I’ve been trying to degree my cam for two days by using the cam card, degree wheel, magnetic based gauge. The numbers in the card did not match and I thought I was doing it all wrong. Thanks for the video, your content is extremely valuable.
Great stuff....D.V! I've seen with my own eyes what happens when cam timing isn't set up correctly... In heavy semi trucks..There was this time back in the 1990's We has two of the same spec semi trucks.. same weight and everything...I'd set cruise control, and the same other truck set his cruise control...and my truck would always lose out on the tq. And hills... so we told the truck owner, and they put in the shop..turns out cam timing was off..! I in joy the show
Mr. Vizard, it's Adam from Cattledog Garage. I shared this video to my now 2090 subs about 2 hours ago I know some of them have already made their way to you. I sorry you have to start allover again. Also if you have time I would like to get your opinion on something I'm working on its a 421sbc on nitrous that is going to get the very first set of a new cylinder head that trick flow developed called the super 23. Cheers sir, and I pray you stay in good health. P.s. in my newest video i stressed the importance of The proper LSA and that valve event timing has the biggest effect on engine performance and the fact that it can make or brake your engine combination.
Just watching Dyno Runs with Camshafts that were degreed correctly, when they were assembled statically teaches the novice in all of us the how to when we were starting out, what DV demonstrates in this video is that a Camshaft Grinder needs to know what is happening dynamically inside our cylinder head before he grinds the cam. It is thru people like David Vizard that we get educated, his knowledge, expertise and most of all experience show what a true master engine builder really is, Thank you so much David.
David. In 1979, I remember talking to Cyril J Batten regarding the great information you offered and I used it well. I campaigned an A/SM Camaro. With his dynamometer experience and your truly amazing engineering mind, I did fairly well in my class. I have ALWAYS considered Cyril to be one of the greatest engineers in the world, but I am placing you next to him as a tie. I thank you very much for sharing some of the amazing knowledge you possess. I wish I could meet you in person and share a coffee. Thank you again sir.
David thanks so much for sharing the importance of cams swing testing!!.....Now instead of arguing with people, I can just play them the video!!!....Please keep up the great work!!...
Uncle Tony got me onto your channel. What is very cool about you sir is your knowledge and your willingness to share it. So thank you l am now a fan after only one video and am looking forward to more. Can’t wait for you and Uncle Tony to build that motor.
I've been binge watching your videos and can't understand why I hadn't heard of you until a few weeks ago. I'm 63 and have been following the latest in tech and engine building for years. Back in the day, Smokey Yunick's "Power Secrets" was my guide, but your videos are adding so much more. I'm subscribed and will be watching every video.
Cam tech! That's what I'd like to see more of. Aggressive lobes vs those that aren't so much so and how that plays out with respect to output AND longevity. Subscribed again and wishing you all the best.
All you did Dave (CORRECT ME IF I AM WRONG) is take out the 4* of advance which basically equates to "RETARDING CAM TIMING" in any normal "non advanced" cam You will gain top HP and lose bottom end slightly.. The same can be said by advancing it, you will gain TQ down lower but lose HP top... If your engine is built for superior (MAX EFFORT) top end, then yeah i can see doing this.... But normal folks are 50/50 street/strip and i am more 90% street than strip thus a cam timing advance may help in my situation on the street... I noticed they started doing that, and it was always them trying to push 112* LSA's on people with EFI SBC's until they came out with their "XFI HYD ROLLERS" with the 113*LSA.... I plan to order a off the shelf XE-294-HR10 AKA 08-443-8... Love to see you do some GM FASTBURN head stuff dynos, flow test, etc.... GM puts them on everything GEN 1 SBC crate wise anymore... "ZZ" anything, it's probably got fastburns on it... Love to see what they flow out of the box tested by you and what can be done with the valve angle and change wise.
Already subscribed before I saw the first video. The degree wheel with two rings is intake opening and exhaust closing. This what gives us accurate overlap and the advantage of the correct cam, engine we are using and how we intend on using it. Sorry to hear of the passing of such a young man, Jacque! DK, ASE master, retired.
@@brettritchie4014 I have respect for what he does and has done, but yes, I am not familiar with his family. I spent decades trying hard to loose my hearing.
I had never heard of this guy until the RUclips algorithm recommended this channel to me, but am I alone in feeling like I’m on a bad acid trip watching these vids? The bizarre music, the crude stitching together of the video segments, the way he angrily stares into the camera?
I always thought that the cards specifications were just a generic number, we all know numbers are a value but this value can never be properly narrowed in by any cam manufacturer unless they are provided the specifications of your engine. I'm with you David that properly providing the cam manufacturer the full view of your build is the only way to get a better product and the adjustable cam gear is imperative to obtain to ensure maximum horsepower. Your insight and knowledge has me hooked and you got me glued to the screen absorbing the information you have graciously provided.
