There's nothing I like better than seeing how much power can be made with factory parts! When it comes to making power with stock parts, there is nobody better at it than DV.
I have a 2.2l turbo dodge amd also a v6 that im working on trying to mimic what you did for richard holdener. I really enjoy your teachings and your time.
2:16 i think it was Smokey Yunick who said squeeze the the hell out of what u can get in there , he i think was talking about Winston cup restireter plate motors at the time.
Thanks David always love your knowledge from all your years of study. I learned how too port stuff way back on motorcycles I lucked out and had an apprenticeship from the best. Your videos remind me of the guys I learned from and all your knowledge I’m soakin it all up in pictures in my brain like I did long ago. Thanks
Another great video DV!! I wished I had learned what I know now prior to assembling the engine in a project vehicle I’m building. I am half tempted to pull the heads back off of it and do more porting than I did. Prior to your videos a few years ago, the amount of head porting videos was very limited, that being the case I only ended up basic gasket matching and smoothing out the rough edges and removing excess flash.
Explain the holes in the squash area, is that may be done in another video that I haven't watched yet? I intend to watch them all, really appreciate your information.
This engine with the restrictive BBD carb is along the line of NASCAR restrictor plate engines. They are using in the neighborhood of 15:1 CR to compensate for the choked intake.
@@daledavies2334 been that way since 2000 that I know of in Nascar cup racing . I bought quite a few of the cup engines for my modified dirt car when they were past 360 cubic inch spec . Also they had flat tappet cans because roller cams were not allowed . All engines were dry sump also where in all A modified had to be wet sump which I converted them to before racing them .plus went to complete roller cam set ups 675 horse is the most we could get out of the engines for modified racing .
I've been following your videos on head porting for a while now. Learning alot. This one is puzzling to me on the before and after side by side demos. Where did the 4 holes come from in the finished cylinder? To me it looks like they're in the cylinder bore.
Years ago I seen a pair of the 2960s. Head jobs where they welded filled in just for quench and compression I was amazed. Lol I am not gonna name the stick car driver but he was a big time competitor
I send out facts not opinions such as you have done here! The internet is full of folk who have opinions that don't come near to reality. For a solid example check the mirror.
I followed your advice and grinded the head the same as u recommended didnt know it changed hands and is considered taking to much off hoping it will still give performance this way
Hello Mr. Vizard, In one of your recent videos you briefly talked about filleting the lower bore edges (crankshaft side) in order to optimize air flow within the crankcase volume. Will we get to see how to do this in one of your upcoming videos? I am asking because I am at the stage of my own build where I can still implement this.
I have read of motorcycle builders who install one way valve on the crankcase to let air out but not back in. The theory is that pistons moving up and down will drive air out of the crankcase thru the one way valve then there will be a vacuum inside the crankcase as long as the engine is running.
At around 13:00 your talking of milling .100 on one side and .125 to .130 on the other. Is there a performance advantage for doing this? Also if your block has been deck to zero will this type of head modification work ?
Another great video! I have been practicing on a junk magnum head and I must say you make this look easy. Your skill and knowledge is amazing! Thanks again for sharing.
David, I have your books, they are great. Just started watching this build. Can you tell me what the holes drilled in the quench area are on example you finished?
I believe he talked about that when he drilled them in a previous video. If memory serves me, it was just an exercise to show us how thick the metal was. Others, please correct me if I misstated that.
Great info. Made that old 318 combustion chamber look a whole lot like a newer Magnum combustion chamber. I have two sets of 3.9 Magnum V6 heads and will be doing as much of these "Vizard Mods" as I can to see if we can get 200 horse power out of the 318's little brother.
If your 3.9 is a magnum engine, you could check out the Melling mc1258 camshaft. It's for a 1991 TBI engine and has a lift of about .448 when used with the 1.6 ratio rockers of the Magnum engine. It also has a bit more lift on the intake side and a bit more duration @0.50 than the stock cam for 1992 and later magnums
@@brihno360 Thanks for the tip! I am also considering Harland Sharp 1.7 rocker arms with the stock cam, since the cam looks like new. But that Melling cam with 1.6 rockers sounds good, as well.
