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PowerTec 10 EP 7 Porting with Nitrous and Power Boosting Supercharger Head (edited & reposted)
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- Опубликовано: 16 мар 2021
- David Vizard Small Block Ford forced induction head porting
This video is awesome. I don't say this lightly but as the video editor this is the best porting series on the internet. These are just a taste of what can be learned in one of David's Porting school
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If you are savvy enough to read this description For a limited time you will receive a $25.00 refund on purchase of the full versions of above software's. To receive the refund you need to drop me an email with your invoice# after purchase @ davidvizardseminar@gmail.com
If you purchase the 90 day trial versions for $10.00 The same as above applies after purchase of full versions plus the $10.00 trial purchase price for a total of $35.00 refund.
Email davidvizardseminar@gmail.com
Website davidvizardperf...
Facebook / davidvizard434
EDELBROCK Performer RPM intermediate Porting video part 1 Video: • Edelbrock intermediate...
Probably the best bang for buck channel on RUclips! 👌
Thankyou Mr Vizard. Been a fan for many years and have a shelf of your books.
Sweet info especially the comment on economy with a larger exhaust valve
I'll sleep on the floor. Just teach me all you know lol. This is a blessing. I'm wanting to build a ford fe. Sadly I live on the left side of the country.
Sad indeed, I'm stuck over here too.
There are good engine guys over her on the left coast too. You can always book a flight to take one of DV's classes.
I have watched all of Davids current videos and read the BMC A-series materials during my SCCA racing days and can say there is a lot of useful material there if you're willing to dig it out and do a little home work. He doesn't just throw all the answers out there but inspires you to think about things.
Huh h huh HK
Mr Vizard, you choose your words most carefully and it makes for good quality information. Cheers to your efforts.
I have been running mild street supercharged engines for over 25 years. I have always thought that the exhaust side needed more attention. I have also read some of Davids books and I really like them. Im so sorry about his daughters fate.
As a novice cylinder head porter, it is intriguing to see methods I've never seen before. I'm an avid hot rodder, and want to be regarded as a man who can build a high performance engine. I greatly appreciate your videos, as they've opened my eyes to many things I've never known before.
Boost measurements come best when the Intake Valve is Welded shut.
I prefer MAD equations to measure just the volume of fuel I can combine with that volume of air within the cylinders.
I will leave the welding to the frame builders.
Waiting patiently for your next book. I'm not a Ford guy but I will still buy it, because I like to learn.
I've only bought two of his books, I need to get them all.
@@johnparrish9215 I'm pretty sure I have all his books except for the ones he wrote about the A engines. Just the SBC, BBC, Holley and the porting stuff, etc. I've been buying his books for probably 20 years. Great stuff.
@@johnparrish9215 some are really hard to find and I scoured Ebay for months.
The man is a true master craftsman. Decades of learning and research at the highest level.
I always learn something. This video really underscores how application specific needs translate to why there's no such thing as a bolt on head - some work is always required, even beginning with a really good casting. Keep up the great work!
Mr Vizard, I consider you one of the few men on the level of Gale Banks. I can give no higher compliment.
Thanks. Fantastic information.
you should do a line of cnc heads based on your work. I would think one of the major aftermarket head manufacturers would be interested. Port, scan, cnc.
This is race winning advice! Amazing learning experience thankyou
Race to the back...nobody uses any of this info where winning and money are on the line. Maybe some chub making youtube videos, but nobody that needs to make money in real life racing uses any of this information.
thank you mr. Visard. I have been reading and using the information from your books since the 80"s when I read your book "nitrous-oxide injection". I am hoping you start having your seminars again so that I can attend.
Same here, I've learn a ton from Mr. Vizard. His nitrous book is my favorite.
Thank you Mr Vizard. This video encourage me to continue engine buildings not in such a general way. Forexample for a rally engine I might have:
- 2 litre, high comp and NA
- 4valves per cylinder and exhaust valve 85% from a intake valve.
- cam duration from 1mm lift: 220 degrees.
thanks again David,,,,,,,Knowledge is inspiration and the mental tool for success
Very nice work, thank you for making these videos David 🏁😊🔥🛠🤘
Fantastic David. Keep up these great videos!
Great to see the SB Ford head build.
I'll bet Einstein asked David for advice!! 👍👍
Thank you, David, for an enlightening video.
Obrigado por dedicar o seu tempo para ensinar.
⚔️🇧🇷⚔️
Please run these heads on the dyno. I'm also interested in the Trick flow Heads. Thank you Mr. Vizard!
Awesome video . Hope to watch all your videos , the nitrous related ones first. Thank you Mr. Vizard.
Excellent info as always DV!
Thanks again for your time
The man, the myth, the legend !!!!
Could you please show a video on LS heads? I’m interested to see how cathedral ports react to porting.
I’ve heard of people using those balls during flow testing inside of the port to find dead air in different areas while watching the flow by restricting it with the ball.
THANK YOU SIR!!!
Thanks!
👍 very nice. I'm going to have to dig out one of my 305 heads and try this for a 400... I have a 6/71 roots. I'm thinking the shallower chamber will help with the unshrouding...it just a thought I had.