All the major performance aftermarket cam companies grind a +4 advance on the pin and always recommend installation with a 4 deg advance intake lobe centerline. Every. Single. Grind. I haven't bought an off the shelf cam in over 30 years. I do my research on the master lobes available that can be used with my blank. I try to decide my own intake closing event, overlap, etc based on my cylinder head data for that engine. I always start "straight up" on install for the first time. If I advance or retard it and performace leans better either way I know I slightly missed my mark on the custom ordered cam. I've had 4 identical camshafts with only the lobe sep variation on the shelf and out of 4 one performed way better than the other 3. Also the low lift flow is huge, so when finishing your porting try to get a balance on max lift and how much you grind on the port floors. Try to sneak up on grinding just enough to maintain low lift flow based on your chosen grind and vice versa.
Well when the information is presented in such a make sense manner with no apparent effort to dazzle with BS it is thought provoking. I am all in, can’t wait to see we’re this goes.
I've got a bunch of your books David, first time I heard you I was..."he's a brit??" LOL!!! This is awesome though, glad you got the channel up and running.
I was wondering about you the other day. I haven't seen any videos lately. Turns out I wasn't subscribed to the channel any longer. I'm subscribed and can't wait to catch up.
Hi David. Just a quick question. Would your method for determining LSA for a street performance motor be the same for a motor for towing where low speed torque is important? I am assuming that you would also install it advanced where it would make the most low speed torque. So many variables and so many different applications. It's hard for a regular guy to take it all in. Thanks. Andrew P.S. Subscribed from your old channel
Good evening Sir; I have used your recommendations in the past, and I know you know what you're doing. I built a supercharged 350 Chevy with a 106 LSA cam, and it worked really well. This was combined with a good exhaust employing an expansion chamber made as close as I could to your design described in an old magazine article. It pulled 1.85 second 60 foots in my 86 Firebird using the stock 2.73:1 rear end gears. Certainly had torque! One suggestion though. Respectfully, I think you should stress more the proper exhaust when using cams with tight LSA's. I do not think my car would have worked well without the expansion chamber. Thanks for listening, Tim.
This is the first time I've read someone went with a 106 LSA as an NA engine would run. The supercharger engines are always 112 to 120 LSA with an increased exh duration over the int. The turbo cams run 112 to 118 LSA but unlike the supercharger, it runs a bigger int duration than exh. And I'm sure it runs decent, but I'm sure you have a lot left on the table.
Hi. It happened to be in the engine when I bought the blower kit. I later put a cam in with 112 LSA, but sadly had a car accident before getting to the track to see what it would do. Oh well. @@jasonstormoen
The great cam scam…. lol, so true Dave. As an engine builder, I learned this the hard way and your videos have been definitely inspirational for me as well as informative. … keep on rockin
Out of curiosity, what parameters need to be had for the program to select the proper cam? Flow, valve size, runner size, compression, valve seat angle?
I look forward to the full story and to see how close or rather, how far off I was with my motor. I suspect my cam is on the bigger side of optimal. But I enjoy the sound it makes more so than maybe an extra 20hp. (Old school muscle car / street car)
i think i discovered, in the late 1970s, the factory cams were advanced, causing the intake to open sooner, causing reversion of exhaust and to be reburned for less emissions. the rule of a fire is fresh oxygen, so i retarded the stock cam, and the fuel mileage improved by 15%
I think the inner timing wheel increments at half of the speed of the outer timing wheel so it automatically calculates the lobe centerline of the intake or exhaust without finding the average of the opening and closing points on a calculator
I have a 351 Cleveland bored and stroked to 393 with quench chamber 4V heads. I called Bullet and got a REP that raced Cleveland’s in the 70s. I gave him all the info all the way to the differential. Should I discount what he told me to buy for a 450 hp build ? I thought Bullet was one of the best ?
Thank you for sharing all of your knowledge old timer. You can't quantify the value your time learning your craft just like you can't quantify the value in taking time out of your day to share this with us ❤️❤️❤️❤️❤️ You can't put a fair or rational dollar amount on passion or knowledge
I would be really interested in some formulas/charts on calculating required lift and duration for any engine. The possibilities for us that are financially deficient would maybe be a little more competitive with less $$$ spent.
The camshaft we buy is maybe wrong by 5% to 10% off the maximum engine hp or torque capacity for the average DIY JOE. To be able to check how far you are from that maximum capacity, you need to check on a dyno. Ok when your budget can afford it. But for me beeing a single father of 2 girls. I cant afford to buy more than 1 camshaft for my engine built. So i need to make my home work and make sure the parts im buying is the best one for my application according to all the meticulous details i have done for improve the flow of air particules from outside of the hood all through the sonic pull out of the very end of the tail pipe of the exhaust. That is a lot of calcutation and details to verifie before i spend money on the right parts. I can't make a mistake or i have to live with it. Next projet is a pontiac 350 that i want to bring close to the same specs as Uncle Tony's Garage 318ci. But im looking for best fuel efficiency with diesel kind of torque before HP so i need to bring head chambers as small at they can get to bring up compression close to 11:1 and check what valves "big vs small" and what "seats degrees" will help to have less pre-detonation as possible in accordance with the best camshaft profil possible. If the sonic pulse doesnt pull enough, the extra fuel-air mix will lead to pre-detonation earlier so i would need to change the mix fatter to be cooler and i dont want richer. I want a "fast flow", "high torque", best fuel economy pontiac 350ci with highest compression-"no knocking"-"6000RPM" engine that will pull my car from the christmas three lights to the finish line. Then drive it to my grocery store sometime. If it was easy it wouldnt be fun but it would cost much less. I know there is a combination for me out there. I done it with my 389ci and i didnt know half of what i know now from learning with mr. David, or Uncle Tony or lost of others on youtube who pave the way. I get around 16-18mpg with my 3800 pounds 66 pontiac starchief executive wich was 4400 empty. It comes with a factory-YF 11 mpg 389ci 4bbl 325hp and 425fp/torque. The only "dyno" i tried is the dead stop pedal to the metal take off and the smokes comes out from the 245/65/18 i have on like a steam boat. Hahahaha. Do greatness with less. If its possible. Friction is the engine enemy. Pontiac engines don't rave high, they twist the transmission shaft to a point that the earth stop moving and you get in a time travel device for a millisecond. Now that's "Torque". Hehe I didnt know about Tony's switching pistons around back then.
