Hyper-v
Hyper advanced ProStock-plus, cam tech.
Hyper advanced ProStock-plus, cam tech.
#Hyper #advanced #ProStockplus #cam #tech
“David Vizard”
In this, episode 85 of PowerTec 10, DV delivers the ultimate, most informative, cutting edge presentation on cam/valve event timing. Here is a guaranteed, set in concrete claim, that you will not be able to get this kind of tech anywhere else, even from top ProStock engineers.
Going into this…
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This dude is one ARROGANT mofo. Lol 😂
Ahhhh Ha – applies to 75% of 2 valve engines..
Now I’m thinking and questioning…dot dot dot
Detroit 60 series truck engine cam design…
Sir David – were going to need a bigger Dyno:)
I like your videos. BUT-why no discussion about how lobe shape or profile can vary greatly and will certainly effect the LSA that is optimal. I know there is a trade off between max performance and max durability for a given engine and its intended use. Having done a lot engine work for NHRA stock eliminator cars the custom ground, yet spec legal, cams are everything when getting record setting ET's.
Thanks for the video. You actually know what you're talking about. It's getting harder to find smart people nowadays.
Thank you for being very thorough, and explaining in a way im sure most can comprehend. I just recently ran across your channel. The content is very dence, not a wasted minute of information. Appreciate it.
One more thing to add here…DV your comment on a marine engine that would suck water back into the engine was also outlined on the Engine Performance Expo channel by the great John Kasse on using old plain steel headers that had oxidation in them. Dyno shops use these and when a new engine sucks that rust back into the engine they blame the builder for not cleaning the new parts and wiping out all the bearings!!
I love you David but I wish we could stick to the facts instead of the pissing contest’s 🙏🏻
Steve Tanzy is my go to cam guy🦾😎🚀
haha and i wouldnt worry bout the ppl that say your wrong if you know your right your vierwers will too key board warriors they are any person with a clue an wanting to be better aint looking in the comments they be rolling the video back to watch again🥸🥸🥸🥸🥸
13500 RPM uni cam 4 valve carby 40mm kehin 4 circuts from memory an im still unsure of how extreme to go on cam i dont compete anymore heart problems but cant stop what you love im sure u get that it already out accelerated an top speed of all similar 250f an im equall on the tar seal with 450f with mods dome haha i figure cooler cylinder temp i can tighten piston clearance ring gap an pray i dont want big bore lose the snappy bark 250z are best absolutely maxxed out all people i ask tell me get biger bike but not the same to ride i got no probs oil change after every ride i just cant find any decent info from a source worth trusting maybe lighten my forged piston too going for thinest lightest valves for response makes big differce just that alone im planning that im going to either trick the cdi or transplant a later tuneable one but its all geus work im missing 22000 dyno runs haha if you were in new zealand id made the trip to you but bit far to america
some people were jus born to teach she was a luky girl very well put togehter im goin take what ive learned an tickle motocross bike tht lil bit closer to the next engine i wana do all new valves seats guides springs porting polish already got hot motor 14.4:1 comp goes great except rolls ova in top gear before limiter on 98 octane was better for the moment i had 100 leaded in it im in mindset off going to meth or nitro blend of some kind i know bad idea im aware double fuel um what in way of ign time and cam time i jus want to beat the big boys enough to laugh at them if it blows it blows im mechanic for 15 years just never gone this deep and with basic valve seat tools do you think it could be done to a reasonable standard UNDER DOG WINNING ON HALF THE MOTOR PRICLESS
What a bunch of BS. What duration was even used in the LSA test?
Well done and spot on. Thx for sharing, David.
Are you ever going to publish all the data from the tests you speak of? I think soon, we will be able to enter something like this into an AI program that could put together either a formula or, even better yet, a program that would spit out suggested builds as a starting point.
I don't know if I would be plugging for ol Jonesy or not. He doesn't speak very highly of you on Speedtalk as far as selecting overlap and LSA for camshafts.
hello @David Vizard I grasp what you have done here and appreciate using your dyno data to formulate a mathematical way to determine LSA for a stating basis however you don't mention rpm ranges. does Does this formula change for peak power at high rpm sbc? say your trying to spin 9000rpm.
I have also noticed using this formula tends to require fairly long duration cams to achieve my desired pump gas dynamic pressure @0.050 closing point of the intake valve. if that's normal i understand just shocking when the only cams that match are circle track cams.
Thanks for sharing your knowledge. I really appreciate anyone taking the time out of their lives and opening themselves up to criticism which happens whether you are correct or not. I think the criticism alone is why many people aren't bold enough to share their experience but that's easy enough to sort out with more research. You can usually spot the ones who are being controversial just for the sake of it. Im going to take this knowledge you've shared and apply it to my next build. Why? Because it makes sense.
Just at the overlap, an advert. So, I'll never know how to work out cam angles.
Thank you David for your work
Thank you David. I've been a mechanic every since I was 12 years old. I'm now 64. That was not every day. Hahaha I would get pissed and do something else for a while. But thank you
Lobe center Line angle or lobe separation angle. It’s not a interchangeable term.
How do I find out what push rods I need for a 350 Chevy.
Can you translate your 280deg duration specs to .050" lift duration terminology please…it's like a different language
It works! I'm glad when people disagree with it. I rather keep the advantage for me and the customers that I spec cams for.
