Mission Impossible - the big cylinder head challenge. 

Charles Servedio has been an absolute Britannica. Every now and then someone needs to step up and he did!

Everyone needs to give @charles Servedio cylinder head porting and flow bench RU-vid channel a sub if DV trusts him with his heads you know he's not just good but exceptional

Your attention to detail is second to none. The information you share is priceless. I hope people appreciate it. Thank you David

Always loved listening,,and taking to, knowledgeable folks expertise on engine machineing and building,,of Racing automobile's,,helped me immensely,on working on,and building my cars,and others 🏁

I've got to hand it to you all, it has been really fun and informative to follow this build. Just great grassroots tech and ingenuity that anyone can follow. Charles Servidio sure is a master with those porting tools.

Those heads are going to flow , the 318 will breath. Thank you DV.

I did some of my postdoctoral training and research at St. Jude. The experience changed my life and it’s my charity together with MD Anderson. Good on ya’ll

Thank you David, always a pleasure to sit in on your videos. Terry from Australia.

God bless her and you all this Lent season! Have a great weekend and afternoon!

Great Series DV!...Great info too!...Much kudos to you and Charlie as well....

172 cfm to 225 cfm that is a huge improvement considering the valve and port size the exhaust manifolds I think will be the worst part of it all then the carburetor learning a lot from these videos.

THANK-YOU , one of the most interesting series on the whole web . Luv ya work mate .Cheers

Thanks for all your hard work on this project MI. It's been very interesting so far. I'm very excited to see it all come together and smash the project goals!

Good to see you back David.

Wonderful series David! Thank you all so much for the hard work on this engine! Chrysler guys around the world have been waiting a long time to see the 318 engine (that was cast aside long ago) prove it's worth! For a great cause, and with no one better to prove it than the legend himself... hallelujah! 🙏👏👏👏😊

Watching these videos almost makes me want to take my assembled but not started engine apart to check my porting work to see how closely it matches yours. I think I did a pretty good job from reading your books but I'm starting to second guess myself.

DV makes it look easy! You have to try doing it to appreciate what you see here. Absolutely amazing!

Excellent stuff! This was what I was waiting on. Thanks David and Andy

Excellent work David Excellent work . I have learned a lot by your books since the eighties and now God Bless You Keep it up Thank You

Thanks again DV this is what ive wanted to learn since i was a young man! I really do appreciate you giving away the knowledge that for so many years was kept secret

Glad to see you back!

Another excellent video and teaching lesson. Thank you David, keep them coming!!! 👍👍👍

Good information. Nice work David. I would say flat mill the heads .045 would be a good start. Thats where alot of people started back in the day. I have never angle milled Mopars. That may be something to ponder. Thanks for sharing. Take care, Ed.

What little i know about porting learned from Tim Connelly worked at dyno center at dodge he said pretend its a road you want a smooth road. And never gasket match port match gasket matching usually causes a small valley makes turbulence.

I have milled 318 heads .090". It made them pretty close to closed chamber heads. The pistons still were about .1" below the deck though. But no problem with the heads with that milling, except that you had to take that in to account with the intake fitment and the blocks end rails. If you mill the intake faces, the valve cover rail may become really thin.

I just watched an Eric Weingartner video review of SBC head another guy had done. Interesting to hear Eric talk about keeping the tail in the bowl because it keeps fuel in suspension and then see David talk about removing it and it not really mattering.

I have heard stories from back in the day when local stock car guys racing flathead Ford v-8 engines would heat up the cylinder heads and add brazing rod to fill in the chambers to raise the compression. Then surface them as much as possible.

Very interesting topics. I'm always looking forward to the next info packed video.

Thanks so much for taking the time to explain how to port this head.

In the past have tried pushrod holes and inserted thinwall steel tubing sealed and pressed in and ported over to it. On one offset honed which offset pushrod slightly

Grande Mestre. Muito obrigado por dividir seu conhecimento e doar parte de seu tempo.

Love the Mission Impossible series.

Heart goes out to Ed. Wish him all the best.

