1000 plus HP street drivable BB Chevy's.
HTML-код
- Опубликовано: 10 сен 2024
- I AM JUST EDITING THIS DESCRIPTION HERE TO LET YOU KNOW THAT ON TUES. OCT 24 TERRY SAID HE WOULD ACCEPT $21000 FOR THIS ENGINE. (IT'S WORTH $30000!)
In this Episode 111 of PowerTec 10 DV and Terry Walters explain a different approach to building HP and torque from an otherwise conventional big block Chevy. Far from being 'the same old stuff' the usual formula for a big block street build is turned around 180 degree and these 4 figure outputs are achieved with a much shorter duration cam than you might expect. The specs of both engines described here are also E 85 and water methanol injection friendly. The latter making it possible to run on 87 octane pump gas instead of $20 per gallon race gas!
I just want to say thank you from the very bottom of my heart sir. Mr. Vizard you are a national treasure. I have been a huge fan of yours for a many a year now. You taught me how to port heads, and pick the perfect bumpstick everytime among many other things. To learn this from the best who ever lived is an honor. It feels like I get a gift everytime you make a new video. You and Andy make by far the best vids on RUclips. Thank you so much for sharing you knowledge with us. I wish I could shake your hand sir and tell you face to face. You sure had a huge impact on my life sir. I pray to The Good Lord that He blesses your lives richly. Thanks again for everything
Dan
Смотрю из России. Девид -прекрасный человек. Прекрасный мастер. Здоровья на долгие годы! Радуйте нас!
гараж 54
I really like your videos DV . I have learned more from you than anyone else. Please sir no more chevy anything . Its so done to death . You are the guy that could get 1000hp put of any 600+ ci big block
Iv Brought A AEM water injection unit to run on my BMW540i all the information on this subject is much a precited thanks David
I love this subject of Water Injection.
Thank you for going into this Dave.
Heard that a smaller cam will hold on a long time if the heads flow very well.
Managing high compression with Water injection and still making remarkable street torque was the next question.
Dave, was right on it.
The higher compression offers much better blowdown and broadens the selection of camshaft.
I heard there may not be much to offer beyond 14:1 for Gasoline in terms of BSFC. The addition of Water mist may open this window further to consider higher compression.?.?
Coaxing a steam cycle from the power stroke of a regular Otto Cycle situation because of the beautiful simplicity of Carburetors, is something I’d be interested in learning and doing-perhaps for others as well?
Harry Ricardo, I think did some testing with water injection. Much of his tables likely took Altitude into consideration. I’m not too sure any of us here want to know what would happen at 25,000 FT.
I will try to turn up those tables and bring a link back here for everyone.
Thank you, Dave. I am sure that we all greatly appreciate you and your approach to the subjects you offer. Magnificent sir.
I remember in the 80's discussing the use of water injection on cars to improve performance via of being able to advance timing on horrible low compression engines back than. Also there was some benefit of having less carbon deposits due to the water injection. I just never understood why it seems like it never caught on since this has been around for so long and seems to have more benefits vs negatives. I have seen kits by different manufactures that offer water/methanol injection which also helps raise the detonation resistance of the fuel.
Consumers don't like filling up extra fluids, just look how much folks complain about DEF in diesels. So manufacturers avoided things like water injection.
That's awesome David, i love making horse power, we had water injection in the 70's brings back memories!!
david you never dissapoint us on any subject everything is hands on experience and lots of test hours , your the master of sparks ,proffesor of potential thanks again for all you give us
I learn something every time I watch your videos.
Great info David!!
I learn something from every video you make!
Thanks David and Andy 👍
Another great video. Thanks. I’m looking forward to some more water injection videos. Also, I think you might have shortchanged the Chevy big block when you said 50 years.
Awesome engine, David! I read about water injection in a book I borrowed from the library when I was in high school. "High performance automotive fuels and fluids" was the title from memory. I've been curious about water injection ever since.
Graham
I really enjoyed this episode, I’m wanting to switch my 638 over to something more streetable. I am going to change the rods to steel ones and lower the compression and change cam.Currently it’s about 1178 hp and has run 2 400 n2 kits. Just wasn’t sure the compression I would have to drop down to. It has 2.40 intake vale’s in a 18 degree head
Now back in the day, I builted a lot of street engines. I offen used 350 or 400 small block Chevy. I wound reduce friction as much as I could. In in my home garage and scale my parts , balance as much as I could. The I use small chamber heads and offen used 302 Chevy factory performance cam. And good timing chain. They ran fairly well. My work truck set up that way offen beat up on all my buddy's hot rods in 1/8 and 1/4 mile street races. So , I must have hit it the pretty good hp upper and good lower. I was beating car that on paper should have eaten me alive. Lol
Maybe this could be an Idea for video that demonstrate a practical example of fuel economy that could result taking full advantage of water injection ?