Super imformative video!
Ya, I saved it so I can watch it ten more times.
Time to take a grinder to my supercharged 427LS heads before I bolt them on
Awesome
The least resistance a pump has the more efficient!
Hello Mr. Vizard! Big fan of your work, I've been reading/studying your publishing's for over 2 decades now. 20 year young hot-rodder now 44 how the time flies! Anyways I do have a specific question about the content of this video. If you didn't CC the chambers after the work to know for sure the size increase (if you do know please share) what would be your guess on how many CC's you added to the combustion chamber.
your last name should of been wizard lol! love your vids if you see this give me a link to see yiur fir sale products!
What % of the exhaust valve size increase is due to the lower compression compared with the extra due to increased oxygen from turbo/nitrous?
Im a huge fan ;]
I have a 90 tho over sized Kent cross flow with 244 kent cam, 11.1comp.
My question is can this go supersonic air flow?
going by this upload, my i600 flat heads flows heaps more on the exhaust port compared to inlet.
mega revision.... surely
Thanks a lot🤝🔥🔥🔥🔥 top info
Like🤘
What iron heads should I seek for my twin 454 carbureted marine engines?
Since a blower or a turbo crams air in, as does nitrous, why not have an exhaust valve same size as intake valve? Then you can really lean on the boost or nitrous without concerns about scavenging at all. Scavenging would be excellent due to the area rule favoring a bigger "curtain" of air escaping around the exhaust valve at early lift?
David, could you provide info on a suitable zirconium oxide coating for intake manifolds like you explain in your book? I have been unsuccessful in trying to find something acceptable that works.
I was confused by the drawing of the exhaust port at 26:49, is the solid line the gloor of the port and the dooted line the path the air will take?
What is the ratio ideal for forced induction compared to the 75% on naturally aspirated?
By the way the flow balls come from Thorpe
Does this work well with a boosted engine with E-85 or a max effort mild blown/small supercharger on a sbf on alcohol?
I have a question 454 or 460. I just learned that the 460 is actually a really good block. I always been a Chevy guy.
Are 460s more difficult or expensive when it comes to heads.
I noticed a lot of guy go straight to aluminum heads.
The 460 heads are massive choke points to making good power without a big overlap. Many design features can not be overcome, so aftermarket heads are a huge improvement
Thanks Dave a lot of good stuff thanks fir the videos. I’m sticking with Chevy
The factory 460 heads are generally superior to comparable heads from other similar production engines when it comes to making power. They can work well for very little money in a lot of applications with the right modifications. Check out the porting guides from RHP they are worth it.
I always thought exhaust flow is more important than the intake.
Exhaust flow is important, but it is more of a struggle to get good intake flow on a naturally aspirated engine. On a NA engine, you are relying on atmospheric pressure to fill your cylinders. On a forced induction engine, you are able to overcome more obstacles to flow with increased boost pressure. Having a good flowing port and boost pressure is obviously better than relying on higher boost to force its way through a bad flowing port.
Exhaust is forced out with combustion pressure, heat and the piston's upward movement. A good flowing exhaust will aid the turbo and help scavenging.
Exhaust flow is important, but not more important than the intake. To make more power, you still need to maximize the oxygen and fuel in the cylinder.
According to Richard holdener, and his extensive dyno testing,.. the more hp an engine makes N/A, the more hp it will make under boost. This makes sense mathematically as well. If we take a 300hp engine, and double the atmosphere pressure (14.7 psi boost), it will make around 600hp.
Therefore, why would you change the valve sizes at all, specifically? If it does not improve the HP N/A, it will not improve the HP under boost (over a different valve size combination), so why do it?
Don't come in here with your common sense and dyno backed theories. This is for DV fan club chubs, to say how amazing his un-used by any serious race team or manufacturer in the world ideas are.
What Richard and david are doing are 2 different things , Richard is bolting on boost and starting with max n/a is a good point , david is increasing efficiency of a given set up and if u watch again he increased power with out sacrificing reliability as cylinder pressure was fine , also he is watching controlling back flow very important on a turbo , u will need to go deeper ,
That works in theory but you loose efficiency with higher pressure ratios (charge temp and turbo shaft speed) and also back pressure
@@superkillr So I'm curious, what technologies are you using or referring to? I went to your channel and found only 4 subscribers and 0 videos? We may be chubs, however we are trying to learn. Not everyone is exposed to top racing technology. So If you know some share it with us. I would be just as grateful to you for it. Thanks
@@superkillris it even possible to get almost double the power from a 75hp shot, not in my opinion. Love how he also says that nitrous is unreliably repeatable, not in my experience. How can he even measure 1% of what goes on in an exhaust port, 500+°c temps & over 1800fps air speeds tells me no you can't & 35yrs experience in this game says the same
Watching this to learn if there’s something useful for diesel. Anything you could share
I use the porting tips on my idi diesel and it works well,not so sure about D.I. engines though.
Almost first! Haha
Perhaps I missed it, but how should the 75% int to exh ratio be better optimized on a forced induction engine? Greater than 75% I assume?
Yes - but watch it all again so I don't have to take a page or so to explain.