David Vizard's PowerTec 10 EP 48 How to deprive you opposition of horsepower
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- เผยแพร่เมื่อ 20 ก.พ. 2022
- In this, PowerTec 10 episode 48 DV describes how he contrived to reduce the engine output of his main competitors by covertly putting out tech which normally boosts power. This is a fine example as to why you should have this guy on your team and not someone else's.
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This story takes me back to 1997, after drag racing Oldsmobiles for a few years and blowing up a bunch of 425 and 455 engines I decided to take a season or two off for financial reasons. My father in law at the time was an AMC, Jeep, Eagle factory tech that specialized in the Renault line, specifically Alliances and Encores from the early to late 80s. He had about 2 acres of them. It didnt take long before I conjoured the idea of building one into a drag racer. I selected a robin egg blue 1985 Renault Encore 2dr, 5 speed with the 1.7 liter OHC engine. This engine sported the exact type of combustion chamber you mentioned with no actual chamber in the head (this engine was of diesel lineage originally then redesigned as a gas engine) this also meant the bottom end was overbuilt strength wise. It was throttle body, speed density EFI that shared many sensors and injector hardware with early GM EFI. I removed all parasitic drag using electric water pump and no charging system, I used my uncles spare MSD MC1 box which was a 4cyl msd 6AL with extra vibration protection, I made a 1 gallon fuel tank with a bosch pump intended for a 5.0 mustang, it had a factory tube header that I tuned the secondary pipe length. We fiddled with lots of external mods like timing, spark plug indexing, tricking it into richening fuel curves with a homemade map sensor, larger throttle body from a 2.0 liter. It was originally rated at around 80hp, I have no idea what true gains I achieved but it was a fun, unbreakable wierdo of a drag car. ETs were in the 9.60 1/8 mile and went 14.99 1/4 mile. It was very light weight..... Everyone who knew me thought I went mad because literally no one around these parts had ever built a 4cyl forein car as racer or a hot rod, it even pre dated the honda import craze around here. Fun Stuff...
the biggest problem you had was racing and Oldmobubble.
Did you ever get back into Oldsmobiles?
I've still got my first car, a 1970 442. It's currently all apart as a roller when I decided to tear it down and fix hidden rust. Car ended up in paint jail. It will come back someday, as life has got back to a level that allows me to put the time back in on the car.
I know many people have a grudge against Olds big blocks, however I've had excellent results over the years with my builds. My car was always quite a bit quicker than my Oldsmobile friends. I was first to run 11s when everyone else I knew was running low 12s. The . 030 over 455 on the dolly next to the car now made 620hp/630ftlbs last time on the engine dyno. Since then Ive got a victor intake vs the old offy super sonic, but have yet to play with the new intake. With a solid roller cam change and the victor my target is 670hp all done by 6200rpm.
That's Joe Mondello kind of power there!
Ahhhh… yes… just a a couple years before the import craze…. I had my 85 Capri 5.0 Then- self-ported edelbrock heads on it after I installed a 89 5.0 engine harness ans swapped to EFI. Running 13.4’s 😒. LOL!!
Nice Renault story!! My parents had a 85?86? Fuego
I used to purposely pick bad lines on the track because my engine made more torque and had better driveability than my competition if I could get out in front and get them following my line I could really slow them down because they couldn't pull off as fast as me. 🙂 Monkey see monkey do worked at least a dozen or more times for me. lol
I learned not to “follow” the guy in front of me that I wanted to pass. If you “follow” or target fixate on the one you want to pass by doing things like following their line you end up matching their speed instead of going faster. Always race your line not theirs
#de
ha ha you tried that on me,then i did it to you at oulton park,then after qually you said to me alan you take some funny lines out there ha ha,keep well david
So, you're the one who did that. I was wondering.
Another great video thanks David thanks for sharing this with us I really like and appreciate raceing stories
Another excellent story. Thank you DV for your insight into racing in the 70’s
It's excruciating to look at a crappy cylinder head when you're competing in a class that allows no porting! I did some stuff that required a 100% untouched 10hp side-shaft Briggs engine. They even had a Briggs employee at the events to set everyone's governor at 3600rpm and perform tear downs as required. Here's how I cheated:
Before tech in (where our governors were set and a tamper proof seal would be installed), I'd fill the engine with 140W gear oil that'd been in the freezer. My engine would only hit 2700-2800rpm this way, so the tech would adjust me way up. Once back at the trailer, I'd get it nice and hot, drain the 140W gear oil and refill with 0W-20. This way, I could hit 4300rpm or so. I just had to be careful where I'd really letter rip, because the exhaust note from my buggy was OBVIOUSLY different.