Something like a towing engine that use 15:1 compression versus 10:1
Both engines correctly camed and tuned
My guess is around 10% improvement.
I think this could be very interesting.
Regards
Mrt. Michelcote - you have a keen sense of where we might go with this. More to the point your supposition was a bullseye!
03:40, I texted a salesman at work "Please use a tape measure. Your eyeballs are severely out of calibration". I was just busting his balls a little as guys often do with other guys. I thought he would find it amusing. He was so upset that he went to the boss crying that I said he was stupid. I never imagined that he was so delicate.
Dave my name is John I hope that my logo doesn’t offend you because I respect young old people I watch your videos and they’re the best videos that I watch on any RUclips channel the logo means what it says only bad love your videos Dave I’m gonna build the 743 hp motor and one card thousand CFN I believe exactly to the tea I will call you thanks for what you do love it
Thanks for the video. Best tech on youtube. Well done.
DV, I'd love to get your take on a SBC 377 (destroked 400CI). Thanks for the great content!
1,000hp street rat would be nuts! I have a 565hp rat and it's plenty for the street. Maybe in the future I'll step up my game.😆
Thx DV
I offered only honed for over size rings , like 20 thousand at most.and gave it a cross hack that was less friction as possible. I also lighten piston and rods and make them weights the same. Nothing race as you would buy from store all junk yard parts
Great vid David and Andy. Much Appreciated🎩
DV for PRESIDENT!!!!
It would be nice to machine that engine for knock detection. Induce a little on the dyno so it knows the frequency.
Put the thing in an older heavy truck with gears that are steerable. Hook up a decently heavy trailer and see how it reacts.
Probably would have zero problems in a 62-65 Nova or fox body Mustang with some gear but I'd be curious what the limitations are in a truck, with real world testing (both what kind of dynamic/cranking compression on both NA and water or water/meth injected). Lots of factors like intake air temp, fuel temp...
agreed on the older heavy truck with taller gears idea. personally i had an 81 chevy camper special dually, sans camper on the back. dual battery boxes fuel tanks, period average 454 bbc, granny/2/3/4 manual transmission, 13 leafs in the rear springs, 4.56 or maybe 4.88 gears in the back, 2 piece driveshaft and carrier bearing. drove it home from a junkyard the day i found it and got to work. scored a vintage baldwin-motion edelbrock C427X rectangle port intake manifold with antifreeze jacket sized holes on both ends...added jb weld, some filing to even the gasket face on the manifold, double gaskets due to port mismatch-(i had the medium chamber cc true oval port heads with the 2.06 size intake valve), ate two stock camshafts and lifters due to lack of zinc in my 15-40 synthetic blend oil within a month or so, then traded my machinist a hand built dirt track claimer short block i had built and wrapped up in the barn...for a 3 way double roller timing set/a set of lifters/and a 115 degree lsa "jet boat" cam grind that was ground to reduce wake in the marina boat traffic. but had like .496-.503 lift at the valve, barely loped...but any gear other than 4th gear would throw the ass end into an epileptic fit, sideways at 50 mph in a 3-4 slick shift....mom in the passenger seat was havin a ball...complete mad max...6000lbs or heavier...would pull anything in 3rd at a fast idle, hell i could get out and walk next to it while pulling 10,000 lbs or more behind me. soooo much fun...so much waste of fossil fuels.
Water injection good enough for ww2 airplanes it should be plenty good for a street motor. That being said I see lots of people try to use the enderle nozzles for water injection and they are the wrong thing they make too big a droplets. The proper water nozzles are like a dog.
DV, since you can only go "so large" with an intake valve, can you gain valve area by going with a thinner stem? I know that LS engines come stock with 8mm stems, but could you ever get away with that with a 2.3" valve diameter??
SOME Chryslers intentionally notched cylinders to make room for the intake valves.
Was that a good or bad design?
Apparently it was done mainly on top end performers only, as it took some additional work and engineering to keep it from causing head gasket failures.
Would love to see a water injection comparison on a carbureted SBF & FI SBF!
Yes, sound good.
Thank you sir
That's a stout engine! BTW, I'm digging the new intro music. 😎
Thanks!
Hello David Vizard.
Thank you for continuing to share your experience.
Could you please answer this question for me.
I use water injection in my turbo engines, but I always have doubts about the AFR, now I am at 11.5 AFR, but I don't know if it is correct, or I can use 12.3 or 12.5 AFR.
Could you resolve this doubt for me? Thank you.
A greeting from Spain.
Gregorio
Hello David, I know you are a very busy man, and you have your life and things to do.
But could you answer me, thank you.
Good info 👍
I would love to see water injection with 87 octane on a turbo LS application.