Thanks! I plan to give more As soon as I get my pay check your teas of Dino testing is so good I can’t imagine how much it would cost to take your classes to learn all I have taking a way form you videos
You're a smart man, Charlie Brown. Can't wait to see 320hp out of that stock 318. It's gonna take the best of all three of you to get this one done but, I know y'all can do it.
Starting at 14:36... NO! I wanna build one of my many 455 Oldsmobiles to make 600+ hp with an outrageous flat huge torque curve thanks to a 4.250 stroke and a 6.735 (up to a 7in from factory con rod) engine with heads that flow like smog era small block chevrolet stuff! I've been playing around for years with this stuff successfully. Wish David and others would take on the same project!
I really am enjoying seeing the same concepts I have thought about for nearly 30 years, being realized and shared! However, I must have looked at the max torque chart incorrectly. I saw numbers over 500, in both columns. Yet, it was said they produced less. What did I miss?
What I've learned over the years is you don't need to worry about every little hp or tk loss when you use power adders. Blowers beat turbos due to no lag generation. But turbos have no belt. And nos can blow your motor apart. A direct drive blower on e85 rules. Bloodviking
I used to adjust the cam timing on my 2,3 Lima engine (stage11 Crane cam solid lifters) by checking the over lap cycle, cylinder one, both valves closed, number four both intake and exhaust should be at half lift, thats where slight changes in timing can make or lose HP, I had an adjustable cam shaft pulley
In your opinion is overlap bad for boost applications. in the last test would the cam left at +4 daily drive better and idle better also make more vacuum?
I got lucky cuz i don't bother degreeing my cams i put them in standard, but the Elgin sloppy stage II I put in my 5.3 LS works so good it's INSANE! IT just rips no matter what rpm I'm at. Talk about a brilliantly designed bump stick somebody really got it right when they designed that grind! I've built a LOT of Chevy engines but this one is just spot on when it comes to a broad power band
This is all new to me, having trouble keeping up. I guess I'm going to have to buy the book and study. I'm very interested in getting a cam ground to a specific cylinders. Or each lobe ground to it's specific valve specs. This would include rocker lash, spring tension and lifter specs, as well as actual cylinder Compression.
Are there equations used to determine the optimum cam specifications that you will share? Like (intake valve diameter) x (flow value at 25% lift) = (number related to needing higher or lower LSA/etc.)?
Yes. He goes over this on his old channel. I believe DV is in the process of adding those videos to this channel. It will give you all the info you seek. The old channel is "David Vizard Performance", or something like that. Hope this helps
Most of this initally goes over my head as i just havent got the experience. It is extremely good to listen to though. I have only really had Holden engines
Great channel.. I'm running a Melling RV cam in an olds 455 cam number MTO-1.. this cam is used in olds 260-455.. so i'm guessing it's a catch all for everything.. I'm running it in my 11,000 lb RV.. This is a new rebuilt motor running 8.5:1 compression stock specs.. It rarely sees over 3500 rpm I want the most torque possible.. would you advance this or keep it stock at their recommended stock configuration? Cam is Intake duration at 050 204 Ex duration at 050 214 lobe separation 107.. I don't know the angle of the valve job.. it has a good flowing G head with the large valves either 30 degree face, and the 2.000" or a 45 degree face I don't know yet. Your thoughts??
Hi Dear . I need help for choosing the right cam for my Na lsx 427 305 heads -15 pistons (9.8 compression ratio) right now i am using Gt11 comp cam ….Thank you
Nearly all catalog camshafts are ground with a lobe separation that's too wide and with more advance than what's optimum simply because it makes them more forgiving when the chosen cam has too much duration for the application. Most of the time a cam that's larger than optimum is the one that gets picked from the list.
I drag raced 289’s in the early 80’s and never liked the specs of these 5.0 cams. My 289’s ran 11 second quarter miles before there was technology and an aftermarket for SBF’s!
Man I'd love to see DV nerd out on a BMW with valvetronic or anything else with controllable lift... those engines seem to always be about being more efficient, making the most of less, so it'd be cool to get a 550ci monster with the same capabilities of control and optimization, tuned by DV. Also would love to see these concepts not only as they pertain to tuning but with "hot V" ports, and different rod ratios.
