by Richard Holdner That asked the car farm to do a standard valve big valve comparison while Mr. Vizard decided to join the party, no offense but it wasn’t to include vizard......
Very nice! I'm sure it's going to make more power with less psi! Actually, it will pass more dense air easier, because the turbo is not working as hard! Now the turbo is not trying to force air thru a smaller less efficient port! I really hate it when so called smart engine guys say the heads don't matter 🙄🙄🙄🙄! Well, you keep believing that, but don't wonder why you lose, so often 🙄🙄🙄🙄! Steve Morris proved this going back 6 or 8 months ago on one of his BBC blown engines! One of his new customers previously purchased cylinder heads from Matt & the guys @ MBE! He showed that with everything being the same, cubic inch, short block, intake manifold, [was ported to the head's] camshaft, blower, gear set, timing, everything was exactly as he did with the previous 2 engines! It made a little more power; but it didn't need as much timing & it was moving the same air @4 psi [gage] less! He didn't speak about all the advantages of the engine making more power, much easier! But I think the guys that follow him, get what he was talking about! This customers engine will last longer & have much more when he needs to stand on its neck 😂😂😂😂 👍🏼👍🏼👍🏼👍🏼! Thanks again, Mr. Vizard for sharing all your hard-earned knowledge!
😎
I'd like more videos discussing the changes and relationships to valve size and seat angles for turbo engines vs. naturally aspirated engines. Is there a "golden ratio" so to speak for increasing the exhaust valve size to intake on a turbocharged or otherwise boosted engine? In theory, when is the exhaust valve diameter too big on a turbo (assuming no chamber constraints)?
One of the epitomes of turbo engines; BMW´s 4 cylinder F1
ruclips.net/video/GCAWdo2WAI0/видео.html
I know of folks that have tried exhaust valve diameters equal in size to the intake... with "gratifying" results!!
@@63turbo I was surprised to see BMW used larger exhaust valves on the E30 M3. It was very counterintuitive to me at the time I was porting the heads.
I have argued for a while that on a turbo engine (dunno about superchargers or nitrous) you want to have more flow than what you typically would see on an N/A engine...because you can force the air in all day, but it HAS to get out! I have heard of people doing a -2mm/+2mm (in/ex) setup on these heads with good results. Never seen it done in person.
You all are missing the point. You can´t reinvent the wheel. See the ratios below. You couldn´t ever come up with anything better than this... lol
ruclips.net/video/GCAWdo2WAI0/видео.html
David can it be true, you flowed the EX W/O a pipe????????
Was it sumpin' i sedd?
do you think there is a ratio of intake pressure to ex pressure? I.E. if you have 10 psi intake boost what is the max ex. back pressure??
Find wondershare on the screen to be annoying
Would you want the exhaust pulses to hit the collector all at once or lined up
You want the pulses timed with the firing order. Tuned lengths is the simpler way to do it.
@@davidparker9676 thank you that has been bugging me for a while
@@craigchiddo2794 Equal length ports and manifold runners are the ideal method. Sometimes you can't do it due to size constraints in the engine bay. You want to avoid allowing the turbine to slow down between pulses. If the pulses are uneven, they can cause the turbine speed to slightly increase and decrease with uneven pulses.
Just like a tuned length header on a naturally aspirated engine, you can get different results with overall lengths and different diameters. Sonic frequencies play into it as well.
@@davidparker9676 tuned length turbo manifolds waste energy that should spin the turbo , and you dont get the lengths right anyway to work with turbochargers, so just make them as short as possible with smooth bends.
@@V8Lenny Within reason, it is better to make a turbo manifold runners as even as possible and as you mentioned as short as possible.
Log style manifolds are typically the shortest but create significant differences in egt's at each cylinder.
Individual & equal length runners keep the egt's more consistent cylinder to cylinder.
just cuz you do something for a long time doesnt mean youre any good at it.
That sponsor banner is extremely distracting. I am not watching just because of that.