8:30 Wow! I thought the LSA would be 107.2 and you are saying 102! I was WAY off!
David long comment but more of a question and somewhat off topic. Was wondering iyou could use the vortech spider injection hardware and just replace the injector with a check ball arrangement like used on the Porsche oil spray squirter. Each squirter could be made adjustable adjustable
I have an old Spearco injection setup on the shelf, I plan on using it on my 61 Chevy C10.
I would like to find more technical info on it though
I saw you put 110 LSA how did you get the motor to setup for the 110 LSA when it needed 102. I know you went up 3 points of compression so that's kinda from 102 to 105 so did you put big ratio rockers to and what else did you do
Mr. Vizard, I have been reading your books and I wanted to know. Does the same valve/cam calculations appear to work for modern engines; Gen 3 Hemi specifically? I love the idea of using math to find the ideal cam and valve sizing based on engine size, I just wanted to know if there are any modifications needed to adjust for the modern "style" vs a typical 350 small block. Thank you for all of your knowledge!!!!
Mr. Parma sir. The method works but not with the SB Chevy or Ford constants.
DV: Thank you! Could you please do a video on getting one of the off the shelf methanol injection kits to work reliably with water? Or is it too easy with a kit you would recommend? v/r wh
Is this the same motor shown on the Horsepower Monster to rival the GM 632 crate motor?
Yes it is!
Andy
@@UnityMotorSportsGarage
Ok. Nice to know Vizard is behind that!
@@UnityMotorSportsGarageI may be mistaken but isn't that apples to oranges? Doesn't that other engine run a 18° head while this one is just a 24° 377cc? Or did I misread the head pn? Pretty big disadvantage 24 vs 18 degree. 2.3 is much less undervalued in 18 application (though think those are something like a 2.425 but can't recall, several people make similar ones).
,,, probably the best example of a non breathing success story, but very high compression, was two Daytona 500 wins for the Morgan McClure Kodak Chevy . Of course NASCAR won't let you do that now . There's many lesser stories, including Smokey, and maybe most telling of all is how the high compression stuff had to be driven out of the pits .
I know this comment is not about water injection, but I wonder what became of the Thunder 32 valve big block heads. Last I knew Valley Head quoted something like $15k for a kit.
Interesting David, I know of a 100% alcohol 632 that makes 1146hp na, is water meth only used with race gas or could it be used with alcohol
Jerry, Alcohol has a high octane on ity's own and does a lot of cooling so water becomes semi redundant.
Great info. I wonder why manufacturers did not use it as a mean to reduce fuel consumption. This technology is known since WW2. Sometimes I wonder if there is collusion between manufacturers and oil companies.
Water/meth injection precedes WW2 by a long way.
@@DavidVizard Thanks, I wrongly assumed that studies made by the NACA was the beginning.
TurboRocket Fluid. 1962 and 1963 turbo Oldsmobile Jetfire used water-methanol injection to keep the high compression, non-intercooled, carbed all aluminium V8 from detonating under boost. Boost dropped from 6 or 7 PSI to 2 or 3PSI when the water meth reservoir was depleted. Customers hated it / didn’t understand it so the engine was canned.
I wanna turn my 8.1 vortec into a 632”…….can it be done with just bore and stroke….this is in my eagle230 eliminator (boat)….or do i need a taller deck block??
Great information that's awesome you shared this information about the 632 bbc. My question is the fuel thing can it be possible what if you run 91 or 93 pump gas and out octane booster would that be a option for it
What about running 24:37 meth injection with nitrous?
Sad to here only half the story with water injection without hearing WHY & how it works with combustion.. to reeaally benefit with water too .. why .. David .. didn't you elaborate on adding methanol to the water & the where's & why for's of adding it .. 20% being ideal .. & the even bigger benefits from it with cleaner combustion & cleaner engine internals .. & how that is !! .. warning .. take care with your ignition timing to get the best results ! .. look further too into chilling the water/alcohol in a chilly bin too ..
Errol, I went into great detail on water/meth injection in episode 95.Did you watch this?
What block are you using for this 632 stroker
David little off topic , do you think the hardware from the vortech spider injector assembly (lines and such) be used to cobble together a water injection system. Ditch the central injector and make a central spring and check ball setup like the Porsche oil squirter assembly It could be made adjustable with simple brass hardware at the end of the plastic lines or at the central injector. The flow rate could be managed by sizing each orifice as required by the cylinder. Secondly would a sharp edge on the orifice improve the water molecule size?
It sounds feasible but I guess you will need to build one to find out!
Thanks for the reply David. I know your days are much busier than mine. Don't have a Dino to test but do have a 1mile stretch at 4 percent grade. So we will see .
Got me a mark iv.would like to know more about that 520
1060 horse power that's like 90,000 squirrels!
