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David Vizard's PowerTec 10 EP 49 Richard Holdeners 2.2 Turbo Mopar head mods
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- Опубликовано: 10 мар 2022
- In this episode 49 of PowerTec 10 DV explains the chamber modifications for best results. For almost all of these moves it will be a first time ever being presented on RUclips. In short they are unique to DV.
If you want to learn more head porting moves like this then contact DV's porting school at:- davidvizardperfomanceseminars.com
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Great job Dave-! Very cool stuff!
You must be excited to see the head back.
Richard, you may need to run non-turbo pistons to get the flat tops as to get more compression due to the camber getting bigger. David added a lot of cc's to the chamber. Or, mill the blocks deck 0.030" like Shelby did on the NA engines. Just remember, milling the head retards the cam timing due to the timing belt.
Shelby fixed the cam retarding by making a 9 degree advanced cam sprocket used ONLY on the Shelby 2.2 NA's.
It has a different part number and you need two, one for the cam and one for the distributor/Oil pump drive shaft. You can also just advance the cam and intermediate shaft 1 tooth. Each tooth is 9 degrees.
Richard, you are more than welcome.
DV
I love it. "Anyone that can only spell a word one way, doesn't have much imagination." This is a fantastic statement!!!
Take that spelling nazzies
I will be using that.
Made me laugh out loud 👍👍👍
@@DANTHETUBEMAN NAZI's
@@MasterWitchDoctor informational ideas are for more important then conformity, unless it is technical or legal
Thank you for ditching the ephemeral music when David is speaking. We could hear him loud and clear on this video. Great content, great production effects! You are doing a great job, and we sure appreciate it!
Marvin activates the translation so as not to lose any detail. Thank you Marvin and DV Very good job
Thank you. MARVIN and DV
As a young novice & hungry learner, I can not thank you enough for these videos Mr.Vizard. Every single one of your short clips teach me tenfolds compared to hours of online research. I may only be a rookie but I will for sure make some good power all thanks to you.
Keep it up! /I.Ö
Thank you David and Co.
We all love you.
Ohh man!!! I been waiting for this. Thanks DV✌️
Great video, and super interesting. I especially like it as the chamber mods mirrored what I generally do, but I decided that purely from my own thoughts of what's going on in there- This is the first time I've seen or read anything about it.
Keep up the good work!
I must say, i do like them odball engine mod videos. For you to describe the finer details and what they do for flow, swirl and overall performance is such a delight to watch! Keep up the good work 👍 And, Thank you DV for your time!
It all looks good to me and seems to make logical sense. I would think with those chambers loosing so many edges they will be able to stand more timing under boost as well to pick up even more power.
I thought about that too. These chamber mods should substantially decrease the likelihood of knock or det. occuring.
It just came to me, MR VIZARD and SMOKEY YUNICH seem to think about the same
I don't want to intimidate anyone or any memories.
These intros are straight outta the 80’s. I’m messing but seriously love it. The info and knowledge is priceless 😎
With all due respect. Thank You Sir!!
I follow Richard H.'s channel as well. I cannot wait to see this thing spooled up and full of fire. David, I just wish you could get Richard to follow your cam advise for the LS. I may be hard-headed, but I believe in your methods.
Flow net analysis is where you link the number or flow paths over the number of flow drops, keeping all the squares orthogonal to one another. You then find how to negotiate the pinch points. My fluids engineer taught me this at Community College in Dunedin. In your 3rd edition of your Mini A series book, and the 1987 version of the Ford SOHC Pinto engine book, I saw that you were working through your flow discharge cutting equation. Nice to see it back analysed as formulae.
There's a bunch of us 2.2L guys who can't wait to see the final head mods.
Do you plan to post more updates, on the 2.2L mods?
Can not wait for RH to build this thing that excellent work as always.
Another great and informative video. Your knowledge and experience unparalleled. Thank you for sharing.
Andy from Unity told me about you, and I’m glad he did
I would like to hear about your A Series experience, the man that wrote the A Series Bible...how it came about and the story behind one of, if not the best selling book in modifying the A Series Engine.... please... pretty please....love the videos....