One thing to note the guy that David shows in video is a popular cam grinder for the LS and LT world. They actually offer a cam for trucks with a 107 LSA. I believe it's probably the most successful cam they sell for LS stuff. Funny thing is, it's their only cam with a tight LSA. All the other cams have to wide of a lobe separation based on DV's formula. Wonder why they still don't see the truth?
Mr Vizard. How can the duration of the camshaft be estimated once the LCA has been calculated? Thank you
Hi David I've been watching yous and Andy's videos I am really enjoying and learning tons I have a 429 cu in Windsor based SBF with a supercharger I have been struggling for 3 years with bad luck I was wondering if you could help me spec and or supply me with a cam Thank you I am hoping you opt to help me
Hello Mr. Vizard, hoping the day finds you well! I wanted to thank you for making this information known, and for your countless hours spent pursuing this information! I had to think overnight, and am going to limit myself to 2 questions. If you find time to answer them or not is entirely understandable! My 1st question pertains to overlap. You used a 10.5 to 1 compression 350 for an example. If I were to use the same engine displacement and cylinder head, but lowered compression to 9 to 1, would it still make sense to have lsa around 108?. I would use less intake duration to build cylinder pressure back, but that would also result in less overlap. Second question: I know you mentioned less compression-less lsa, but is there any good way to determine this? Thank you!
Dirt track and short oval guys have been using smaller Lca for a very long time. Because they know it pumps up the low rpm torque to help them off the curve
If the engine rotates clock wise facing the front of the engine and you turn the camshaft counter clock wise 2 degrees the valves will open 2 degrees later. The cam is retarded.
Would love to see an LSA graph for a big block.
Vizzy, lemme simplify for you. In the world of SBC, SBF, SBM, and LSX, assuming adequate flowing parts for the application, an intake closing of 35 degrees after bottom center at 50 gives a 5500 RPM powerband, an intake closing of 42 gives 6200.
Next, if you want daily driving, gas mileage, and such, you want no overlap at 50. This will give you an intake duration at 50 between 215 and 222 with no advance. If you grind in 4 degrees advance, you're in the 229-226 range. This matches thousands of Dyno tests.
On the exhaust side, you gotta start with how well your exhaust port flows compared to your intake port flow. The worse your exhaust ports flow, the earlier you hafta open the exhaust valve to compensate. That hurts low rpm torque and makes the exhaust louder. Better to just invest in AFR heads.
Once you know your opening points and closing points, you can calculate your durations and lobe centers. Then you calculate your LSA last.
If you care about ultimate torque more than a stock idle and good mpg then you need to discover turbocharging.
Good heads, a mild can, and turbocharging will give you far more output than a 106 LSA cam and no turbo. Checkmate, buddy boy.
How can this video help me? I don't have a dyno. I don't make camshafts.
I have a basic understanding
I have a 454, afr heads and so on … long tube headers and put comps big mother thumper in.
I'm pulling it out and putting a comp 113 LSA nitrus cam. 550 lift. They my power band will be between 2400 and 6500
Can I get the same with a summit roller cam?
There's a lot of info but what if the way the manufacture sets the lobe separation is wrong?
I don't understand your saying with LSA there is a one size fits all
Your saying 108 worked best on a 350. The valve size in relation to bore size.
So 108 was best right. Then that means every sbc that's not a 108 is junk
Infact you will see 112 to 116. In most vehicles.
I was told if you use nitrus on a 108 cam it will blow through
How is that posible if the cylinder is sealed up?
I am more confused now
Too much theatrics.
Hey Boss. Whats the best grind for a gen 1 sbc with vortec heads 906, everything else is stock. A cruiser, a nice daily driver c10 truck
They don't want you making power with out spending money
How relevant is this info for a 2.0L turbo motor?
This is great stuff! I started reading your books when I was a young teenager and loved the information.
Regarding the tight LCA for LS engine argument, one of the most popular cams right now, the Brian Tooley Racing Truck Norris cam is on a 107 LSA and one version requires no valve spring upgrade. I think Brian and team were channeling DV for this camshaft after the feud.
David, do you take the "cant" of the intake valve into low flow consideration? As in BBC, 351C 4V.
I have a pair of marine 318 Chrysler engines which I wish to upgrade. Your insight on marine camshaft overlap is priceless ! Thank You !
So I’m a bit confused still after listening to this a few times as I race Sbc in dirt racing. Sometimes in the video the intake center line is talked about then just the lobe separation. So is David meaning that in his examples 108 intake center line and 108 lobe separation ? So exhaust would also be on 108 degrees? I see a lot of dirt car cams from Howard’s and comp companies he talks good about with split intake center line and exhaust for example my cam in my 9.8:1 15”@1000rpm 350 Sbc is 106 intake center line but has 110 degrees of lobe separation I picked it after listening to this the first months back then started second guess my self engine runs great meets the vacuum rule with 1” to spare as my cam has only 10* degrees of over lap . Any more clarification on this would be appreciated
My fiat 500f 63° 83° 83°63° lobecenter 100°
Andy and David, I would be happy to do editing on your text banners. It is super distracting to have double takes of spelling and grammatical errors!
Im going to be building a Ford 400. It will be built around the long rod theory with flat top pistons and probably 9 1/2:1 compression. Im looking for optimum power and fuel mileage. Can you direct me to a proper cam? Please n Thanks!!
Thank you
So good.
Thanks for all you do