Ohhh the magic of the .904 Not many cam companies had the master lobe profiles for the .904s. For years I used crower cams because they had specific .904 low profiles. Those were fun days
Simple question hopefully I have a blue printed balanced 5.7 30 over sbc 4 bolt 1986 or newer vortex 202 heads dual plain performer intake with a 4412 two barrel carb has been worked and flows at 568 cfm I have block huggers tuned headers with three inch collectors and 18 inches to exit with a 6 inch long open pass muffler 3" I use this motor on a camero dirt oval 1/4 mile track with the rule changes I'm going through motor for freshen up but I will be changing pistons and cam pistons will be 11 to 1 I believe with a hydraulic cam and lifters I would still be under 200 psi compression leaval testing using starter not running so lifters aren't pumped up motor is ran at 34 degrees at 3500 rpm no advance in distributor rpm range 3800 /4000 to 6800/7000 while racing must use 1.5 rocker I'm going to have screw in studs and valve guides and will be gasket matching exhaust intake and manifold and I have hei with msd ignition if you had to guess a cam cut I'd sure appreciate your input Thank you for your videos and any input 👍🇺🇸#09 Douglas Weeks Northern California racer
So, now that I have my home ported 452 heads with larger valves and 30* intake seats on my 440, it would be a good idea to check the cam timing and possibly retard it 2 or 3* from where I had it set with the unmodified heads. Good to know!
Silly question from totally unqualified individual. If an engine, street only was set up using these guidelines, would performance gains follow the same trend except at lower rpm? I would be looking for low and midrange performance over top end.
i love how the dino shows advance the timing to gain ten or twenty horsepower. but when they do the second pull they're reving the motor another 1000rpm
It's a shame that these cam companies, being in the hot rod industry for so long still don't even know who you are, even though you've been building engines longer than they've been around! I think now that you have exposed them on their deficient cam grinding system to the public, the massive influx of calls coming into their call centers might actually force them to pay attention, and stop building such generic cams.
The 2nd timing wheel measure’s the correct LSA of the camshaft after the camshaft has been put in the engine with all of the engine parts working together. Tells you when the LSA actually starts and ends.
David, my son and I have built an engine doing our best to use your formula. I have never tried to tune an engine built like this ,. Is there a way to contact you about this sort of thing? B
It's kinda frightening that this ignorance or sloppiness - or whatever you want to term it - is pervasive in the cam industry. The ignorance among us consumers is bad enough, but I would figure the manufacturers have it figured out. But I do believe you when you say they have not.
I’ve been trying to tell people this and I’ve argued with I can’t count how many people the engine doesn’t care what’s on the cam card that’s just a general stick it in the engine and it’ll run type of deal you have to look at everything to know where exactly to place that intake lobe
"If you can Give me...... 10 minutes of your time" .... 22 minute video.... Set playback to 2x . Problem solved 👌. Also your vocal track isn't really mixed right. Plays only out of one headphone really. Thanks for the good info though! Vid could use slightly better production.
![Gucci Mane & Sexyy Red - You Don't Love Me [Official Music Video]](http://i.ytimg.com/vi/j7IBqyFKT4c/mqdefault.jpg)
I’ve been trying to degree my cam for two days by using the cam card, degree wheel, magnetic based gauge. The numbers in the card did not match and I thought I was doing it all wrong. Thanks for the video, your content is extremely valuable.
Great stuff....D.V! I've seen with my own eyes what happens when cam timing isn't set up correctly... In heavy semi trucks..There was this time back in the 1990's We has two of the same spec semi trucks.. same weight and everything...I'd set cruise control, and the same other truck set his cruise control...and my truck would always lose out on the tq. And hills... so we told the truck owner, and they put in the shop..turns out cam timing was off..! I in joy the show
Mr. Vizard, it's Adam from Cattledog Garage. I shared this video to my now 2090 subs about 2 hours ago I know some of them have already made their way to you. I sorry you have to start allover again. Also if you have time I would like to get your opinion on something I'm working on its a 421sbc on nitrous that is going to get the very first set of a new cylinder head that trick flow developed called the super 23. Cheers sir, and I pray you stay in good health.
P.s. in my newest video i stressed the importance of The proper LSA and that valve event timing has the biggest effect on engine performance and the fact that it can make or brake your engine combination.
Mr cattledog - can you give me some contact details?
All these years and never really thought about seat angle in that way. thanks again sir!
Just watching Dyno Runs with Camshafts that were degreed correctly, when they were assembled statically teaches the novice in all of us the how to when we were starting out, what DV demonstrates in this video is that a Camshaft Grinder needs to know what is happening dynamically inside our cylinder head before he grinds the cam. It is thru people like David Vizard that we get educated, his knowledge, expertise and most of all experience show what a true master engine builder really is, Thank you so much David.
David. In 1979, I remember talking to Cyril J Batten regarding the great information you offered and I used it well.
I campaigned an A/SM Camaro. With his dynamometer experience and your truly amazing engineering mind, I did fairly well in my class.
I have ALWAYS considered Cyril to be one of the greatest engineers in the world, but I am placing you next to him as a tie.
I thank you very much for sharing some of the amazing knowledge you possess. I wish I could meet you in person and share a coffee.