This is gonna be good!

I'm so glad I subscribed to your channel excellent information this is a video I will keep going back to and referencing

I remember spending days on cylinder head porting to be disappointed on the dyno with at best 20 to 30 hp. Loads of time put into doing porting. Bloodviking

Banks Power are great at presenting technical detail. DV you have the knowledge, it's hard sifting through the booms, clicks, sidebars and subscribe shaming to get to the quality information that makes your channel.

Hi David , everyone involved with this has and is doing an awesome job to the motor and for saint judes .. my question is , ( remember I’m an Aussie 😅 ) with cast heads can you weld cast heads to fill the chamber up to boost compression instead of taking 100 thou off the head to increase comp .. this will also effect valve geometry ( as you would know ) plus old school mechanics do say it can heat your motor more ?? Apparent quench part of the heat distribution of the head.. cheers

This may sound silly but why not start with an 85-91 318 block and heads? They have smaller swirl port chambers and roller cams. I know this is the block Junkman Tony saddled you with but you can still trade. Part of budget builds is starting with the best factory pieces to fit your needs. The price difference between a 1973 and a 1987 318 is negligible in the wild.

Thanks Dave.

I milled .100 off a pair of 340 j-castings. They worked fine.

Good morning to you all and I hope that you have had a great day so far!

great info.

I never ever hit the bell for any channel at all! But I hit your bell.

good show

I'm sure that there is and I will continue to do so by watching the shot.

Hi folks, I was wondering what your opinions are of the Ford Cleveland 2V and 4V designs. There are many examples today that are still very competitive despite the design being over 50 years old now.

Thank you

Kiitos!

the more these guys do the more i feel like the aftermarket just didnt care to try when it came to mopar

Nice job! You completely eliminated the pushrod pinch. I wish I had made that tool when I did mine. I was afraid to cut into the pushrod bore. Plenty of meat there though.

AWESOME as usual sir.. I would really love you to do an overview and flow correction exercise of an Oldsmobile head.. I am hoping to do a backyard build of a junkyard Old 403, and i believe the lightning exercise would really benefit that engines's block design (windowed mains).Thanks for considering🙏

Muggy weld or flame spray quench pads in your chambers if you cannot machine enough to clean up . I’ve seen old photos of race guys experimenting with weld. Might work, might crack if not done to spec.

Heads went from the earlier wedge to the open chamber for smog reasons. Now you can make them work at high rpm (above the torque peak as in drag racing) and with octane but they suck on the street. We used to weld up those chambers then developed special pistons Today you can get aftermarket heads with much better chambers or use Magnum heads I would never use an open chamber head on a street or motorhome or marine build. I hate detonation. MA Mopar kept dropping the compression which requires more throttle to make the same hp and makes more heat. The cam that came with those heads had a really late close to give a faux egr input charge exhaust dilution also makes heat. You cannot make those heads without creating quench. You cannot make those heads work with any cam without race gas unless you do not use throttle at lower rpm, YOu can fly cut to equalize the chambers then use dome pistons into the flycuts with a dish on the non quench side (to give whatever compression is desired). I would only do this on a matching number restoration ( i have done on 340 but not on 318) It's easier to get the piston pop up with a 360 crank in a 318 or 340. (or 20 years ago use a 4" stroke 10 years ago I'd start with a MAGNUM If you are running a .450 lift cam try a cut down oversize valve with a 30 degree seat Looking fwd to discussion of valve heads and smaller stems. LA has short spring height so I usually install longer valves and relocate the rocker shafts which needs to be done to get the geometry right anyway

Amazing process David 😎

Yes please David I couldn't see above the hand. Thanks.

FOR THE SECOND TIME - I DO NOT KNOW WHO THIS GUY 'Tele.gram.me.@DavidVizard1' IS BUT IT IS NOT ME!!! Reply

Double WHAMMY🤣 hope you watch Mortske Repair..

First time I’ve seen a mopar SB get opened on the bottom unless you moved the push rods.