Mint!
So there was no rule for engine oil 😉 and tech made the adjustment, thats awesome 😄
Much of my fundamental knowledge about engines came from reading your books when I was a youngster. I'm far from a youngster now
Thank you so much for sharing your years of experience and wisdom Mr.Vizard!! Your passion and patience to teach inspires me in so many ways! Godbless!
I really enjoyed this trip back to memory lane. I could listen to your life experiences all day and hope that you do many more. 👌🏽
Great story there DV. Please keep sharing your racing and tuning memoirs !!
Back in the late 80's my neighbour who ran a small race team including a supercharged VW G40 Polo car that competed in the Polo Cup series (where the engines had to be completely standard and untouched) came to see me and asked if there was anything I could do within the regs to up the power as his driver was finishing right at the back of the field and was desperate to improve, my neighbour knew I was in the tuning business and had a rolling road dyno and hoped something could be done. Well I took the car and on the rollers immediately found lots of extra horsepower but unfortunately the improvements were all centred around the airfilter housing which could not be removed or modified so in the end I managed to find just 3 extra legal hp mainly from optimising the ignition system by using ht leads of 8K ohms resistance and increasing the plug gaps to 1.5 mm being as this mod was something I had already found worked on other race engines. I wasn't expecting much from a 3hp gain but it turned out that the car improved it's finishing position on average to mid field instead of the very back of the grid and the driver and my neighbour were totally delighted so happy days! 'Sausage' HT Racing Ltd
You know, this story really helps to show the importance of 'hunting horsepower.' Even if a mod only makes a few horsepower gain, doing multiple small hunting mods can add up quickly. A lot of mods are easy to do and make for very cost effective overall improvement. Fine engine tuning, removing unnecessary weight, even suspension and drivetrain tweaks are all part of the process.
Great story and knowledge share David, thank you!
I can't get enough love every minute of it again thank you sir
I totally enjoy listening to your stories, Sir!!!
Outstanding tips you have told me. Sorting through rockers to find the vest ones. Extra heads to find the best ones
Each tiny bit of torque and hp adds up to a much stronger car overall. Thanks.
I love these old time racing stories. This one kinda reminds me of reading "The Unfair Advantage" - which by the way, was a signed first edition copy loaned to me by Art Something-or-Another back when I ran the dynos @ GM
Another story that will never be lost. Thanks DV
Great story and have loved your insights since how to 'modify your mini'. I experienced a similar thing racing RD350LC motorbikes. The lore at the time was to run a total loss ignition and remove the alternator. I found that by the end of most races the voltage drop amounted to 3-4hp - which is a hell of a lot on a motorbike. The weight saving was ounces and could be more than offset by fitting a smaller battery - or having a pre-race enema . The power saving was also not measurable on the dyno. It moved me to the front of pack and I encouraged anyone who would listen to delete the alt.
Bike racing in the eighties and the mind games were awesome.
The LC classes were awesome and some of the "tricks" made you smile. Not allowed to skim the head? Sand down the base gasket then and glue it on so it rips in half when the barrels removed.
@@watsisbuttndo829 A lot of racing is monkey see monkey do. At the beginning I was driving my bike home so removing the alternator was out of the question which started me to think about whether this was really a useful mod in the first place. I think the biggest performance gains were from running qualifying tires during the actual race as the race tires never got hot - no one measured tire temps in amateur racing at that point - and fitting the same pipe setup as the lads out front. Also running as lean an oil-fuel mixture as possible - I ran ridiculously lean mixtures and never had a seizure.
thank you for putting information out there , got some of your books , eg how to sbc , cant beat an analytical mind . something to aspire to .
I really enjoy your stories 😎
David, I really enjoyed this video. Please tell us more Stories.
Great story with a dose of wisdom as well. There are only a dozen guys who really understand.... or rather will discuss fuel atomization VS intake heat VS mixture quality VS intake turbulence. I think it's all true.
Circle track guys use to look for better stock intake casting's, some flow better then others.
Hi David I've been studying your books for years even though I don't speak English but I've learned a lot from them and made several dozen engines have become good even I've been doing good for 69 years and I'm still interested in the machines and keeping the mind refreshed so it seems to be a good follow-up for you too, David. Risto Salonen Finland.