Thank you again sir.
David thanks so much for sharing the importance of cams swing testing!!.....Now instead of arguing with people, I can just play them the video!!!....Please keep up the great work!!...
David, optimizing cam timing against the chosen valve seat angle and how it effects low lift flow makes sense to me, thanks for sharing!
Uncle Tony got me onto your channel. What is very cool about you sir is your knowledge and your willingness to share it. So thank you l am now a fan after only one video and am looking forward to more. Can’t wait for you and Uncle Tony to build that motor.
I've been binge watching your videos and can't understand why I hadn't heard of you until a few weeks ago. I'm 63 and have been following the latest in tech and engine building for years. Back in the day, Smokey Yunick's "Power Secrets" was my guide, but your videos are adding so much more. I'm subscribed and will be watching every video.
Cam tech! That's what I'd like to see more of. Aggressive lobes vs those that aren't so much so and how that plays out with respect to output AND longevity.
Subscribed again and wishing you all the best.
All you did Dave (CORRECT ME IF I AM WRONG) is take out the 4* of advance which basically equates to "RETARDING CAM TIMING" in any normal "non advanced" cam
You will gain top HP and lose bottom end slightly..
The same can be said by advancing it, you will gain TQ down lower but lose HP top...
If your engine is built for superior (MAX EFFORT) top end, then yeah i can see doing this.... But normal folks are 50/50 street/strip and i am more 90% street than strip thus a cam timing advance may help in my situation on the street...
I noticed they started doing that, and it was always them trying to push 112* LSA's on people with EFI SBC's until they came out with their "XFI HYD ROLLERS" with the 113*LSA....
I plan to order a off the shelf XE-294-HR10 AKA 08-443-8...
Love to see you do some GM FASTBURN head stuff dynos, flow test, etc.... GM puts them on everything GEN 1 SBC crate wise anymore... "ZZ" anything, it's probably got fastburns on it... Love to see what they flow out of the box tested by you and what can be done with the valve angle and change wise.
Thanks for sharing with us David!
Another thanks to Andy Wood!
God Bless Always Jacque🙏🏻🏁
Already subscribed before I saw the first video.
The degree wheel with two rings is intake opening and exhaust closing. This what gives us accurate overlap and the advantage of the correct cam, engine we are using and how we intend on using it.
Sorry to hear of the passing of such a young man, Jacque!
DK, ASE master, retired.
I'm not sure if it is I that has misunderstood what you have written, but Jacque was actually David's daughter that is unfortunately no longer with us
@@brettritchie4014 I have respect for what he does and has done, but yes, I am not familiar with his family. I spent decades trying hard to loose my hearing.
I had never heard of this guy until the RUclips algorithm recommended this channel to me, but am I alone in feeling like I’m on a bad acid trip watching these vids? The bizarre music, the crude stitching together of the video segments, the way he angrily stares into the camera?
You got me thinking. Good info. Uncle Tony sent me here. Waiting for the 318 2v build sir. Sincerely,
Andy Runey
🔔😎
Thank you DV for sharing your knowledge.
I've been following YOU for decades.
The name of the game is RESULTS!!!
YeeeeeHaaaaaw!!!!
😆😆😎😎👍👍
I always thought that the cards specifications were just a generic number, we all know numbers are a value but this value can never be properly narrowed in by any cam manufacturer unless they are provided the specifications of your engine. I'm with you David that properly providing the cam manufacturer the full view of your build is the only way to get a better product and the adjustable cam gear is imperative to obtain to ensure maximum horsepower. Your insight and knowledge has me hooked and you got me glued to the screen absorbing the information you have graciously provided.
I'll give you all the time you want David, because you have years and scads of experience. Thank you so much for sharing!
Great video. I learned quite a bit. I never knew valve seat angle had that much affect on cam timing. But it makes a lot of sense.
All the major performance aftermarket cam companies grind a +4 advance on the pin and always recommend installation with a 4 deg advance intake lobe centerline.
Every. Single. Grind.
I haven't bought an off the shelf cam in over 30 years. I do my research on the master lobes available that can be used with my blank. I try to decide my own intake closing event, overlap, etc based on my cylinder head data for that engine. I always start "straight up" on install for the first time. If I advance or retard it and performace leans better either way I know I slightly missed my mark on the custom ordered cam. I've had 4 identical camshafts with only the lobe sep variation on the shelf and out of 4 one performed way better than the other 3.
Also the low lift flow is huge, so when finishing your porting try to get a balance on max lift and how much you grind on the port floors. Try to sneak up on grinding just enough to maintain low lift flow based on your chosen grind and vice versa.
Well when the information is presented in such a make sense manner with no apparent effort to dazzle with BS it is thought provoking. I am all in, can’t wait to see we’re this goes.
I've got a bunch of your books David, first time I heard you I was..."he's a brit??" LOL!!! This is awesome though, glad you got the channel up and running.
Very interesting Mr David. Why dont you offer crate sbc engines in a 600hp version, 550hp version and a 400hp version.
The Facts are the Facts. No one can deny this information. Thank You David
I was wondering about you the other day. I haven't seen any videos lately. Turns out I wasn't subscribed to the channel any longer. I'm subscribed and can't wait to catch up.