Hi DV .love your work and have been following you in magazines and your books for many years now. I have a set of trick flow 190 CNC ported heads for my 408 mopar . Can i just bolt them on after a good cleaning or would it be a benefit to use a cartridge roll and smooth out the CNC marks in the intake and exhaust ports?

DV, you need to have a cheap Chinese ultrasonic thickness testing meter. It should tell you the answer. The answer may not be what you were hoping for as mine weren’t when I found that the crowns on my Porsche 914 pistons had crowns that are only 5.9 mm thick.

How are you taking off the 1/4 inch of guide? Thank you and great videos

About 12 yrs ago I saw a metal spray gun that sprayed zinc metal, kinda like a hot glue gun. It was used to repair rust holes in body work. Wonder if that might work to reshape ports? 🤔

You can't put larger valves in when the seats are almost touching now.

Does anybody know where I can get a calibrated Helgesen orfice plate?

GREAT info poor audio, keep the clips rolling learning much here!

Six pounds, that's amazing!

at 14:40, could it make more sense, if we say I'm being very cheap, to keep the stock cam if changing it would upset my ecu, and run a flow ball at the specific lift I know my cam will give me?

If anybody had a set of these castings junk I could mill them off the deck until they got too thin to determine what could be done. Just by looking at it I bet you could get at least .150 off it. .250 probably would be pushing things but might be possible.

Great information👍 . What is the thinnest you would make the bowl thickness?

Can a bowl hog be used to carefully remove most of the metal first then shape it with porting bits?

Hello David, I noticed that the roof of the port has been welded. Did you have that done to achieve the port shape you’re after? Or did it just happen to be there from previous work? Thank you.

Are your utb vids available for purchase? (as my youtb prime has the valve train tips in seemingly mixed up random order).

Charlie is doing some GREAT work! (~_^)-b

25:40 outer wall nearest cylinder center? inner wall nearest the cylinder (wall?) looks like that port floor could use a fill good vid

We should give everything and anything to all children

@ David (or anyone) I have some Gen 2 Viper Heads...Who might be good to hand these to, so as to optimize them. I dont want a race head, but I do want it to be, sorta what the engineers SHOULD have designed a performance street head should be. Who would be good?

PLEASE do a diesel series!

Did you say Helgeson i bar, as in Dr. Air Helgeson the porter?

👍💪

Cadilitic converters came out in 1974

That valve is not punched dead center.

Would be a lot more easier to understand where to remove material and what shape to give it with the cutter wheel with a sharpie pen

Thanks,DV…..v/r wh

The head Charlie is showing is a quench head. ????

23:36 Instead of JB Weld couldn't you sleeve the push rod bore ?

After all the lighting of the rods and crank the assembly has to be balanced. Where's the savings? Balancing is expensive.

I feel like a fool, i got fooled by the guy posing as David here on Instagram on the channel here offering prize's 🤬

On a drag racing car you will bring your rpms up. So liten8ng the assembly to rev quicker is not that important. If you hit the throttle off idle it can be an advantage. If you aren't skilled and make a mistake and gouge the crankshaft. Oh boy.

I could care less about more HP...I want dependability. I need my engine to start and run every time. This means start & run for long periods of time without trouble. Hard to find info on how to make your shtuff dependable.

Stop now and go get a318 poly.

Why is he talking about crankshaft listening on a cylinder head video

Could you weld up the chamber so you can take less off

Lmao this thing should have been done long ago. Aubscribe make me money il donate a luttle to st judes lmao. Look people just donate. Send it direct to st. judes ten bux a month. Its easy simple and no middle man.

I DO NOT KNOW WHO THIS GUY 'Tele.gram.me.@DavidVizard1' IS BUT IT IS NOT ME!!!

Most hands are not steady enough to do this kind of work. You'll ruin your heads.

David, is someone posting scam messages? Win prizes?

I would spend a fair amount to DV the Uncle and whoever else to buy a well written PDF book and download able video series. I'm just saying.

Ze mot heur klit ook nog missen met dur flaporen.👩‍🎓

👆 you have won a price DV 🎁🎊🎉⚰️