@@650gringo I have a set of those Harland sharps that I haven't put in mine yet because I'm in the break in period still. While I had it on the stand I tested them and I the intake valve clearance with that TBI cam was only like .065. I think it's due to the fact that the cam is several degrees advanced. Also- you should use the Keith Black cam timing method and make sure your factory cam goes in at least straight up. Uncle Tony details how to do that method in one of his videos
Hate to say it the 302 318 head has a nicer looking combustion chamber than a magnum. Now sticking to mopar closed combustion chamber heads. The 915 or 516 heads for big big blocks best chambers
I am guessing he is checking the cylinder head thickness in this area so knows how much he will end up with after milling the head down to create that quench area. This is just a sacrificial head that he has drilled into.
What about the "302" high swirl 318 heads? I wanted to build a set of heads to compete with my 71 j cast 360 heads.😊 I appreciate your knowledge and skills😊
I don't see how the 4 holes in what would be a quench pad in the combution chamber are not going to mix coolant and air/fuel abundantly.. Please tell me what am I missing here?
Now this is A. Top. Notch. Video omg. My lil nephew gonna love his uncle he has a 318 with a cam but stick heads. Not long I gonna Hook him up this summer
I want to know if if gaining compression in a Cleveland 2v OC head by allowing the piston to intrude into the chamber via rod length and head milling would cause detonation by putting the spark very near the piston top. Is there a necessary distance? ( I see most designs place the electrode near the top of the chamber.)
I’ve mentioned this in past comments, but I’ll ask again….couldn’t the quench clearance have been rectified with stock type piston (ex: silv-o-lite), by decking the block a “little” and offset grinding the crank to increase the stroke a “little”? I understand this would have changed the cubic inches some, as will over-sized pistons, but that would allow stock type pistons to be used and probably benefit the build by lower RPM where peak power is made in 2-barrel form, and some surplus cubes down the road for when the build uses aftermarket parts…..it seems if the crank is getting ground 0.010” to freshen up the bearing surface, an offset grind could be accommodated at the same time and save some $$$ on pistons at least in this stage of the build process.
I've had that .100 mill crack on 340/360 heads IDK about 318 For low compression motor try LYC super extended tip plugs developed by AMC they work great in LA Mopars, less timing better idle what size valves?
HI David ' Is Lengthening the rod by offset boring the small end of a press fit pin rod and bushing it to suit the floating pin worth considering for cheap pistons or is that cost and procedure impracticable considering the dependability of decent pistons ?
Good day Mr Vizard! I very much appreciate all your videos. In particular this series. I Also have been reading your books with great enthusiasm. My interest is in local stock car racing. We run the 500 CFM Holley 2 bbl. In your books I have not found much in the way of theory and choosing cam events in lower 9 to 10 to 1 compression with 2bbl carbs. I/we , would appreciate your opinions and guidelines as you carry on with this project Dallas
Yes - we started with the original heads and just ported them. No bigger valves at this stage. Next set of heads will be what you referred to as the Magnum heads which have those much bigger valves.
That's a good question! I wonder, too. If the heads are being done like this test chamber, it'd be interesting. 11.1 is pretty high, especially for cast iron heads. On the other hand, considering the high polish of the chambers, the enhanced turbulence, and the restrictive nature of the 2 bbl carb and intake, maybe this will live just fine with premium pump gas.
@@kart70 I'm really excited to see DV giving the Mopar heads some attention. I'm working on some 340/360 heads now. The combustion chamber shape is identical to the 318 heads in the video, so I hope to use some of his tricks in my build. Really want to stay with the factory iron heads, thus my interest in the compression ratio. I hope DV will comment on this issue.
I’m new here, how does subscribing save a child’s life?What percentage do you give?and I would like to see proof of what you give before I do , thank you.
The money we raise ALL GOES TO ST JUDES. I invest at least 75 hours a month of my time to St Judes without any compensation. When we raffle off this motor and-or it's redundant parts the proceeds go to St Judes. The more subscribers we have the more people we show our raffle to and hopefully get more entries. More entries means more money for St Judes.
Sure looks a lot like taking an LA chamber and turning it into a copy of a magnum chamber 🤷🏻♂️ I’ve finished porting my magnum heads and was working on polishing the chambers this morning. A lot of similarities to what’s shown here.