Hi David. Just a quick question. Would your method for determining LSA for a street performance motor be the same for a motor for towing where low speed torque is important? I am assuming that you would also install it advanced where it would make the most low speed torque. So many variables and so many different applications. It's hard for a regular guy to take it all in. Thanks. Andrew P.S. Subscribed from your old channel
Good evening Sir; I have used your recommendations in the past, and I know you know what you're doing. I built a supercharged 350 Chevy with a 106 LSA cam, and it worked really well. This was combined with a good exhaust employing an expansion chamber made as close as I could to your design described in an old magazine article. It pulled 1.85 second 60 foots in my 86 Firebird using the stock 2.73:1 rear end gears. Certainly had torque! One suggestion though. Respectfully, I think you should stress more the proper exhaust when using cams with tight LSA's. I do not think my car would have worked well without the expansion chamber. Thanks for listening, Tim.
This is the first time I've read someone went with a 106 LSA as an NA engine would run. The supercharger engines are always 112 to 120 LSA with an increased exh duration over the int. The turbo cams run 112 to 118 LSA but unlike the supercharger, it runs a bigger int duration than exh. And I'm sure it runs decent, but I'm sure you have a lot left on the table.
Hi. It happened to be in the engine when I bought the blower kit. I later put a cam in with 112 LSA, but sadly had a car accident before getting to the track to see what it would do. Oh well. @@jasonstormoen
The great cam scam…. lol, so true Dave. As an engine builder, I learned this the hard way and your videos have been definitely inspirational for me as well as informative. … keep on rockin
Out of curiosity, what parameters need to be had for the program to select the proper cam? Flow, valve size, runner size, compression, valve seat angle?
Exactly how do we figure this out all I got was play with advanced and retard with a adjustable cam gear
I look forward to the full story and to see how close or rather, how far off I was with my motor. I suspect my cam is on the bigger side of optimal. But I enjoy the sound it makes more so than maybe an extra 20hp. (Old school muscle car / street car)
i think i discovered, in the late 1970s, the factory cams were advanced, causing the intake to open sooner, causing reversion of exhaust and to be reburned for less emissions. the rule of a fire is fresh oxygen, so i retarded the stock cam, and the fuel mileage improved by 15%
How many degrees did you retard the stock cam? That is crazy that mileage improved 15%.
As usual thank you for sharing your God-given wisdom with us DV.
Your 383 is getting over 1.5 foot pounds per cube! That's incredible!
I think the inner timing wheel increments at half of the speed of the outer timing wheel so it automatically calculates the lobe centerline of the intake or exhaust without finding the average of the opening and closing points on a calculator
You got it!!!
Bulls eye!!!
Fantastic!
Really enjoy learning from you David. Thanks for sharing your knowledge.
I have a 351 Cleveland bored and stroked to 393 with quench chamber 4V heads. I called Bullet and got a REP that raced Cleveland’s in the 70s. I gave him all the info all the way to the differential. Should I discount what he told me to buy for a 450 hp build ? I thought Bullet was one of the best ?
Heard about your new channel and I did subscribe.
Thanks again David
Thank you for sharing all of your knowledge old timer. You can't quantify the value your time learning your craft just like you can't quantify the value in taking time out of your day to share this with us ❤️❤️❤️❤️❤️
You can't put a fair or rational dollar amount on passion or knowledge
I would be really interested in some formulas/charts on calculating required lift and duration for any engine. The possibilities for us that are financially deficient would maybe be a little more competitive with less $$$ spent.
The camshaft we buy is maybe wrong by 5% to 10% off the maximum engine hp or torque capacity for the average DIY JOE. To be able to check how far you are from that maximum capacity, you need to check on a dyno. Ok when your budget can afford it. But for me beeing a single father of 2 girls. I cant afford to buy more than 1 camshaft for my engine built. So i need to make my home work and make sure the parts im buying is the best one for my application according to all the meticulous details i have done for improve the flow of air particules from outside of the hood all through the sonic pull out of the very end of the tail pipe of the exhaust. That is a lot of calcutation and details to verifie before i spend money on the right parts. I can't make a mistake or i have to live with it. Next projet is a pontiac 350 that i want to bring close to the same specs as Uncle Tony's Garage 318ci. But im looking for best fuel efficiency with diesel kind of torque before HP so i need to bring head chambers as small at they can get to bring up compression close to 11:1 and check what valves "big vs small" and what "seats degrees" will help to have less pre-detonation as possible in accordance with the best camshaft profil possible. If the sonic pulse doesnt pull enough, the extra fuel-air mix will lead to pre-detonation earlier so i would need to change the mix fatter to be cooler and i dont want richer.
I want a "fast flow", "high torque", best fuel economy pontiac 350ci with highest compression-"no knocking"-"6000RPM" engine that will pull my car from the christmas three lights to the finish line. Then drive it to my grocery store sometime. If it was easy it wouldnt be fun but it would cost much less. I know there is a combination for me out there. I done it with my 389ci and i didnt know half of what i know now from learning with mr. David, or Uncle Tony or lost of others on youtube who pave the way.