👍
Mr. David, I purchased and read once Billy Godbold's High-Performance Cams and Valvetrains book. More information and ideas to compare.
Billy follows the IVC, EVO, IVO and EVC doctrine. OK for someone with his experience in the cam business. I am curious of your thoughts on his book.
I like your 128 formula adapted slightly for other manufacturer engines. Your method simplifies selection for us less knowledgable enthusiasts.
I must say that I will need to reread Billy's book a couple of more times to absorb more of what he is relating.
Thank you David.
Billy's book is on my agenda to read. In my profession it's a must read deal!
David, NO race gas around here. What do you suppose that thing would do if you took timing out, no injection and ran it on 91?
It would cost about 200 or so hp and about the same in torque. The question is about the same as asking what a top fuel engine would make on 91 gas!
@DavidVizard Thanks for the reply. I was just curious cause it seems like an interesting combo. However, I'm not so sure about the top fuel comment and its relevance as those are totally different animals, and no one I personally know can afford one or the fuel. But to be more relevant, some people may want to know how the 632 would run with that type of fuel off the track as a street car, then change it up at the track.
$21000,00 for the 632
So I reckon the 318 mission impossible aint gonna happen....
I fear that as well. With DV's age and health issues, something has to give! This whole thing was Uncle Tony's idea, HE should pick up the ball and run with it!
I would really like to see him do this plan with all the things he keeps saying on here like this motor. I would love to see just how much he could get out of a 318 . I the work he has done on the rods is crazy and would just like to see how much you can do from stock to a DV killer. I wish I had a ton of money to send him to get this done but like most of us sitting in my chair just dreaming of a project like this. I’m myself am still trying to figure out how to get brake lines for my pickup on social Security. Yeah I know what DV is talking about on that. You have to go with what you’re getting money from. But god I love the idea. Junk yard dog turned into a monster.
Aparently the 318 parts went to people that tony wasnt aware of and didnt agree with... think it involved a bunch of busses and gettin tossed under. 🚎🚎🚎🚎🚎🚎. Anyone seeing this comment can correct me if im led astray.. or dont. Either way this comment will probably be deleted... no hate.
@@JeffKopis Not meant as a bash, but Tony is out of his league to do the 318 to the level needed. (My opinion) Maybe he will prove me wrong? Hats off if he can.
@@Comet-hn3gmfor him no problem with that turd lol
Run straight meth injection and all will be good. Plenty of octane and the cooling will be great too
Hey Mikey, Watch episode 95 and you will find that cooling is not the big factor it is often supposed to be. Water injection sends the fuel octane up to stratospheric values. It also increase the mass of the 'working medium' As for thew cooling factor that is in a distant third spot.
I will go $21000,00 Terry Walters
Turbo fluid? Hehe.
David Vizard, come back to earth. Joe Average doesn't want, care, or afford 1000HP 632CI BBC's. Joe Average want's the most he can get from a 427 or 454 with 87, 89, 91, 93 octane fuel.
Joe, I want to say you are exactly right and wrong at ther same time. That takes unbelievable skill!
Just once in a while it is a good idea to put something in that is a spectacle of engine building. This was it. Thanks for your honest crit here. It shows you are an upfront guy.
DV
Thank you David. I never miss your videos. Although I can't afford roller cams and aluminum heads, I do quite well with large oval closed chambered iron heads. Getting decent compression on a big block with flat top pistons is a challenge to say the least. The closed chambers a little milling and steel shims get you very close to 10:1 Stick in the largest intake valve you can with the right cam and you're in the stump pulling business. All the best.@@DavidVizard
Poor people, which is almost everyone watching. Can not afford a race engine. We can only afford factory 454, 460, 440 blocks.
Lynnrunningdeer, your comment is right on the money but we do need some diversity only if it's to show what the PowerTec team have been doing.
Sad to here only half the story with water injection without hearing WHY & how it works with combustion.. to reeaally benefit with water too .. why .. David .. didn't you elaborate on adding methanol to the water & the where's & why for's of adding it .. 20% being ideal .. & the even bigger benefits from it with cleaner combustion & cleaner engine internals .. & how that is !! .. warning .. take care with your ignition timing to get the best results ! .. look further too into chilling the water/alcohol in a chilly bin too ..
See episode 95.
@@DavidVizard I sense you excitement of the topic.. have enquired into the library the Rolls Royce Heritage Society has .. ALL that inter war research publications on this & everything is there.. paradise.. particularly Bristols sleeve valve engines like the Centuri & Napiers Saber etc uniform 2-strokes.. all proved Turbocharging doesn't improve any engines efficiency.. F1 turbo engines proved that with high specific fuel consumption results.. loving you series it's a university course all of its own.. have your A-Series books 👌& 5 minis.. many thanks from NZ 🇳🇿🇳🇿🇳🇿🇳🇿