@@brucesherrill4116 I have some friends that have a machine shop and they do all my machining work. They would know but every time I go see them I forget to ask Jack if the 318 can be bored to 340? Lol. I have a crank being turned and when I go pick it up I am going to ask Jack. Jack used to be a NASA car driver for Ford. Excellent machinist.
@@ajw6715 I also have a 67 318. It’s already been over bored to .040. It had been sitting for a while before I purchased it and has rusty spots in the cylinders that I don’t think would clean up with only .020 taken off. It would be a good candidate for a 4.040 piston size if possible. This engine was a ran when parked purchase lol.
I have 2 318 punched to 4.040 one 68 block and one 69 block . Havent had a problem yet out of either one . Sonic check first ,had a 70 block that couldnt get that size so it's just a 390 stroker engine .
@@darwinfoster7420 thanks for that information. With the small bore size of the 318/390, I figured the intake valve would be extremely shrouded against the cylinders with 2.02 valves.
Just a comment for the algorithm. Thank you everyone involved. Both for your efforts in making money for St. Jude's and for allowing us to watch and be educated, for no cost, at the same time. Will there be a plaque placed on the engine detailing all those involved? Yes, a lot of names!
A tip for everyone. Watch his videos on 2X speed and actually seems normal. Lol. I don't mean any disrespect. Great guy ! Great knowledge !!
I can't wait for this engine to hit the dyno.
We haven't seen that yet and it's December now.
.... still waiting
There's nothing I like better than seeing how much power can be made with factory parts! When it comes to making power with stock parts, there is nobody better at it than DV.
I have a 2.2l turbo dodge amd also a v6 that im working on trying to mimic what you did for richard holdener. I really enjoy your teachings and your time.
Anyone whom desires to learn about how to make horsepower wud be wise to every single word Mr Vizard has to say!!!
I’m glad I’ve purchased and read most of DV’s books, It’s even more awesome to see him demonstrating the techniques to get the results wanted !
Porting has never been explained this thoroughly ever ! Thank you very much 🙏🏼
2:16 i think it was Smokey Yunick who said squeeze the the hell out of what u can get in there , he i think was talking about Winston cup restireter plate motors at the time.
The un shrouded intake and exhaust could apply to my Studebaker heads. Thank you DV.
Thanks David always love your knowledge from all your years of study. I learned how too port stuff way back on motorcycles I lucked out and had an apprenticeship from the best. Your videos remind me of the guys I learned from and all your knowledge I’m soakin it all up in pictures in my brain like I did long ago. Thanks
I enjoy reading the comments. Thank you DV , I learn alot watching and listening to your vids.
This keeps getting better
Another great video DV!! I wished I had learned what I know now prior to assembling the engine in a project vehicle I’m building. I am half tempted to pull the heads back off of it and do more porting than I did. Prior to your videos a few years ago, the amount of head porting videos was very limited, that being the case I only ended up basic gasket matching and smoothing out the rough edges and removing excess flash.
Thanks for sharing your knowledge with us.
Nice and informative, thank you sir
This information is brilliant
Guys like you David is what makes the hot rod game so good
Thanks heaps
Thanks D.V. Cheers bud!
Explain the holes in the squash area, is that may be done in another video that I haven't watched yet? I intend to watch them all, really appreciate your information.
Thank you, for another great video!
Love this and all your videos, David. Thank you for sharing your valuable knowledge. This motor's gonna scream!
This engine with the restrictive BBD carb is along the line of NASCAR restrictor plate engines. They are using in the neighborhood of 15:1 CR to compensate for the choked intake.
Nascar engines are limited on compression which is way less then 15 to 0ne . Last I knew it was 11 to 1 .
@@darwinfoster7420Now, how about a few years ago?
@@daledavies2334 been that way since 2000 that I know of in Nascar cup racing . I bought quite a few of the cup engines for my modified dirt car when they were past 360 cubic inch spec . Also they had flat tappet cans because roller cams were not allowed . All engines were dry sump also where in all A modified had to be wet sump which I converted them to before racing them .plus went to complete roller cam set ups 675 horse is the most we could get out of the engines for modified racing .
Great video! Thanks for sharing the knowledge.
THANKS DAVID
I've been following your videos on head porting for a while now. Learning alot. This one is puzzling to me on the before and after side by side demos. Where did the 4 holes come from in the finished cylinder? To me it looks like they're in the cylinder bore.
dv was checking chamber thickness these are test heads.
