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I don't like the idea of using a disc to clean up the head you can't see what's going on and what high points are from the bolt holes etc. I've always used a brand new medium to heavy grit bench grinding Wheel that can cover the whole width of the head. This lets you see what the low points are and the high points are you can get a complete flat head doing it that way

You left out guide work short turn bowl work and area ruling in chamber your original series was much-needed info thanks again

Can you do this on a Yamaha X-Max 300?

You’re too plain intake when you show the final order. Was on the opposite sides of the intake. 18436572 starts on the driver side 1357 passenger side 2468

The exposed tip of the standard plug would certainly help. Have you considered reverse polarity on your coil(s)? Atomically you are blasting hot electrons into the soup, as opposed to drawing free electrons from the soup.

Good to see L.S. Jr. With y'all. Alot of knowledge together here. Im within driving distance to help you out some David. I have some experience in engines and performance mods, so there's some things I could do for you with little to no training. Just let me know, I'd consider it a privilege to work beside a legend as yourself.

One of the biggest changes to a point distributor is to eliminate point bounce . The best spark ive ever seen has come from a kit i built called a capacitor discharge that spark ate everything.

2:35 ngl... my head starting going a little funny looking at that particular manifold with the cylinder numbers placed on it like that...

Can you do a holden vn head 304ci motor ilove to see that for the ozzy motor🇦🇺🇦🇺🇦🇺🇦🇺🇦🇺👍👍👍👍

Thank You for the knowledge 😊

,,,,,,,,,,,,,,,,,,,,,,,,,,,,,thanks again DV,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,like that sbf intake...............................................................

0W30 oil is not monograde 30, it's multigrade. "That's because 0W-30 engine oil is formulated to flow like a 0 Weight oil in cold conditions, yet offer the protection of a 30 Weight motor oil when the engine reaches its full operating temperature." It's the wrong oil for a generator.

This was an article in Classic bike mag in the 80s an anti reversion dam on motorcycles headers.I think Royce Creacy was the author.

Thank you so much for this slew of knowledge and expert advice. These are very capable engines with the right “attention to detail”. It really would have been something special had ford actually spent the money on the R&D that others such as cosworth did. I believe that the SVOs and Thunderbirds were “held back” a ton. These little 4 bangers were already out performing the bigger sellers (ie mustang gt). Let’s also not forget that by achieving high horsepower figures and keeping the overall weight down due to less moving parts = all around track weapon. Especially when things like turbo lag are addressed simultaneously. Thank you again and please keep producing this great ford content!

what cam would you recommend for a stock 302 sbf? i looked all over for your cam recommendations video for different sbf engine builds and no such luck. i was thinking of buying the twisted wedge 170cc track heat heads. it would be cool if you could recommend a cam for stock and for those heads w stock bottom end.

Thanks DV

I was wondering are these high RPM Formula 1 race engines wet sump or dry sump.

Hello DV thanks for the knowledge you’re sharing. I’m really curious about your IOP software and the cam software you got. i apply some of the calculations about cam from your videos to my simulation software called lotus, i tested it for small single cylinder moped engine 115cc with all the variables the engine will produce about 22hp and 11 lb.l/ft (i got the real one on 130cc it produce 21hp and lb/ft on dynojet chassis dyno) i’m planning to get the software at Christmas

Not to be picky, but you have the cylinders numbered wrong. 1,3,5,7 are on the driver side on a gm v8. Firing order is correct so it doesn't really matter, but I'm a stickler for details !

On my mildly built AMC 360 powered CJ5 I port match my Edelbrock performer intake, reduced the divider and added a 1" phenolic carb spacer. I then added a brand new Edelbrock AVS2 carburetor. I chose the AVS2 carb for its drivability and possible added fuel economy because my CJ5 inevitably had become my daily driver simply out of enjoyment of driving it. But the performance increase over a non modified Performer intake without a spacer and with a excellent working AVS carb of the same CFM is shocking to me. I knew there would be some increase understanding the physics and operation of Internal combustion engines and the different flow characteristics between single and dual plane intake manifolds. But I didnt expect the performance increase to be as substantial as it is. It's easily noticed in the midrange and upper range of RPM . I would surmise its gained a measurable minimum of at least 15 maybe 20 hp at peak rpm and a easy 10 to 15 maybe on average hp throughout the 2000-5500 range . The bottom end while not losing any power seems to have a bit high peak for torque production allowing for more torque across a broader range of RPM. The next improvement is going to be a increase in air intake at a much cooler temp by installing functional hood scoop of some type. Which should also aid in the cooling of the engine itself by adding cool air increase to the engine compartment as well. Just working that dual function design out on paper and trying to make it both function and look good.

My condolences . Losing a child is the absolute worst thing one can ever have to endure. I wish non of us ever had to endure it .

