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A mystyery - 90 hp from spark plug change!!!
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- Опубликовано: 13 дек 2022
- In this, episode 42, of PowerTec 10, DV looks into some power gains and losses which were a mystery at the time they occurred and, many many years later, are still a complete mystery. If you have any ideas as to why these events happened we would be really glad to hear your theories.
I can definitely confirm the spark plug story. I always did a lot of work with plugs, timing, indexing, ignitions, etc. One time I had been having good results with gap and timing and I decided to push it to the limit. The car just fell on it's face. It was over 3/4 second slower in the 1/4 mile. I pulled those plugs, put my trusty 'best combo" back and and the car flew again. In physics we have what is called "a high q" circuit. What this means is that if you get just a little to the left or to the right of optimum, you lose power/gain/response. That's how engines are. Most people run engines with a Q about 50. Good race engines are in the 70s maybe 80s. Those on the edge are in the 90s'. But if you get just a hair off, you can drop by 50% for the smallest thing. The story about the 350 that ran with the Dominator is a prefect example of a High Q engine. Anyone who's been "in the zone" in any competition can confirm this. You can't miss a shot. Nothing distracts you. Your brain is at a higher level. Engines can be the same way.
Like walking a tightrope
Right
@@Equus_Master It's call it "like balancing a triangle on the point."
Thank you Mr. Vizard! You are a breath of fresh air to me and many others... I've scratched my head for hours on end trying to figure out why my car wouldn't pull like it did... I had bought a set of accel "shorty" plugs because of my headers and when I swapped back to ac or ngk, the power was back! Who'd have thought plugs would make such a difference? As others have said, when I pulled plugs to look for a wet plug or fouled plug, I found neither. I so needed to see this video! It can be depressing and make you lose your enthusiasm for the whole restoration process. I've learned so much from you! Thank you, from the bottom of my heart! I love you!
Another riveting episode where you are never looking for the end to arrive. Thank you David. Sometimes it is the little things. A friend of mine was a painter at General Motors Holden, Australia, during the Second World War. They got a captured Zero in the factory and stripped it to find out what they didn't know. It was put back together but could not reach its prior top speed. It was later realised they had spray painted it but the Japanese painted them with a brush, from front to back. Apparently that broke up the surface drag. This is much like the polishing of ports that slows the charge.
Thats why I dont care so much about heads I ported going everywhere.....most dont see the ' trick ' .......😅
Wow, Mr. Vizard is really pumping out the videos lately. Thank you for being willing to put out so much information and for putting so much time into these videos
I am not completely sure, but a legal action caused him to re-release videos from a "Canned Library" of mountains of work he had to re-do. I believe he addressed this early on in episode 1.
Check into it. Ask UTG on the scoop on this issue.
@@deankay4434 so not actual reruns from the old channel, but rehashing of previous subjects?
@@MCNicholasR most episodes were previously recorded and re-released due to the old channel being closed down.
@@MCNicholasR Yes, what he said! The old channel was shut down. It may have a result of his daughters death! I know I wouldn't want to be in high school nowadays!
DAVID DONT CUT YOURSELF SHORT, IM 62 BEEN A MECHANIC SINCE I WAS 5 YRS OLD, TALKED TO THOUSANDS OF THOSE CAR GUYS AND NONE HAVE HALF THE IQ OF YOU MR VIZARD! THANKS FOR YOUR TIME AND KNOLEDGE
Mr. Vizard, I wish so badly that I could've went to you engine building school, but Thank you very much for these videos, I just found your channel a few days ago and I feel like I've learned so much already! I'm definitely going to buy your books and learn as much as I can from you! Your a true blessing!
John 3:16
I’ve experienced that spark plug issue firsthand and people always tell me I’m nuts and spark plugs couldn’t do that. It was on a 350 swapped ‘80’s Monte Carlo my cousin bought many years ago and you couldn’t get the thing to turn the tires for anything. It had decent parts and receipts for everything. I pulled a plug to check condition and it had Accel “shorty” plugs in it for header clearance, they didn’t appear worn and weren’t fouled or wet- looked normal. We went to the parts store and picked up regular old Autolite spark plugs…after tossing those plugs in, the car came to life! Blip the throttle from a standing start and the tires went up in smoke instantly. To say it was an entirely different car after that is a gross understatement.