Oh the suspense waiting for your next episodes on theses 2.2 Chrysler head mods :)
I'm in the throws of modifying / choosing my heads for my N/A 2.2L 4 cyl too & it has the choice of 2 different chamber designs (one is bathtub design). Patiently wait next episode :)
Sir David, i always enjoy your episodes of engine building. As i cannot afford travel the distance and pay for classes, it is welcome that you do have this sort of sharing knowledge. Thank you!
Love all of your videos keep up the great work. Learning a lot btw thanks.
Thank you so much Mr Vizard for your work on this particular head. It is a pleasure seeing you work with such an underdog platform! And your results are inspiring.
Thank you for a very interesting series on the 2.2. I'm a huge fan.
Some serious attention to detail that the production line won't give you. The cumulative affects of all this massaging is showing up in the flow figures. A pleasure to watch it come together.
Thank you DV and company.
Very good. And I always enjoy spellczech adventures.
This is exactly the type of video that helps me understand chamber mods. I also use a mill with a goodson 3d system and would be very interested in seeing more seat cutting and finishing and how to determine seat cutter profiles and dimensions. Thank you David for sharing your time and knowledge .very much appreciated.
Will you be doing any classes at the Goodson Facility in the future?
Thank you.
Spreading awareness of these gifts!
Great video on chamber work! How much change in chamber volume and, consequently, compression? What is the best way to recover the compression ratio with a bathtub chamber? I assume a flattop piston is usually desired, will that work? How about cutting a shallow cone into the head with a matching angle on the piston and transfer the chamber mods a little closer to the valve seats? I guess it all depends if you can get the CR you need… Thanks for another great video!
David thank you so much for sharing this information. My brother and I are in the process of building a 383 SBC using all of your recommendations, including a Vizard camshaft from Lunati! Cannot wait to hear it run....
Super interesting seeing work on a bathtub chamber. So interested to see what this will do with Richard
David, getting rid of the Serdi Seat and Guide machine with its live pilots is addition by subtraction, Newen is the system to own if you are looking for maximum performance and concentricity on the valve seats.
DB I have acess to a Newen but it is inconvenient. I do agree that they are amongst, if not, the best, but can I afford one - hell no!
@@marvingvx1
Likewise, I want to put one in my shop as soon as I can afford it, but at double the cost of most other seat and guide machines, it might be a while. I just bought a block CNC, that’s enough for this year!
You probably know this but the 2.2 head was different cam stroke from normal to chrome valve covers to H.O. Shelby one's
Amazing information. Thank you sir!
Thanks for video!
I’ m deph to your argument on spelling. And my imaginatin is just fine, thank you
Wonderful sharing of techniques, once again. Thanks you, David
I think I can agree with that!
Looking great so far, can't wait to see the before and after numbers!
Hi David, I’d love to see what you could do with those lowly pedestrian 454 peanut port heads that Richard holdener managed to get around 440 hp out of. Maybe cover some effective mods, valves, strategic porting, unshrouding? A port flow vs. lift test to help pick the ideal cam. I know you mentioned how under valved the 454 really is. This project would be great, as good street performance oval port heads are getting hard to find. Thanks!
Awesome tutorial DV! I think I now have what I need to start my jeep engine (second time around). I had to relieve the chambers in the first build to decrease compression...and did it in all the wrong places!
Huge level if understanding there but still an form of art.
another great video david , thank you
Like always, this was great, that chamber was beautiful, for what it was! You are a genius, who also does gear work! I hope to get back at it soon, I have had health issues, that has led to financial issues, plus some other issues, but hope things get straightened out so I can get back at it,
Have an awesome day and thank you!
🔔😎👍
Pretty much what I have been thinking. Thanks for the confirmation 👍👍
Thank you for this.
Great video Mr. DV! Thank you for dropping the background music! May I suggest a tool/shop equipment video. Thank you.
Glad of the aproval.
