I emailed you exactly the same question about the 821 Ls3 head. N/A build. Did I need to port my heads. Thank you for the info sir!! The answer is no. Cool, it will save me money!!!
I was very impressed with the exhaust porting only. This shows that the intake to exhaust % is very much a major player on the flow characteristics of an engines performance. I wonder how high that % can go before it has a negative effect on the engines performance
Hmm last question/comment about loading the dyno at 2000rpm, race engines never run at 2000, they are designed to run at peak, so to build a max torque at a low rpm you are looking at totally different design parameters
Thanks Eric for answering my question. Not quite what I was hoping for (big cfm gains), but the honest truth. By the way, I always watch to the end. Thanks again.
Two things: Daniel's accent is so much better than yours. That's real southern draaaawwwl. I'm in sarcastic disbelief at the content of the calls you handle. It's awesome (sarcasm again) that people think you memorize cam profiles based on part number. Wth?!?! I guess you're not really a guru if you don't memorize the lobe numbers.
Love the videos. Can you comment on exhaust lobe opening, timing and lift. Example: How opening rate against cylinder pressure and spring pressure affects the valve train, valve and seat temperatures between a fast and slow opening profile, exhaust pulse intensity, cylinder blow down, valve lift vs spring pressure (can limiting exhaust lift result in slight power increase vs, high open spring pressure?) Closing profile effects on overlap and valve sealing (not bouncing). I can't find much info on this subject
Pre covid, lead times on big industrial cast iron stuff [multi ton pieces] was like 10 or 11 months. I can't imagine what it is now... could cast iron heads ever make sense again? I mean, the premiums willing to be paid on some heavy industry items just eclipses what vehicle manufacturers would look at competing with and gas engines with iron heads may well be over.
Your comments about specing cams reminds me of Carroll Smiths advice for specing springs(suspension). Tell your spring guy the your heights, weights and use then let him work it out, he's going to have forgotten more about springs than you'll ever know.
I was referring to 4 valve on 250 and 450 motocross bikes. It’s no easy feet to leave me slack jawed and speechless. Thank you so much. My dad and I enjoy your videos very much.
good on ya. I suggest that a low lift cam can have long duration and a long easy nose lots of time in heavy vehicles you are already in low and need lots of throttle especially 73+ smoggers with no low end (however secondaries are not fully open most of the time
First number I found was 0.600". So... there's a little work involved? Digging further, some have gotten 0.700", but was that all longer valves or combination valve/shim plus cut pocket I do not know. Try that google thing...
@@powellmachineinc I'm not sure, but Brian put out a video earlier, and he got a little stern, I guess you could say, in his opinion. Now I don't think he was pointing at any competitors mostly the trolls in the comments. That's the only thing I can think of, but that's why I laughed.
The 823 head is to big on paper but they work awful well.
Thats really good stuff. If your heads are to big just put the bottle on it lol
My wife says I say a lot of stupid stuff.
I emailed you exactly the same question about the 821 Ls3 head. N/A build. Did I need to port my heads. Thank you for the info sir!! The answer is no. Cool, it will save me money!!!
I was very impressed with the exhaust porting only. This shows that the intake to exhaust % is very much a major player on the flow characteristics of an engines performance. I wonder how high that % can go before it has a negative effect on the engines performance
Hmm last question/comment about loading the dyno at 2000rpm, race engines never run at 2000, they are designed to run at peak, so to build a max torque at a low rpm you are looking at totally different design parameters
Any gif makers 6:50?
Thanks Eric for answering my question. Not quite what I was hoping for (big cfm gains), but the honest truth. By the way, I always watch to the end. Thanks again.
Two things:
Daniel's accent is so much better than yours. That's real southern draaaawwwl.
I'm in sarcastic disbelief at the content of the calls you handle. It's awesome (sarcasm again) that people think you memorize cam profiles based on part number. Wth?!?!
I guess you're not really a guru if you don't memorize the lobe numbers.
Love the videos. Can you comment on exhaust lobe opening, timing and lift. Example: How opening rate against cylinder pressure and spring pressure affects the valve train, valve and seat temperatures between a fast and slow opening profile, exhaust pulse intensity, cylinder blow down, valve lift vs spring pressure (can limiting exhaust lift result in slight power increase vs, high open spring pressure?) Closing profile effects on overlap and valve sealing (not bouncing). I can't find much info on this subject
Pre covid, lead times on big industrial cast iron stuff [multi ton pieces] was like 10 or 11 months. I can't imagine what it is now... could cast iron heads ever make sense again? I mean, the premiums willing to be paid on some heavy industry items just eclipses what vehicle manufacturers would look at competing with and gas engines with iron heads may well be over.
Your comments about specing cams reminds me of Carroll Smiths advice for specing springs(suspension).
Tell your spring guy the your heights, weights and use then let him work it out, he's going to have forgotten more about springs than you'll ever know.
I was referring to 4 valve on 250 and 450 motocross bikes.
It’s no easy feet to leave me slack jawed and speechless.
Thank you so much.
My dad and I enjoy your videos very much.
good on ya. I suggest that a low lift cam can have long duration and a long easy nose
lots of time in heavy vehicles you are already in low and need lots of throttle especially 73+ smoggers with no low end (however secondaries are not fully open most of the time
AND " IM NO SUPERMAN"!!!!
Thanks for pointing out the dyno RPM test range makes perfect sense. Lots of keyboard know it alls out there
Can i run .608 lift with the promax 317 heads? Hr. Thanks
First number I found was 0.600". So... there's a little work involved? Digging further, some have gotten 0.700", but was that all longer valves or combination valve/shim plus cut pocket I do not know. Try that google thing...
@flinch622 yes I did thank you so much for all the insight.
Thank you for your time and experience Eric.
Excellent informative video.....
Great video appreciate the time Eric
Thanks for the video.
We all do that.
The camsha competitor s are starting to argue with each other online alittle.its been entertaining
Who's arguing with who? I need entertainment!
@@powellmachineinc 😂😂😂😂😂😂😂😂
@@arturozarate1752??, did I miss something?
@@powellmachineinc I'm not sure, but Brian put out a video earlier, and he got a little stern, I guess you could say, in his opinion. Now I don't think he was pointing at any competitors mostly the trolls in the comments.
That's the only thing I can think of, but that's why I laughed.
@@powellmachineinc btw, Brian Salter