Not experienced anything that extreme myself but i like to try a few diff brand plugs in an engine and see what it likes
Auto light coppers or ac Delco coppers are my go to plug for all my vehicles I always side gap them too and the never skip a beat
Many years ago, I was an engineer on vibratory conveying systems. In some tuning situations, we would hit what we called a High Q where the the performance would hockey stick nearly straight up. Tuning for that situation was very narrow and temperamental. Literally, turning the system off and coming back the next day and turning it back on with, no other changes, was enough for to send the system to hell in a hand basket. Took some head scratching to figure that one out.
I wouldn't mind hearing stories on the big block 496. They really don't cost to much to build one to make good HP..... this man is full of knowledge....God bless you Sir.
David, I'm a new subscriber, thanks to Uncle Tony and Andy for guiding me to your channel, I could listen to you for hours. Thanks. TP
Those EQ cylinder heads were the most fantastic iron i have ever heard of, i think it was RHS that bought them out or maybe supplied the heads for them. The EQ heads were really good on dyno stands and performance. Here is a mild 383 build with EQ 220cc heads. 10.25:1 static compression with 185 PSI cranking compression. With a comp XR282HR10 retro roller. You could or should step up to a 288 and do well also with a trade off for the 91 octane . It made 515 torque @4000 rpm & 470hp @ 5400 rpm.The torque was straight across the band. A street stock build on the edge of pump gas 91 octane. Holley 750 dp with 1" spacer on pro comp #22025 intake. Hei 36* total (37*).
1.6:1 rockers brought lift to .544" and .555" lifts. If you have a street car 383 get heads that flow like this:
Ported EQ 220CC cylinder heads flow data
At.100" lift = 73 cfm IN. & 61 cfm EX./ .200"= 140 cfm IN. & 107 cfm EX. /.300"= 201 cfm IN & 144 EX/ .400" lift = 244 cfm IN. & 166 cfm EX./ at .500" lift = 269 cfm IN. & 181 cfm EX./ .600" lift= 280 cfm IN. & 190 cfm EX./ .700" lift =287 cfm IN. & 197 cfm EX.
I have an supercharged 03 mustang t56 swapped with a hand built forged 4.6L 2v from excessive motorsports in Florida. Its actually for sale, anways its got comp cam 2690009L and R, trick flow heads tr6 plugs "i believe" stock ignition, on a conservative tune 17 degrees at wot. Car is on about 20 lbs of boost and on wwf snow performance shes was just yawning at 550hp. i had the plugs out one day months later checking gap and plugs, nothing was wrong but I was learning about gaps at the time. Tuner had me put them at 28 thousandths months earlier i saw a video on spark getting blown out easily on large gap. I went ahead and tightened up the gap to 20 thou, such a huge increase in top end power I would say 90hp total. I'm no dyno maybe 50hp gain , anyways I could feel the difference it feels great with no change in the tune at all. Love your videos LIKE SHARE and SUBSCRIBE Happy holidays to you and this wonderful following
Thank you David...very informative and entertaining as well. 👍
I’m getting addicted to the wisdom and experience shared in these videos. I’ve also found that sometimes the flash, all-singing, all-dancing spark plugs just don’t work well. My T140 Bonneville just loves Champion N5s and plays up with anything else. It’s got plenty of electricity and a Tri-Spark ignition too. Even tried Denso Iridium plugs to no good result.
Thanks for all this info I'm taking notes like crazy
Really love the stories DV. Keep them coming
I love your stories. Yes I have heard this one before,....I don't care, I can hear it again, and probably will ! Thanks so much. I have been reading your books and watching your videos, I look forward to every one.
Spark plug electrode location in a combustion chamber can be critical in some cases. As you have pointed out before, Mini heads weren't really optional. If I was speculating on the 1050 on the 350, clearly defined, strong intake pulses made the carby respond. Soft mushy pulses would result in the fuel falling out of suspension due to the large droplet size. Would have been interesting to log the pulses in the manifold and compare it against some others. As you said, the heads flowed exceptionally well. Great stuff David. Regards Greg
David, I'm absolutely thrilled that you've embraced this format to teach your experience and expertise. What I love the most are your life experiences that include valuable tech info as well. As you are English , I've a question if you don't mind. How and where did you come to study and engineer American V-8s?
Possibly the larger fuel drops in the mini engine was making up some volume in the combustion chamber? Like water injection on diesels does. But the neat thing is, the fuel droplets would still burn, unlike the water.
I wonder if the lower velocity mix exiting the Dominator allowed it to make the turn into the runners to a more favorable location in the runners on that particular manifold?
Great stuff, much thanks.
That's kinda where my mind was heading. Something about the combination (maybe even cam ?) Still moving enough air to make the carb work, even down low.