Thank you David. This was brilliant.
Excellent job D V
Years ago I seen a pair of the 2960s. Head jobs where they welded filled in just for quench and compression I was amazed. Lol I am not gonna name the stick car driver but he was a big time competitor
More squeeze is never bad 😂😂 nice job David 👍
I suspect Mr Vizard spreads much Hyperbole even in his own toilet
I send out facts not opinions such as you have done here! The internet is full of folk who have opinions that don't come near to reality. For a solid example check the mirror.
Just for the sake of clarity here Chuck are you the guy that has managed to amass 39 subscribers in just a scant 5 years?
Your point being?
Excellent work again DV, looking forward to the next one
Outstanding work on that port I can’t wait to see the cut away for milling at .110 thousand
Do you recommend indexing all the spark plugs to a particular orientation?
I followed your advice and grinded the head the same as u recommended didnt know it changed hands and is considered taking to much off hoping it will still give performance this way
Very interresting and well done
The carb intake and head at .550 lift is flowing like 160cfm...so it's going to make 290-320hp
What is the reason for the 4 holes in the quench area I don't understand please explain
Hello Mr. Vizard,
In one of your recent videos you briefly talked about filleting the lower bore edges (crankshaft side) in order to optimize air flow within the crankcase volume. Will we get to see how to do this in one of your upcoming videos? I am asking because I am at the stage of my own build where I can still implement this.
I have read of motorcycle builders who install one way valve on the crankcase to let air out but not back in. The theory is that pistons moving up and down will drive air out of the crankcase thru the one way valve then there will be a vacuum inside the crankcase as long as the engine is running.
@@650gringoI've heard of guys using the smog AIR pumps to suck vacuum on the crankcase.
At around 13:00 your talking of milling .100 on one side and .125 to .130 on the other. Is there a performance advantage for doing this? Also if your block has been deck to zero will this type of head modification work ?
Another great video! I have been practicing on a junk magnum head and I must say you make this look easy. Your skill and knowledge is amazing! Thanks again for sharing.
Good morning David
David, I have your books, they are great. Just started watching this build. Can you tell me what the holes drilled in the quench area are on example you finished?
I believe he talked about that when he drilled them in a previous video. If memory serves me, it was just an exercise to show us how thick the metal was. Others, please correct me if I misstated that.
Good job David
As always, invaluable info from a master hp maker. Thank you again for sharing your knowledge David.
Great info. Made that old 318 combustion chamber look a whole lot like a newer Magnum combustion chamber.
I have two sets of 3.9 Magnum V6 heads and will be doing as much of these "Vizard Mods" as I can to see if we can get 200 horse power out of the 318's little brother.
If your 3.9 is a magnum engine, you could check out the Melling mc1258 camshaft. It's for a 1991 TBI engine and has a lift of about .448 when used with the 1.6 ratio rockers of the Magnum engine. It also has a bit more lift on the intake side and a bit more duration @0.50 than the stock cam for 1992 and later magnums
@@brihno360 Thanks for the tip! I am also considering Harland Sharp 1.7 rocker arms with the stock cam, since the cam looks like new. But that Melling cam with 1.6 rockers sounds good, as well.
@@650gringo I have a set of those Harland sharps that I haven't put in mine yet because I'm in the break in period still.
While I had it on the stand I tested them and I the intake valve clearance with that TBI cam was only like .065. I think it's due to the fact that the cam is several degrees advanced.
Also- you should use the Keith Black cam timing method and make sure your factory cam goes in at least straight up.
Uncle Tony details how to do that method in one of his videos
Hate to say it the 302 318 head has a nicer looking combustion chamber than a magnum. Now sticking to mopar closed combustion chamber heads. The 915 or 516 heads for big big blocks best chambers
Thank you.
For what you have to work with it looks magnificent!!! Very well thought out. I would call that a success.
Thanks so much
I've got a 1967 318 with 273 4 barrel heads.
Hey DV, I might have missed it in a previous video, but I was wondering what the 4 holes drilled into the quench area are for?
Check episode 80!
I am guessing he is checking the cylinder head thickness in this area so knows how much he will end up with after milling the head down to create that quench area.
This is just a sacrificial head that he has drilled into.
@@p-m2127
Yes
Drilled to establish thickness.