How would a modified qjet work on a single plane intake?

So on a efi set up, would a dual plane intake like all the cfm a 4500 throttle body could provide ? I'll be using a spacer with injectors in spacer

I like it!

Excellent!

Let’s do a 17:1 street BBF with water injection.

Are you familiar with Smokey's adiabatic engine series? Or the mods he did with K car engines using Ying Yang piston and cylinder configurations that took pressurized fuel air mixture from the Homogenizer(turbo) and put it in a cylinder with a turbulent high swirl 90% quench zone?

The one thing missing in that test was turbulence, aka Swirl. Ford's HSC series played a lot with that. I appreciate Smokey. My late step father Ted Haywood worked a while in his shop. Started by pushing brooms and worked his way to building engines in the "Trophy Room". Ted built his 289 to push 504hp @ 9Krpm. In a '67 Shelby GT 350 it time qualed with 167.86 mph lap, and 210 on back straight. He was the 1st to "Stand on the go pedal" in the turns because the reverse rotation planted the inboard wheel instead of lifting it. Black flagged and proven legal.

DV do you have any sbf 2 plane cast iron or aluminum intake manifolds also cast iron heads with numbers C 9 Thank you Richard Smith

Thank you David! I can't wait to build the 443 torque monster from your small block Chevy on a budget book!

Thanks for all your information! I watched some of your videos about sbc stroker motor s. I had issues with head selection and rocker arm ratio. I have built a few sbc with no issues. But a stroker motor had a few challenges I didn’t see coming. I had the wrong springs and rocker ratio. My motor runs so good now ! It does things I didn’t know a sbc was capable of! I have a K 5 blazer lifted and 73 suburban 2 wheel drive with SbC so much fun

how do you rate the old magneto ign systems the polar inductor aero mags were very efficient against coil systems at the time

NASCAR Undercover

Eric are you listening?

When come to turbo motors. I always built N/A maximum low end torque as goal motors wise. Slightly lower on compression than I would have gone N/A but camwise low torque end power. And then I had the boost in top end to make for it. I also prefer a compound setup over single for the backpressure or the lack of it. Also with recent electric supercharger I run a massive oversize A/R on the turbo and make it up with the electric turbo to spool the turbo. But engine wise. N/A power with good flowing heads. There is many way of spooling turbos faster but only one way to make power with a cam is my beliefs.

I can't wait for this big block 2 plane test! And if it performs I really think it would sell. Who wouldnt want to show off a Dominator carb under their hood at the local Cars and Coffee or test and tune night! PS: I love the LS engine but feel a lot of guys are going to start wanting to do something different, ie going back to the "classic" engines for their classic cars.

Watching from Australia David, love the channel and content mate, thank you for sharing your incredible knowledge, you are a true champion!

Pretty sure he said data void

Thanks for the video. Very insightful.

Always great information David. Hopefully we will soon see 3D printed manifold runners and plenums designed around Solidworks or other sim programs. If you follow Mike Patey you might have seen the airflow sim work he was able to do when designing the double slat system for his Scrappy build. And btw you need to tell Andy he is having way too much fun in the editing room.

I was half hoping you would go down the rabbit hole of the Holley 4165 Spreadbore carbs like the 0-6210, a great carb to compliment a 2-plane intake. They're not the sexiest mixer on the block so they don't get that much love, and they're kinda dated. Incidentally, mine is marked 'Made In Japan' which I thought was a pretty funny thing to see on a Holley carb.

Hello David, This is the first time I watched one of your videos. I'm very impressed. Your conversation content is very informed, researched. Every decision made in engine building should be with the benefit of every research consideration to thereby develop ultimate performance. Blessings, Wayne.

for 39 years i’ve designed and fabricated two cycle expansion chambers that out perform anything you can purchase. I learnt at a young age that people will not listen to knowledge nor accept factual evidence right in front of their eyes. it seems a sales pitch wins every time. it’s not worth explaining or defending yourself to idiots, you know who you are and what you know. i actually had a customer watch the dyno , see the numbers and still opt to run another brand that claimed less hp and torque than mine and twice the price.

Can I hire you to upgrade my 289 heads?

Just makes sense that as a flame is created in the chamber, it starts slow and the expansion of the combustion gas accelerates the flame front as pressure increases behind it until combustion cycle is complete. If the fuel exploded, there would be no need for timing advance. Hydrogen injection has shown the explosive nature of that fuel required retarded timing vs gasoline.

Makes sense to me, its all about what the pipe has to flow, if the engine is choked to death on the intake side it won't be flowing much out the exhaust.

Water injection was/used for jet fighters to increase thrust!

Can you not just machine the valve tulip flatter you said buy a valve ?? can't you just use the standard valve and machine it flatter?

Brilliant! I already have a career!😂