Thanks David
He's right. I've told people about how important plugs are and they don't get it sometimes. I had a turbo LS motor in a sandrail pickup almost 120 HP on a Dyno over a plug change. Went a couple heat ranges colder and closed up the gap a bit and BOOM!! Everything else being the same. Tune, boost pressure, everything the same. Just a plug change. Sparkplug selection is a real thing and it's important. 👍
Hello from Clinton, South Island, New Zealand 🥝✔️
Love all your history, thanks for
Sharing with us !
The exposed tip of the standard plug would certainly help. Have you considered reverse polarity on your coil(s)? Atomically you are blasting hot electrons into the soup, as opposed to drawing free electrons from the soup.
David you solved a mystery for me in this video. Thank you.
Greetings from Cyprus. love the channel, David.
@18:30 Could it be as simple as flashing from liquid to gas = lower temperature? Perhaps this changes things down the line like ... just that little bit more stable fuel & air mix / taking closer to the edge before randomish pre-ignition? I doubt it's this simple, but hopefully it's a good thought experiment. What an interesting puzzle. Thank you for all the wonderful content!
I have never heard you comment on Brisk Spark Plugs. My daily driver is a 2015 VW CC 6-speed manual 2.0L Turbo that I have extensively modified and on a 100 octane tune makes 379 WHP. I also 1/4 mile drag race it and 1/2 mile drag race. I have run Brisk “Standard” spark plugs in the past with good results. I ordered their “Multi-Spark” plugs and I honestly thought “Snake Oil” but prior use of their plugs yielded positive HP improvements so I spent $14 x 4 on plugs. I was at the 1/2 mile race event and made a few passes with standard NGK plugs (2-steps colder than stock running 100 octane and 25-28# boost) and thru in the Brisk Multi-Sparks (no ground strap and 2x rings imbedded in the ceramic cone). Instantly picked up .91 MPH. Made a few passes and put back a fresh set of NGK’s and it slowed down about the same. Back in went the Brisk’s and picked it back up. That’s real world A-B-A testing. Don’t know if the high boost makes this look better or not.
I would love to see you do some comparison testing using this plug as well as a standard (ground-strap) Brisk.
Love your video’s!!!
No disrespect Mr. Vizard,
but I believe the race plugs
UNSHEILDED the flame kernel,
leaving it vulnerable to the
boost generated by the supercharger on the mini
engine.
(Hope I'm not coming off as
some piss ant know it all ) 😅
Regardless, you were SHARP
enough to catch, and correct
the problem! Kudos to you,sir.
I'm not a spring chicken like
I used to be, but I'm still a fan of your passion,
and dedication in the world
of tuning, and hotrodding.
I bought, and read some of
your books back in the 90's,
and they HELPED me with
my wimpy 301 pontiac v8.
It was a dog of an economy
engine, but I got some fun
out of it thanks to you.
Thanks again. 👍
I've found myself sometimes it's the simplest thing overlooked that causes problems
Hi David,
I suspect the larger droplet size requires more energy to evaporate. The additional BTUs cool the air fuel mixture more. Lower inlet temperature equals more density of a charge hence more power. I have done a bit of experimenting on two stroke expansion chambers. Do not underestimate the pulse energy in the exhaust. Perhaps your students engine has a well matched exhaust configuration which produced a pulse that traveled to the dominators venturies.
Mike
Greetings from Greece, Master.
Μάστορας, όχι Master 😉😂
Wonder if they are still married? I left many beautiful girls over going racing every weekend, and in the shop every night. To win a championship you have to absolutely love it. Won championships in dirt circle, asphalt circle, and off road racing. It took dedication and love to do it. Once it becomes a job, it will reflect in the finishes.
David, I would have loved to attend the college class as I sponge info, but family farms didn't even gives us an allowance. NE is a long way from NC as well. I would have swept floors to be their as my experience came from a small two man garage with an apprenticeship. It must have help from this kind man gave me enough to add what I had done before, then earn an ASE Master Tech in 78.
Thanks for your info.
Probably the manifold. The carb and manifold just worked in unison. Had the student done any unique modification ?.
What might have helped in the understanding of the spark plug mystery would be a super-high-detailed CFD analysis of the dynamic flow in the engine as the engine rotates. Ie, watching a movie of the flow in the cylinder instead of just a static simulation of a frozen moment in time. When I say 'super-high-detailed CFD', I mean that would show the flow of air around and through the electrodes of the spark plug as well as the trough between the spark plug core and the outside.