I had questions on the spark plug but you answered it
What are the holes in the squish area????
🇦🇬
Very informative as usual. 5 Golden Rules For Cylinder Head Porting continuation overdue. Please add new content.
🙇🏾♂️
Does a Hemi have less long side bias in flow?
What about the "302" high swirl 318 heads?
I wanted to build a set of heads to compete with my 71 j cast 360 heads.😊
I appreciate your knowledge and skills😊
David you're a great man!
nice job, i wonder if you might show us how to port a ford 4.6 2 valve head sometime?
Save your money and drop on some trick flow heads. They flow more than you could ever get near from porting the stock ones.
I don't see how the 4 holes in what would be a quench pad in the combution chamber are not going to mix coolant and air/fuel abundantly.. Please tell me what am I missing here?
Now this is A. Top. Notch. Video omg. My lil nephew gonna love his uncle he has a 318 with a cam but stick heads. Not long I gonna Hook him up this summer
What cam will be used with this combo of stout compression and iron heads?
I'm building a similar motor
I would love to see what you recommend for closed chamber big Chevy. People are just throwing away these heads like they are boat anchors
Great Info thanks
Wait how much did you take off the head there and what about those 4 holes in the head
I was thinking it had to be like .100
Will the exhaust percentage end up too high with the inlet being so restrictive?
What kind of fuel is it going to use ?
It this project dead in the water?
How close can the piston be to the spark plug....not just for physical clearance, but to begin combustion in close proximity to the piston top?
I want to know if if gaining compression in a Cleveland 2v OC head by allowing the piston to intrude into the chamber via rod length and head milling would cause detonation by putting the spark very near the piston top. Is there a necessary distance? ( I see most designs place the electrode near the top of the chamber.)
I understand this is episode 10. But what are the 4 holes drilled in the quench area.
See how thick it is.
Mabe starting with a set of "302" castings would have been the better choice.. I have a set that I want to put on my m880.
I’ve mentioned this in past comments, but I’ll ask again….couldn’t the quench clearance have been rectified with stock type piston (ex: silv-o-lite), by decking the block a “little” and offset grinding the crank to increase the stroke a “little”? I understand this would have changed the cubic inches some, as will over-sized pistons, but that would allow stock type pistons to be used and probably benefit the build by lower RPM where peak power is made in 2-barrel form, and some surplus cubes down the road for when the build uses aftermarket parts…..it seems if the crank is getting ground 0.010” to freshen up the bearing surface, an offset grind could be accommodated at the same time and save some $$$ on pistons at least in this stage of the build process.
Eric, I went with the most convenient method to achieve our goal. Also it promised to be the least expensive.
I've had that .100 mill crack on 340/360 heads IDK about 318 For low compression motor try LYC super extended tip plugs developed by AMC they work great in LA Mopars, less timing better idle what size valves?
HI David ' Is Lengthening the rod by offset boring the small end of a press fit pin rod and bushing it to suit the floating pin worth considering for cheap pistons or is that cost and procedure impracticable considering the dependability of decent pistons ?
DV said in a previous video that generally speaking a small rod ratio increase is irrelevant.
@@hotrodray6802 and cost comparison ?
Good day Mr Vizard! I very much appreciate all your videos. In particular this series. I Also have been reading your books with great enthusiasm. My interest is in local stock car racing. We run the 500 CFM Holley 2 bbl. In your books I have not found much in the way of theory and choosing cam events in lower 9 to 10 to 1 compression with 2bbl carbs. I/we , would appreciate your opinions and guidelines as you carry on with this project
Dallas
Right on
What are the 4 holes in the combustion chamber for?
To show the thickness of the combustion chamber material I believe. These are experimental head sections for R&D and teaching.
Where can I get a calibrated Helgesen orfice plate? I tried making one, but there are some blips in my flow curve.
Where can I purchase a flow ball?
On my 5.2 magnum, would it be beneficial to use a 5.9 head gasket and de-shroud the valves past the bore size? I'm in the middle of porting. Thanks.
Is there a reason why you didn't use the magnum head closed chamber and I think flow much better
Yes - we started with the original heads and just ported them. No bigger valves at this stage. Next set of heads will be what you referred to as the Magnum heads which have those much bigger valves.
What happened to mission impossible did it die?