Excellent story Mr. DV. I've sub'd to this channel because it's Mr. Vizard-to learn from his lifelong engine & racing experience. I'm not into the fancy video editing, or that annoying sound loop that plays in the background, just the tech! Thank you, Tony.
I was thinking about the background noise as well...
Great story! Loved it.
All you gotta do is cross the finish line first! I loved that!
THIS NEEDS TO BE A MOVIE!!
Need a new series. Story time with David Vizard. That was great. You're an engine builder, engineer, psychologist. 😁
Thanks for video!
Very sneaky David...and totally ingenious
Love these stories
Thank you David
OK great end to the story and worth waiting for it!
Hello, Mr. D. Vizard, I am a big fan of yours from Malta Europe where I will thank you for everything you tell and show us. Also normally you say to like, subscribe and if you don't like this video tell us what !! The only one thing that I don't like is the back ground music while you are talking, I hope that I'm not offending you and whish you the best, thank you.
thank you for this
So many tricks and techniques 🏁
Excellent story
This takes me back a bit . Brands Hatch 1973 Bernie Unnet in the Hillman Avenger GT production saloons . Chrysler owned Hillman a very old British car designer manufacturer . The car was a bit quick and prompted my mates dad to buy a second hand Hillman Avenger GT . The car did well in the 1974 British Touring Car Championship too if memory serves me right , driven by Bill Sydenham .
Volvo also experimented with this combustion chamber in the 240/740 redblock. Look up pictures of the 631 head.
I wish there was someone on youtube with such depth of knowledge dealing with air cooled (parallel) twins
David, I wholely enjoyed this story of your experience class racing.
In my earlier years I too class raced but not in a claimer class.
Over the decades, NHRA / SFI have modified safety rules to the point where what was previously 7.50 legal, wouldn't make the cut for 8.90
In addition, my pristine kevlar composite nomex lined helmet was deemed illegal for NHRA tracks due to the sticker date.
IMHO, NHRA with their safety certification corporation SFI, collaborates with safety equipment manufacturers to require replacement of pristine safety equipment to ensure a regeneration of sales to support their SFI members.
Case in point, safety harness new in the package with an expired date code.
This is ridiculous, as military aircraft have multiple years of use and sun exposure while deemed safe for continued use.
I have only focused upon the $$ extortion of safety gear, and refrained from mentioning low purses and actual racing expenses, or tech inspectors overlooking rules violations of prominent race teams.
I digress
Finally he said something I agree with. If you have to cheat to win you have a psychological issue. I race NHRA Stock Eliminator and Super Stock. These are by far the most competitive classes because the rules are so strict. Having a ton of parts to choose the best ones does win races, Ive been through over 50 cylinder heads to get the heads I needed to win which I do as long as Im not heads up vs a Mopar 383. In K Stock Automatic a 305 Chevy wont run with a Mopar 383 no matter what I do to it. My only hope is making the guy red light which generally happens more than you think.
Finally he said something I agree with. If you have to cheat to win you have a psychological issue. MasterWitchDoctor
Well isn't that just hunky dory! DV
Great story there are racers and sportsmen .also in that group a few asses always was always will be . I had to fix a problem with my main competitions car so I could win the championship fair and square we were tied in points . I also asked for a double race to settle it . They dissembled my engine and I has smaller valves but it had faster intake velocity they never figured it out ..,it was a bone stock head just a legal valve spring upgrade .
Thankyou for the content and sharing of your knowledge and experience. I’ve been thinking about something you mentioned. I’m working on a Toyota 22RE 4 cylinder, 2.4L 4 cylinder. Can you help me to understand what ideal or optimum exhaust pipe length is on an engine like that and how it should be calculated??!?
Thankyou in advance. Sincerely James.
Hi David I love your channel I was wondering if you had any literature on tuning air cooled engines sacificliy vw engines
Now that’s what I call Awesome !
I would love to hear about your carburetor jet redesign, how your made it mist better.
That jetting was a "DemonTweek" matey !!!
love this
Racing is not just about the machine.. Strategy is a big part too... Reminds me of the story of Shelby dropping a bolt under a Ferrari as it pitted. Had the Ferrari pitstop all second guessing
They where looking for the 7/16th instead of a 9mm?🤣
I want to see the patent on the jet !!!
I love to tinker with carburetors !!!
Specially Holleys !!!