HOW MUCH DID THIS LOWER THE STATIC COMPRESSION RATIO?? I know its going to be boosted but still- lotsa material removed.
Thank you DV! It feels like being there with you!
I like your videos so much I bought some of your books for further information, because I really enjoy porting heads but I'm not that good at it yet. I'd love to see something like this with big block Chrysler heads, like a 452, and hear what you think of the Mopar porting templates.
*One Word :*
Swirl. Port. Head.
Turbo.
Ficst. 😶
Been there, done that, with Rossi, Shelby, Pettijohn & the boys. 😂
hello David, this Chrysler head is rather unique since both intake and exhaust ports enter the head on the same side. This is perhaps why the swirl is minimal. I will be using your concepts of
deshrouding the exhaust valve on the long side along with blending the quench area to get exhaust gases to flow out rhe long side and not over the valve on my bathtub closed chamber 702 oval port BBC castimgs. I’m contemplating leaving the valve sizes stock since the car will be mainly used for the street. I’ll be to get a good 4 angle vavle job and bowl cleanup as well.
Thank You Sir!!!!!!!!
Hi David, I have enjoyed ur books and vids,can you help me in my resto of tr6 2.5 wide port head,with updates on modern thinking to ports and unshourding of valves, etc,. a vid of old verses new thinking also would be so great,hope you are well-steve
How does the clearance area around the valves of the ported head, compare to the curtain areas of the valves at full lift? I would have assumed that the clearance area (the area given by the equation at 8:08) never needs to be more than the curtain area, and as the short side area of the valve is less efficient than the remainder, could actually be less (as is the case with your equation). I guess what I'm getting at is, how is the equation for the clearance area derived?
Mr. Vizard-are the .75 long turn and .65 short turn CD figures you used in your calculations measured, calculated, or target values? We're watching this Chrysler 2.2 very closely as we're working on Volvo 2.3 4cyls in both naturally aspirated and turbocharged , which have a very similar chamber design.
Someone needs to send Dave a Slant 6 head
And a Ford 250 log head.. 👍
Yeah! That’s some good stuff. I won’t share this! Lol ! All the Chevy armchair pros wouldn’t believe this good stuff. Lol . There Chevy don’t need it cause have so much power. Good job DV ! Really show you are the man. That Goodson tool? Can you get this on the cheap somehow? I don’t know any shops with tools like this and I try to tell them about what I would like to see on my head and look at me like a Alien. I’m just talking the valve job. 30,70,90and 45. That cuter was great!! Now David? How did you get these tools past your wife? I would be a dead man! Lol ! I wish there was a before and after Dino run on this motor . Good stuff !
Been on e-bay,for Chemico Grinding Paste.50cc top,very similar,has graded,2 steps,the flat spots.1 mm on weak engines seperates failure and succes.1 mm fuel-mix.0.02 mm on nozzle everything to mean.Always smallest nozzle and farest behing fuel-screw(after 50km heating process)wich forces scooter uphill.Ignition knocking 0.01 mm nozzle deviation,overheat loss everything hp,stalls.0.15 idle noozle and 0.45 main jet,on computer version of f1 and street car on youtube.
DV are the long side and short side numbers calculated or derived values for basic value seat design efficiency ie: can we use these numbers for most modern head designs.
Many episodes ago you briefly touched on rocker arms designed for better off the seat acceleration, and resultant power gains.
Did I miss further explanations?
Thank you DV. 👍
Ray, you just might have done. Do a good check of whats been posted and if you don;t find what you are lookin for we will deal with it in a live session
DV
Do you have any info on improving VW dual port heads? I have watched most of your videos and they are so informative just wondering if you have anything specific to those heads?
Radiused quench area to chamber on long side radius, that is quite new but do we need to take it like the « not cheating » Avenger heat shield mod that only benefited you as shown in a previous video ?
Hi David, any chance of a vid talking about chamber shaping and de-schrouding of 3 valve heads?
YES - Look for that soon,
DV
@@DavidVizard Awesome! Can’t wait’
@@DavidVizard Great to hear. I've found very little info on 3 valve heads.