Offset grinding the crank throwsis removing metal.
Why not use dome top pistons?
The original plan was to use all factory stock 2 bbl parts, but modified.🤷♂️ I was wondering if this project was even still alive(?)
You mentioned 11:1 or higher compression ratio. Are you hoping to run this on pump gas?
That's a good question! I wonder, too. If the heads are being done like this test chamber, it'd be interesting. 11.1 is pretty high, especially for cast iron heads. On the other hand, considering the high polish of the chambers, the enhanced turbulence, and the restrictive nature of the 2 bbl carb and intake, maybe this will live just fine with premium pump gas.
@@kart70 I'm really excited to see DV giving the Mopar heads some attention. I'm working on some 340/360 heads now. The combustion chamber shape is identical to the 318 heads in the video, so I hope to use some of his tricks in my build. Really want to stay with the factory iron heads, thus my interest in the compression ratio. I hope DV will comment on this issue.
11:1 engine can run on 93 octane pump gas w/ the right camshaft profile and distributor curve. Think dynamic ratio, not static.
@@josephtravers777 So try to get the DCR to around 8:1 with the cam?
@@ChrisJones-ez8fj 8:1-9:1, IIRC
5:30 this looks like fiat 500/126 R2 ohv head :D
Top shelf Tech DV
All for the best cause
Im gonna get good at this
How do I get raffle tickets for the mission impossible 318?
IF YOUR BORING THE ENGINE. IT IS NO LONGER 318 DISPLACEMENT. WASN'T THAT A LARGE PART OF THE MISSION?
No. When we laid out the rules for this build a rebore was part of the deal.
I’m new here, how does subscribing save a child’s life?What percentage do you give?and I would like to see proof of what you give before I do , thank you.
The money we raise ALL GOES TO ST JUDES. I invest at least 75 hours a month of my time to St Judes without any compensation. When we raffle off this motor and-or it's redundant parts the proceeds go to St Judes. The more subscribers we have the more people we show our raffle to and hopefully get more entries. More entries means more money for St Judes.
Good to hear, thank you.
@@DavidVizard was Jacque at St.Judes?
So what's happening with this project?
I am just getting over my fifth back surgery
Thank You for your support of St. Jude's hospital
Sure looks a lot like taking an LA chamber and turning it into a copy of a magnum chamber 🤷🏻♂️ I’ve finished porting my magnum heads and was working on polishing the chambers this morning. A lot of similarities to what’s shown here.
Like a semi runner
What the deal with this motor , did it even get build ! is it running yet
Can a 1968 318 block be bored to 340?
I’m also wondering about this. A sonic check to get the cylinder thickness is the only way to know.
@@brucesherrill4116 I have some friends that have a machine shop and they do all my machining work. They would know but every time I go see them I forget to ask Jack if the 318 can be bored to 340? Lol. I have a crank being turned and when I go pick it up I am going to ask Jack. Jack used to be a NASA car driver for Ford. Excellent machinist.
@@ajw6715 I also have a 67 318. It’s already been over bored to .040. It had been sitting for a while before I purchased it and has rusty spots in the cylinders that I don’t think would clean up with only .020 taken off. It would be a good candidate for a 4.040 piston size if possible.
This engine was a ran when parked purchase lol.
I have 2 318 punched to 4.040 one 68 block and one 69 block . Havent had a problem yet out of either one . Sonic check first ,had a 70 block that couldnt get that size so it's just a 390 stroker engine .
@@darwinfoster7420 thanks for that information. With the small bore size of the 318/390, I figured the intake valve would be extremely shrouded against the cylinders with 2.02 valves.
Anyone can pay to advertise any youtube video. If someone wanted to buy ads on youtube it could help with the St. Jude's part in the long run.
For some reason, the donation button isn't up on this video David. Great stuff as always though. Many thanks Greg
🔔😎
JUST DO IT !!!!!
YeeeeeHaaaaaw!!!!!!
I did that years ago probably back in 92 and Tony he don’t want nothing to do with it what’s that about
This thing is gonna be pretty stout I can tell already
Just a comment for the algorithm. Thank you everyone involved. Both for your efforts in making money for St. Jude's and for allowing us to watch and be educated, for no cost, at the same time. Will there be a plaque placed on the engine detailing all those involved? Yes, a lot of names!