I made something similar to the boosters !!!🤘💀🤘
The 348 & 409 Chevy had a flat head surface & used the cylinder for the combustion chambers too.
What do you think about indexing plugs? Can you do an episode on ignition and that? Maybe you already have but haven’t seen it yet? Watch a lot of your vids and have a couple books on order.
The best part is you won, but stayed within the rules. NASCAR could take some lessons from this story. Since racers are by nature tinkerers you need to let them tinker with something. With all of the spec engines and bodies today it's no wonder that they are having a hard time keeping car counts up. You need to let the tinkerer's tinker otherwise they go do something else where they can tinker. Nice story David.
Can you do a thing on oil catch cans on supercharged engines? I have a newly built engine I don't want to screw up with detonation from reduced octane from oil entering the intake of if I suck into the intake. But I need to pull a vacuum on the crank case to seal the rings.
You hate golf..... ! I respect you even more. 👍🥃🇦🇺
Great story.
I learned the hard why on my 292 Chevy 6 about heated intakes I ran headers (actually tom Langdon dual manifolds) that removed the heat from the intake it made more power from adding the headers but always ran really bad when cold and detonated under hard throttle with 28 degrees of timing. by adding a heat plate that ran coolant under the intake I cut the warm up Time in half and was able to run 32 is degrees of timing and didn’t detonate, my theory was that the flat intake manifold tends to puddle with low temp and pours the fuel into the bottom of the port making a huge lean spot in the combustion chamber and because of how the inline 6 Chevy intake was built it didn’t disperse fuel evenly between the 3 Siamesed intake ports (that flowed really well after lump porting to my surprise) you had to run the middle 2 cylinders rich to get a nice color on the 1 and 6 spark plugs, to sum it up we want cold dense air but more importantly we need a evenly mixed fuel mixture to make power
I would also like to thank David for all the knowledge he has kindly shared with me and the rest of us, I am a 21 year old that has been learning and building engines since I was 10, there is so much more that we can do with internal combustion engines it’s insane just wait until we can build our own hydrogen combustion engines, the whole electric car craze will only last so long until we go back to smaller and more efficient engines honestly if the engineers had access to the technology we have today we wouldn’t even be talking about electric vehicles, now hybrid engines definitely have more to be developed but I just can’t see pure electric being a solution to emissions because we still have to generate the power somewhere
Great to hear this story again as I had read it in an article you published some time ago.....I have an Avenger with a heavily modified engine with many mods following your advise. I have pistons coming to deck height and much deepened combustion chamber and a squish area with the piston head gap per your advise (very small). My question is, with this squish, is the fuel droplet size so important? and by default is the charge temperature so important?
David may hav something else to say about it, but from what i understand , squish or quench does not vaporize fuel, compression and heat do, quench mainly keeps things moving and evens out the burn, as for droplet size and temp. they are critical to how fast the compression stroke turns inducted mixture into burnable vapor.
It's less critical ut the need for good atomization is still there.
David I love your stuff! Have you an opinion on "gapless" piston rings (ie: Totalseal) and just how important is cylinder sealing and blow by?
Dale, yes - I am going to do a video on the results from about $80,000's worth of dyno testing this summer.
@@marvingvx1 Thanks so much for you reply! I'm looking forward to your report!
Cool diese alten Räubergeschichten!
Thanks for sharing. Any chance of showing the redesigned jets? Sounds like that could be great for carbs to run a bit more efficiently.
RAY, THESE JETS CAN ONLY WORK ON AN SU STYLE CARB NOT ON A HOLLEY.
@@marvingvx1 If they work in an SU, the design will be able to be adapted to a Thermoquad, but that Carb is not a "beginner" tuning part like the Holley. There's very few tuners who understand the variable cubic feet per minute nature of the secondaries in Thermoquads.
GUY'S JUST A REMINDER I DON'T POST VIDEO'S TO THIS CHANNEL AS I HAVE STARTED A NEW ONE AS 'DAVID VIZARD'. AND YES I DO NEED ALL YOUR SUPPORT!!!
This story could just about be made into a movie. Thanks for telling it, David.
In another episode, could you please go into some detail about the patented carburettor jet?
Right! That's what I want to know too.
Indeed i loved the whole story.. I did his chamber modification on my sunbeam 1600 cc engine.. and am intrigued about the jet modification...love to know more.. would love to push a little more horse power out of the little sunbeam.