I get around 16-18mpg with my 3800 pounds 66 pontiac starchief executive wich was 4400 empty. It comes with a factory-YF 11 mpg 389ci 4bbl 325hp and 425fp/torque. The only "dyno" i tried is the dead stop pedal to the metal take off and the smokes comes out from the 245/65/18 i have on like a steam boat. Hahahaha.
Do greatness with less. If its possible.
Friction is the engine enemy.
Pontiac engines don't rave high, they twist the transmission shaft to a point that the earth stop moving and you get in a time travel device for a millisecond.
Now that's "Torque". Hehe
I didnt know about Tony's switching pistons around back then.
Thanks! I plan to give more As soon as I get my pay check your teas of Dino testing is so good I can’t imagine how much it would cost to take your classes to learn all I have taking a way form you videos
You're a smart man, Charlie Brown. Can't wait to see 320hp out of that stock 318. It's gonna take the best of all three of you to get this one done but, I know y'all can do it.
Starting at 14:36...
NO! I wanna build one of my many 455 Oldsmobiles to make 600+ hp with an outrageous flat huge torque curve thanks to a 4.250 stroke and a 6.735 (up to a 7in from factory con rod) engine with heads that flow like smog era small block chevrolet stuff!
I've been playing around for years with this stuff successfully. Wish David and others would take on the same project!
I really am enjoying seeing the same concepts I have thought about for nearly 30 years, being realized and shared! However, I must have looked at the max torque chart incorrectly. I saw numbers over 500, in both columns. Yet, it was said they produced less. What did I miss?
What I've learned over the years is you don't need to worry about every little hp or tk loss when you use power adders. Blowers beat turbos due to no lag generation. But turbos have no belt. And nos can blow your motor apart. A direct drive blower on e85 rules.
Bloodviking
Thank you for the beautiful information. Thank you David! I subscribed.
Second wheel is for optimizing the intake centerline.
Thanks David you make me wanna build something lol o I like my comp cam. that cover is sweet too hope to see more 👍
I used to adjust the cam timing on my 2,3 Lima engine (stage11 Crane cam solid lifters) by checking the over lap cycle, cylinder one, both valves closed, number four both intake and exhaust should be at half lift, thats where slight changes in timing can make or lose HP, I had an adjustable cam shaft pulley
In your opinion is overlap bad for boost applications. in the last test would the cam left at +4 daily drive better and idle better also make more vacuum?
First cam I purchased was a long duration variety off the shelf at big a auto! Really woke up the old 283 can't remember the numbers
I got lucky cuz i don't bother degreeing my cams i put them in standard, but the Elgin sloppy stage II I put in my 5.3 LS works so good it's INSANE! IT just rips no matter what rpm I'm at. Talk about a brilliantly designed bump stick somebody really got it right when they designed that grind! I've built a LOT of Chevy engines but this one is just spot on when it comes to a broad power band
Note Crane Cams measures their cams at (SAE duration) .004s for advertised duration. Everyone else doesn't.
Hello D.V. Subscribed to this new channel, I wondered where you’d got off to.
This is all new to me, having trouble keeping up. I guess I'm going to have to buy the book and study. I'm very interested in getting a cam ground to a specific cylinders. Or each lobe ground to it's specific valve specs. This would include rocker lash, spring tension and lifter specs, as well as actual cylinder Compression.
Are there equations used to determine the optimum cam specifications that you will share? Like (intake valve diameter) x (flow value at 25% lift) = (number related to needing higher or lower LSA/etc.)?
Yes. He goes over this on his old channel. I believe DV is in the process of adding those videos to this channel. It will give you all the info you seek. The old channel is "David Vizard Performance", or something like that. Hope this helps
I would like to hear more about the way you degree ur camshafts very interesting
Thank you, Uncle Dave!
Thank you for supplying this valuable information to us.
Most of this initally goes over my head as i just havent got the experience. It is extremely good to listen to though. I have only really had Holden engines
Great channel.. I'm running a Melling RV cam in an olds 455 cam number MTO-1.. this cam is used in olds 260-455.. so i'm guessing it's a catch all for everything.. I'm running it in my 11,000 lb RV.. This is a new rebuilt motor running 8.5:1 compression stock specs.. It rarely sees over 3500 rpm I want the most torque possible.. would you advance this or keep it stock at their recommended stock configuration? Cam is Intake duration at 050 204 Ex duration at 050 214 lobe separation 107.. I don't know the angle of the valve job.. it has a good flowing G head with the large valves either 30 degree face, and the 2.000" or a 45 degree face I don't know yet. Your thoughts??
Hi Dear . I need help for choosing the right cam for my Na lsx 427 305 heads -15 pistons (9.8 compression ratio) right now i am using Gt11 comp cam ….Thank you
Great content! Thanks! 👍🇺🇸👍🇺🇸👍🇺🇸
Nearly all catalog camshafts are ground with a lobe separation that's too wide and with more advance than what's optimum simply because it makes them more forgiving when the chosen cam has too much duration for the application. Most of the time a cam that's larger than optimum is the one that gets picked from the list.
Which leads to people erroneously focusing on LSA and cam advance when selecting a camshaft. It's like a snake eating it's own tail.