Dave vizard. What do you think of extrude honing intakes? I have a 5.2 magnum and want to keep the stock manifold. The intake runners are really long and can’t be ported properly. I worry it would polish them too much or hurt velocity. What are your thoughts?
This is fascinating! Just out of curiosity, does this deshrouding technique also apply to 4-valve heads?
It should but being they’re pent roof, they won’t suffer from it as much as bath tub shape parallel valve cylinder head
Like 👍
Another very informative video. Thank you. Have you ported MG TC heads?
👍💪
I'm confused, often the trace on the graph, such as the swirl chart, the new trace maps out "lower" in the comparison, yet you say it's an _improvement!_
Am I reading it wrong?
Aside from air flow improvements, are there any benefit in reducing pre-ignition from the quench modifications? And would this be helpful on aftermarket aluminum SBF heads?
Mr. Rockwell sir. YES ! THE SAME PRINCIPALS APPLY. Check out the SBF vids to get the basics,
DV
@@DavidVizard Thanks for your personal response Mr. Vizard. Thought I've watched you SBF videos, must have missed the chamber section somehow, always worth a second or third watch. Gonna be interesting to see how the little Chrysler engine does after your touch and Richard's dyno testing.
👍👍👍👍👍👍👍
your episodes are in no order. this is the second time you mentioned a previous video. i go back and look for powertec 10 episode 48 and has nothing to do with turbo mopar head. i must be wrong somewhere. the other one was cylinder head dyno shootout. the was no episode 2. was excited for that one!
That is purely brain fade on my part!!! DV
It all sounds familiar!
What happens if you do open up the shrouding on the short turn side more (besides the obvious slight loss in compression)?
So sick seeing L/D ratios. Can you please show just plain old LIFT? You haven't changed the valve size even.
I did a video on my channel Moparman1978 about the Gunson color tune kit . its not the best video but you still learn the basics about the kit and how it functions. Great videos David. O I forgot when a vehicle has full length dual exhaust with manifolds like on my truck . if I was to take off 3 - 4 feet of pipe off the exit tube on the muffler will it help with horse power beside with sound or is it better to have full length? I have no converters on my 82 dodge d150 and the mufflers are a strait through design
Leave 12" after the muffler.
We've cut them off and run the butt dyno
If it doesn't work, weld them back on. 🤔🤔
@@hotrodray6802 I was thinking turn downs on the exit pipe of the mufflers 12" turn downs would work
Ok
How long is the valve lift above .500"? How often @ redline (6000 crankshaft per minute is 50 camshaft rotations per second)
Gains sure, worth it 🤔
Open the valve as much as possible.
Topping out the head flow for as many degrees as possible increases total volume moved.
Where's David Vizard, more videos
Hey David, are there any cylinder head companies with good designers that can create good heads from scratch? I’d like someone who’s confident enough to take the job
Mr. B - let me have some more details here. Send your contact info to the MotorTec web site at davidvizardperformanceseminars.com
😀
Quoting Mark Twain. Lol
Will the formula for scribing work with a wedge style head?
Eric - Kinda - I WILL be cvering that in my porting series.
DV
@@DavidVizard if you have another porting school, do u cover this in ur school? I really want to go to ur school.
Porting a head like that would probably be something that I would never be interested in. I still find the work interesting even if the product doesn't interest me.
I like Berco Seat and guide machines better than a Serdi!
Yes - the berco is, if i remeber correctly, a much mre ridgid machine,
DV
@@DavidVizard Yes they are more rigid. The Serdi spherical ball that floats on air can be difficult to line up in the guide.
I was like 101. 0 to 100 in less than 59 minutes ...
Didn't Mitsubishi design that engine?
No
It's an American 2.2 from the 80s Omni/Horizon.
I had to do a bit of memory refreshment and discovered Willem Weertman. Fascinating part of Chrysler engine design...
Or you talking about diversity
The people who don't know what you're saying are those who don't have enough inclination to understand.
It takes aptitude AND desire.