Or you could have a diesel
@@fastinradfordable Haha! Actually, I much prefer diesels anyway, I've had several
I also did some testing with Holley Dominator carbs on a 355 sbc drag race engine making a little less than 600hp using a 750 Holley 4150. A friend let me use his 1050 out of the box from Holley but he would not let me do any changes to it. Needless to say ET was down, it was just to rich. So I wanted Prosystem's to build me one of his 750 dominators but he said the 830 4150 will work better. Bolted in on and up over 600hp. Ran it for a few years until I came across a 750 Holley Dominator which out of the box was down on power. After making some tuning change's (mainly removing rear power valve and upping the rear jets) the truck ran its best ET @ over tenth faster than the 830. I've always wonder what the 1050 would have done if I had got to tune it.
In relation to the carburettor mystery, I'm going to make a suggestion based on inductive thinking. If the carburettor performed really well at high power levels in all cars, and only performed well at low revs in one particular car (and was spluttery in other cars at that low revs), what that suggests to me is that, as the designer expected, it would produce finer drops at high air speed and bigger drops at low speed. This suggests that in your student's engine, it may have been sucking air in high speed gulps rather than long, slow sucks. That would keep the air flow through the carburettor in short bursts of high speed flow producing finer drops, thus enabling it to continue working well at a lower engine speed. It also may have been that the power of the engine meant that the throttle had to be more closed for a given engine revs, thus leading to a higher vacuum within the inlet manifold and thus with even bigger droplets of fuel at a lower airflow speed, more of it would have evaporated before combustion, thus leading to smooth running even at low revs. Or alternatively, if the cam was pretty wild it might have needed a greater flow of fuel / air mix at that lower speed than many other engines, thus ensuring a higher speed of air through the carb and therefore smaller drops.
Greetings from Sweden. Thx for your channel!
300zx is great example of spark plus making a big difference, the plug where designed to sit farther down in the head, iridium replacements don't go don't far enough. they're solid copper core platinum tipped 5k resistor plugs, ususal gapped to .44 but I like .43 because I've had issues with pre detonation and the smaller gap seems to help. went to a colder plug and that was it, best plug for the motor
Wouldn't the gas analyzer have picked up high Hydrocarbon from the unburned fuel if the spark plugs weren't doing there job?
Completely Fascinating.
I'm wondering if Dusty's engine had cylinder heads that had more air speeds and maybe more swirl? That made the 1050 carb work on his engine. And on the fuel droplets question maybe the bigger ones cause a bigger explosion in the combustion chamber? Of course I'm guessing.
Swirl is often not measured......
I had 2 years ago very recent Nascar heads on my flowbench. Flow was good...but the amount of swirl was ASTONISHING. Put in a diesel injector , increase compression and it would run on diesel.....
I saw the spark plug issue back in the early eights when we purchase a Direct Connection small block for our Mopar oval track car. it would not run on the recommended side gap plugs but was a beast on stock 340 champion plugs. As for the carburetor my opinion is that carburetors respond to the quality of the signal on the bottom side and not necessarily the volume of signal. Some combinations work and others don't with similar if not identical parts
Unshrouding and indexi! I prefer to unshroud my own and then tighten that gap a little
The issue of super-fine droplets coming out of a carburettor is that more of it will evaporate before it gets to the valve which is the biggest restriction in the intake air flow. I think the volume of vapourised fuel is about 100 times greater than when it is a liquid, so just a small amount vapourising in the inlet manifold would significantly decrease the overall volume of air / fuel mixture by mass that is able to make it into the cylinder. Additionally, the finer droplets going in to the cylinder will begin to evaporate more in the cylinder during the intake stroke because of the high proportion of surface area, so tha will reduce the effective degree of vacuum within the cylinder, thus reducing the volume of air / fuel mixture sucked in. So the economy is likely to be better but the maximum power will suffer.
I have lost performance with performance plugs.
Jimmy Bridges in Nashville built a 417 CID sbc for me. The carb was 1250 cfm. Car was fast (5.80s) in a S10 in the 1/8. Jimmy won a lot of Wallys and lots of NHRA records. Carbs and heads were his bread and butter. He could make the big carbs run on small CID engines.
