IF a piston gave an increase in mileage of 20 % in a turbo diesel after the ECU finds out it can run with less fuel at a given RPM, produce more torque, Lower the soot level, Quiet the engine, Add 210 lb ft of torque to a 6.6L Duramax engine Just changing the pistons ???????????????? How would that transfer over to gas engines ? Maybe using GDI to make things more parallel... I would appreciate if you would watch this video m.ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-y-3jE78dgHE.html One comment said a set of pistons was $3771 This is a diesel mechanic shop in Utah. Dave _________ is the owner. Hope this is interesting.
Im suspicious that this fuel separation is happening in my street car, it has this low port hump like the Chevy head you mentioned. What if any symptoms would you experience / notice during normal driving. I get like a very slight surge effect in cruise and afr moves around a little. Side draft CD175 carbs. Any comments appreciated. Thx, and thx for the very informative vids. Cheers
This makes me want to try putting Cerakote on my pistons, ports, and chambers. Most liquids bead right off. If I don't allow fluids to wet the ports, then the chaos of the system will give me a new result.
Been watching and studying gold prospecting lately and how water flows down streams and where the gold dropouts. Their is a gold line that travels straight as possible, it doesnt just turn with the river. Water back eddies and creates circling pools and vortexes. This is some great stuff here on wet flow. Pure Gold!
Thanks for taking the time to post Darin, very interesting and I learned a lot, especially the discussion around the LS7 port design, I always scratched my head a bit on the design of the short side radius, I now have a better understanding of the design intent.
I think a good inerita ramming demonstration would be to take a straw, hold it vertical, place you finger over the top hole, dip it in water, then momentarily lift the top finger letting water flow up the straw, then capping the straw again when the water reaches its highest point. The velocity, and inerita, of the water flowing up the straw will bring the water level in the straw above the level of the water in the cup. I do this "game" at restaurants all the time! If you catch it right you can get the water in the straw significantly above the level in the cup. Im sure theres a cam timing lesson in there as well... the intake closing point is #1 cam timing point as I think you and others have also confirmed. Thanks Darin!!
I watched David Vizards recent video on quench and he mentioned your channel. I had to come visit and tho this is over my head technicaly, I understand what you're describing. On to part three.... Great explanations. You and David are into high performance, but it would be fun to see something along these same lines for daily driven vehicles and aimed at peak efficiency.... combustion efficiency and mileage on a typical engine, say 350 or 375 hp that peaks under 6000 rpm. Anyway, a shout-out to David for throwing out your channel. 👍
I saw these videos a ton of times, it is a shame that darin doesn't do more videos. He is the best, and I love the way that he explains things! regards from Argentina
Doesn't turbocharging or supercharging make all this theory obsolete? If someone came into engine development with no experience or preconceived ideas, the immediate thing they would suggest, to make an ICE more efficient, would be to artificially push air into the engine. It's just common sense. Why would you rely on relatively weak atmospheric pressure to push the air in. It makes no sense at all. 🤷♂️
Hi, love your videos. If the LT heads were not designed for wet flow, why do they work so well with standard EFI intak manifolds? or???? dont they work as well as they could? if they were designed for wet flow?
What about inline engines with 180 degree turns in runners? Some of those seem to work pretty well, and while turbocharged intakes sometimes do have short and straight runners, naturally aspirated ones most of the time have long and curved ones. Greatly curved. How bad is this, or is the air just "bounce off" the outer wall as I feel it should?
Unbelievable! For a while now I’ve wanted to try, in secret, the tear drop idea from the exhaust valve around the short side of the intake valve. I wanted it to held the low lift scavenge directly down the port to get the intake port moving as the intake valve lifted off its seat. Low and behold… you’ve done it! I never considered the wet flow and anti-detonation properties of it though.
Great stuff Darin. I've been listening to you for years when they used to do CDs of hp secrets. I've been porting heads for 30years and totally agree with the sound of a port. Keep up the awesome videos.
Just last week I took a set of SBF Ford heads that went turbulance past .650 lift. All in the short side of course. Layed it back, stabalized the flow, picked up a bit of flow, about 15cfm on the average. Guy had a .780 lift cam. ET reduced by TWO TENTHS. The increase of 15 cfm would be at best a tenth, stablizing the flow curve was the rest of it.
@@darinmorgan3520 awesome stuff. Yeah I did a set of w2 heads I think I only picked up about 6cfm but sounded better. I think from memory it was a 340 pump gas motor making 560 hp and went to 590 hp area. We were trying for 600 so got close
The discharge chamber/valve side of the head is where all the action is. everyone was flowing heads with the business end down, i.e. chambers down, looking at the raw flow numbers on the display for decades. Pointing the chambers up and out into room is much more revealing. Even if flowed dry, with a velocity probe around chamber and no bore tube, it reveals a lot.
Although nowhere near as critical I'd like to hear Darin's theories on exhaust port fundamentals. Wish Darin would put out more video's on his own channel. This guy is an engine dynamics genius.
Not a genius, just the only one talking about it and putting it into words everyone can understand. I have taken some time off but within the next year I will put out some more videos. Exhaust port dynamics is a great idea. Thank you for the idea