@@zacharymorris9917 Smart ass
@@davidkeeton6716 anything intelligent to say?
I drag raced 289’s in the early 80’s and never liked the specs of these 5.0 cams. My 289’s ran 11 second quarter miles before there was technology and an aftermarket for SBF’s!
Thank you for sharing your knowledge.
Very interesting, I’ve never heard of you, but learned a lot .
Good day to you do you have a Simple chart That I can use on a stock 350 Or a stock Carburetted 6.2 LS
Man I'd love to see DV nerd out on a BMW with valvetronic or anything else with controllable lift... those engines seem to always be about being more efficient, making the most of less, so it'd be cool to get a 550ci monster with the same capabilities of control and optimization, tuned by DV. Also would love to see these concepts not only as they pertain to tuning but with "hot V" ports, and different rod ratios.
Not only cams, cam gears can also be incorrect, I purchased a new cam gear that advanced my cam ! The keyway was cut in an advanced position !!
Would be great to see the two wheel method and you going a cam degree
Have you done any testing on Mopar engines small or bigblock since they have a larger diameter lifter?
Ohhh the magic of the .904
Not many cam companies had the master lobe profiles for the .904s. For years I used crower cams because they had specific .904 low profiles.
Those were fun days
Just line up the dots.., I thought
Simple question hopefully I have a blue printed balanced 5.7 30 over sbc 4 bolt 1986 or newer vortex 202 heads dual plain performer intake with a 4412 two barrel carb has been worked and flows at 568 cfm I have block huggers tuned headers with three inch collectors and 18 inches to exit with a 6 inch long open pass muffler 3" I use this motor on a camero dirt oval 1/4 mile track with the rule changes I'm going through motor for freshen up but I will be changing pistons and cam pistons will be 11 to 1 I believe with a hydraulic cam and lifters I would still be under 200 psi compression leaval testing using starter not running so lifters aren't pumped up motor is ran at 34 degrees at 3500 rpm no advance in distributor rpm range 3800 /4000 to 6800/7000 while racing must use 1.5 rocker I'm going to have screw in studs and valve guides and will be gasket matching exhaust intake and manifold and I have hei with msd ignition if you had to guess a cam cut I'd sure appreciate your input
Thank you for your videos and any input
👍🇺🇸#09
Douglas Weeks
Northern California racer
So, now that I have my home ported 452 heads with larger valves and 30* intake seats on my 440, it would be a good idea to check the cam timing and possibly retard it 2 or 3* from where I had it set with the unmodified heads. Good to know!
Is is for measuring the Overlap?
One wheel measures absolute crank orientation, the other measures overlap...?
Silly question from totally unqualified individual. If an engine, street only was set up using these guidelines, would performance gains follow the same trend except at lower rpm? I would be looking for low and midrange performance over top end.
i love how the dino shows advance the timing to gain ten or twenty horsepower. but when they do the second pull they're reving the motor another 1000rpm
Because it quit making power on that pull. Change timing, power band changes.
@@toomanyirons65 2 degrees of timing doesn't give you 50 hp.
It's a shame that these cam companies, being in the hot rod industry for so long still don't even know who you are, even though you've been building engines longer than they've been around! I think now that you have exposed them on their deficient cam grinding system to the public, the massive influx of calls coming into their call centers might actually force them to pay attention, and stop building such generic cams.
good to here from you .
Thanks for another informative video
Are they worth reading with stock heads ?
Im lookin in on ya now. Good stuff I like cam tech.
The 2nd timing wheel measure’s the correct LSA of the camshaft after the camshaft has been put in the engine with all of the engine parts working together. Tells you when the LSA actually starts and ends.
lsa is ground in and cannot be changed. intake centerline you can degree in with the timing wheel
@@hankclingingsmith8707 thanks Hank
How can we get in touch with you to get a cam spec'd out
David, my son and I have built an engine doing our best to use your formula. I have never tried to tune an engine built like this ,. Is there a way to contact you about this sort of thing?
B
The Wankel engine with all the problems and quirks. For it’s size and weight creates a huge amount of torque and horsepower.
It's kinda frightening that this ignorance or sloppiness - or whatever you want to term it - is pervasive in the cam industry. The ignorance among us consumers is bad enough, but I would figure the manufacturers have it figured out. But I do believe you when you say they have not.
Where can one buy the DV camshaft program?
Like Paul Harvey, now you know the rest of the story.
Yes for the 581hp 383 pump gas motor.
I’ve been trying to tell people this and I’ve argued with I can’t count how many people the engine doesn’t care what’s on the cam card that’s just a general stick it in the engine and it’ll run type of deal
you have to look at everything to know where exactly to place that intake lobe
Thanks for sharing your information this helps so much
"If you can Give me...... 10 minutes of your time" .... 22 minute video.... Set playback to 2x . Problem solved 👌. Also your vocal track isn't really mixed right. Plays only out of one headphone really. Thanks for the good info though! Vid could use slightly better production.
Josh Scorsese
Good morning sir, I hope all is well with you.I would like some advice on cam for vqde ravup engine.
Great knowledge. Subed.
Does anybody have a current way of getting hold of David bysard for specking cams?
Impossible not to LIKE IT!!!