Hello David. From Tampa Florida. Love your channel!👍
I wonder if the difference in being able to load that carburetor down to the lower RPM on one engine and not the other could be related to the ignition timing curve. As an example, one time I accidentally left my vacuum advance hose disconnected after checking the timing. When I drove the vehicle without vacuum advance down the interstate at 65 MPH, I noticed that I had to keep my foot in the throttle like almost halfway almost getting into the secondaries just to stay at 65 MPH. Once I reconnected the vacuum advance, I could cruise at 65MPH with the throttle barely cracked open. I realize that there is little to none vacuum at WOT with a load but can't help but think timing would cause a difference in how much flow is needed. Also fuel mileage was cut in half without vacuum advance. Engine also runs cooler with vacuum advance... Anyway, Great videos!!!! Keep them coming!
indexing, makes difference on certain combustion chambers
There is something about plugs, I have swapped brands in an engine and huge torque improvement.
Always keep used plugs in the tool box going to a race, screwing in known good is so comforting.
and the mystery answer??
Sounds like subject for a future vid in the dyno room. "How to determine the right fuel atom size for your engine".
Hello Mr. DV from Toronto Canada. Deep in thought as to why you experienced the different events made quick work of clearing the snow on my driveway-thank you! 😀 With respect to the side electrode vs the regular electrode plug, did the side electrode create a flame kernel straight down the center of the chamber, whereas the regular electrode plug created an angular flame kernel? The angular flame kernel was more efficient at igniting the mixture across the chamber?
I've seen engine dyno videos where there is a plume above the carburetor. I question if this plume is reversion of the AF mixture when the intake valve closes-does a larger plume means a higher velocity port? Were there any plumes above any of the carburetors on your student's engine? Thank you for posting!!!!!
There's too many variables to pin down as to why similar engines perform so different. One of the mechanics of the Baddest Camaro ever "Big Red" stated " cubic inches and horse power built by the right person will always come out on top"
Greetings.
How to properly orient the spark plug in the combustion chamber? Where should the side electrode look, and where is the open space of the candle?
Thanks
We ran them with no head on the spark plug but used a u ton coil.
Great video!!
i think your going to have to ask Dustin why his build could go full range with a 1000cfm Dominator 😁🤠
Funny! We love and hate the unsolved mysteries. 🤣 Just when I think I know everything!
Was the supercharger blowing the spark out? Causing the massive power loss?
😍 Thanks DV .
Hello from New Mexico, USA
Hello from Melbourne Australia
Hello from Melbourne florida!!!! Please show me the 318 two barrel intake. Thanks! Cheers!
@@servediocylinderheads don't have a 318 as I am playing with the Hemi 6, these motors where by Chrysler Australia
@@gavindowell8239 Sorry, the comment was for D.V.. I am helping on the Mission impossible project. I am wondering how much work that intake will need to keep up with the modified cylinder heads. Thanks
Most cars rely on 1 to 2 teeth of the ring and pinion that take all the power upon launch.
Bloodviking
I want a job like this!
The cam specs would be interesting to hear.
Nice...
I hope the Dyno guy helped that kid get a job! 550+ HP!!!
Ever hear of the 10 dollar bolt that took out a 35k engine.
The oil pump bolt.
Thanks!
I have a theory on the small droplet loss of power, the air flow wasn't sufficient, as the fuel atomized it expanded and took up oxygen space, the larger drops atomized in the combustion chamber after the air charge was already being compressed.
I would like to get a few engine combos that he came up with.
I have a theory on the race spark plugs: If the side gap breaks down before the conventional gap, the conventional gap will never break down. maybe the flame kernel from the side gap then takes too long to expand into the chamber?
Good idea,
I just run two numbers colder, and grind the electrodes back half way over the center electrode. de-shroud the spark. works great. 😊
David, did you ever think to ohm the spark plugs and match them up? Some big brands can have huge variations across a set of 4-8 plugs.
NGK seems to have the best tolerances
I saw this issue switching from ngk plugs to champions on a 4g63 Mitsubishi with an aftermarket 20g turbo. Same gap and heat range as the ngk’s but way down on power.
Seems the mini may need the fuel to vaporize from heat later in the combustion process, maybe pulling heat from the piston , or maybe it allows more air to be pulled in allowing the fuel to be atomized later, either way it seem the larger fuel droplets seem to allow it to keep burning during the combustion process,
And the 350, it must have pulled alot of air at 2500rpm, it would been nice to load it up with sensors to test everything imaginable, intake pressure, the frequency of pulses present the carb sees, atmosphere pressure, the exhaust scavenge efficiency, maybe the overlap was allowing the carb to see the vacuum from scavenging. To the point it was a perfect storm, where it had enough flow at 2500 to keep the carb useable,
We indexed our plugs often and doubled our coils a d that was about 20 hp
That's a shit ton of Torque from a 5.7 liter 350ci engine. It's about the same torque as the first Gen Viper with a 8.0 liter 488ci engine.
