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.
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.
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.
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
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.
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.
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.
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.
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
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.
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 ?
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 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?
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?
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
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.
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 ?
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’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.
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.
Supersonic flow creates super sonic shockwaves, which slow down airflow, especially when the shockwaves are normal to the flow, less so at oblique angles. The only way to not get shockwave induced flow losses is to increase the area(which reduces velocity below super sonic), or to sculpt the surface to promote expansion fans(which increases flow velocity above super sonic). It's much harder to sculpt your way out of this mess because expansion fans won't propagate with angles greater than ~9 degrees.