Could the spark plug resistance impedance not be equal plug to plug? Did you test the plugs? Appreciate your knowledge.
Interesting - Do suppose it have anything to do with the supercharger blowing out the spark? Or perhaps it has more to do with the field around the electrode at such high voltage. It could be the conditions inside the cylinder cause the field outside the electrode(s) are too insulating for one plug and less for the other... It has to be a resistance issue.
David, The spark plug issue could have to do with the coil and wires. in 1977 I bought a 1975 pickup from grandparents. It was high voltage ignition (80,000 volts if my memory is correct), much higher than the common 25,000 to 40,000 volt systems and the 80K Volt coil needed 0.080 gap. This was to effect the CAFE standards by massively detuning the engine, including a cam with very low lift and duration. Below 0.060 gap it ran terrible. At 0.100 gap, it ran okay, lost some power, but I gained a few more miles per gallon (from 12 MPH to 14 MPG). My SWAG (Scientific Wild Ass Guess) is that changing the gap may change the inductive reactance of the coil probably causing a slight delay in spark, just like retarding the timing. I didn't have an oscilloscope to test the theory so I am just guessing.
You used the same parts on different motors and they ran well. I usually only bet with my life and not my money, but with an extensive electrical background for motor control and power distribution, I would bet there were different coils being used for the engines that ran well. And I am going to guess that the gap was about 0.032 to 0.035 for the engines that ran well.
A true story (so I have been told - I could not verify it): Dr Robert Goddard, a pioneer in rocket engineering, was doing a test flight of a rocket. Everything went precisely as planned and everyone was ecstatic except Dr Goddard. Someone turned to Dr Goddard and asked why he wasn't ecstatic and Dr Goddard was to reply "But we didn't learn anything." True or not, I used this principle from then on when things went wrong. As a school teacher, I would teach this to my classes. I also gained a lot of knowledge from mistakes that others made. I hope all this helps.
Magic Sparkplugs?
David. love the videos and have read your sbc books. I am about to inherit a Blakley Bearcat kit car from my father. It uses a 71 Pinto drive train with the 2000cc ohc engine. I cant find your Pinto book anywhere, is it out of print? PS your the man.
Jensens best iteration used a Chrysler engine, except for the Lucas (the Prince of Darkness) electrics,
Einsteins I.Q . was only 160.
any recommended plugs to stop/reduce fouling on a lovely 02 Prism with the 1.8 engine that have the oil ring problem. I have good compression but 15 miles on plug cleaning and I lose power, still starts and idles, drives on level.
I had great results from the 2 AED CARBS I had
Sounds like the mystery of my Poulan chainsaw yesterday
Nice story. Where is the how to trade secret
Tell me about the BMC cams. If you picked up 3 , you'd find one would be retarded 4 degrees, another advanced 4 degrees and MAYBE the 3rd would be CLOSE if you were lucky. Probably explains why you would get certain cars that went so much better from the factory for no apparent reason
The race plugs were causing misfires. A more powerful ignition system and it wouldn't have made that much difference aside from heat range and reach IMO. Fat electrodes make a more powerful spark, but need more ignition power (ideally) or higher available voltage to avoid misfires. Random misfires can't be felt or heard but a scope will find them. .
So why did it work on that particular engine?
Can you imagine a 250 shot nos on that engine also what was the cam specs
I think it had some crap plugs to begin with.
David let me say this, I love your videos, But I must say this! You ramble some much there had to watch some times. This video was 30 minutes, and you could have told your story
In 20 minutes are less very easily. I only bring this up as constructive criticism. Many times
I by pass your videos because there just to long. I hope you don,t take my criticism the wrong way. Thank you for what you do.
Regarding the engine losing power with well atomized fuel, I wonder whether you were running out of fuel under load,. Larger droplets would equal more fuel for an equivalent air flow. If you could have run the engine as an air pump I'll bet the fuel drawn into the engine would be less with finer atomization. Or, an O2 sensor would have shown the engine going lean under high load. I'm guessing from my armchair peanut gallery position that the engine was simply running out of gas.
Good idea 😊
Lance from The Detectorists 🤣
What kind of car is that in thumbnail?
I found Delortos easier to tune.
Some of the most successful people had the biggest failures before they became successful!!! 😎
Great video, please fix your microphone situation