My guess would be the profile of the discharge end of the jet would be so as to have maximum fuel shear as the fuel exits that area , also the lower part of the jet will be drilled for air bleeds (first stage atomization) and the size, location & number of these bleeds would be critical in relation to fuel level in the bowl.
@@luckyPiston Perhaps it has something to do with getting the fuel discharge to expand more as it passes through the boundary layer air and into the (relatively) laminar flow? I'm just guessing too, obviously, but maybe it was a matter of exploiting the vena contracta effect, perhaps by slightly offsetting the needle relative to the jet. Your air bleed guess seems logical.
@@luckyPiston You are a very perceptive person and well on the way to getting it right.
Hi David,I have a question about a diy flow bench i want to assemble,i have a digital anemometer and a digital manometer,my idea is this ,i heave a perspex cylinder of approx the same as my engine cylinder(triumph 1500 spitfire),i have a 1 inch thick perspex plate to bore out to create the block face and cylinder step for the gasket.
If i have the anemometer at the intake,the central hub area removed from the total area to give fan blade area to arrive at fpm x area = cfm.
The cylinder has a port connected to the manometer,while reading in/H20,the cylinder base has an outlet to a vacuum cleaner which is variable.
While both intake and exhaust valves are closed the vacuum cleaner will pull as near a vacuum as it can,and the manometer may go off scale + and - 55inc/H2o,should i fit a relief valve in the cylinder to allow setting the closed set up to 18inch/H20,ball valve/gate valve/needle valve as long as the initial vacuum pressure is set to 28inches of vacuum,the open the intake incrementally taking note of the cylinder pressure drop and calculated cfm.
I don't want to spend a fortune on a computerised set up ,i have 3 heads for the 1500 and a full 1300 engine,which i think may have been the better option.
I have a kent TH2 cam,on reflection and with more knowledge the TH12 may have been the better street choice.
So does the relief valve allow proper set up to allow relative to measurements a good overall method to see stock flow v 3 angle seat cut /gasket match/mild tract smoothing cleanup each individually done then measured.
I have a couple of your books and another on the way,i try to transpose the big block yank powerplants to my brit 4 banger,all excellent info.
All the best,
John,
Glasgow,
Scot,UK.
Sounds like Dale Earnhardt driving high on the track against the wall because there was no dirty air. It worked for him and watch what the drivers are doing now. The name “Intimidator” referred to his ornery type of driving. You know what I’m talking about.
David,
I really like your philosophy on cheating and cheaters. It seems that cheating has been given credit by those who like to parrot the expression "if you ain't cheating, you ain't trying." Dishonorable actions equal dishonorable results.
Mr. MotoMichael, My sentiments exactly. I have also heard a slightly different version of that statement that goes around the NASCAR scene and it goes like this:-
If you don't cheat you don't eat. My response to this is that if it takes cheating to get results they are in the wrong game. If it takes cheating to win then man-up you are not as good as you dearly want people to think you are. Again that calls for the psychiatrist couch!
Smokey Yunick's creative interpretation of the NASCAR rule book was answered with "It's only cheating if they catch you".
This was a man who built a 7/8th scale racecar, and used fan vanes on a Clutch Cooler to feed air to the plenum above the carb, and turned a roll cage in to an extra fuel tank.... All items that were not covered in rule books before him, but have been since.
There are those who read the rulebook, and then there are those who DIGEST the rulebook! I have the head porting book, and wondered about that Avenger engine described; now I know! Not a bad idea to plant ideas either. Nothing like making someone think that something's "just so", when it isn't really! I'll take the horsepower hit for running a filter any time. After all, I'm poor, and all my money's gone into this one; I can't afford another.... and so begins another item that's "just so", and somebody believes something that's ....ummm....incorrect.
Cooler charge only makes more power if you add fuel, as the motor runs lean with more air and the same fuel, the power loss everyone else got was from lean condition and possible pre-detonation from it. Manifold design like that is older then the Euro Chrysler Avenger. Slant Sixes had that from 1959. It's part of the cold start mechanism, where exhaust gases heat the underside of the inlet manifold to stop the carby icing up, especially in cold weather, until a bi-metalic spring heats up and closes the redirection flap, bypassing the chamber under the inlet.
Sorry PiDsMedia but all these guys had their motors set up so mixtures were optimal. The rules allowed you to jet for max output and that is wat they did.
@@marvingvx1 You mean, we can assume that they took the time to re-jet, I doubt any did more then check the mixtures were correct with the car in the workshop, and not with a sensor up the tailpipe out on the open road.
The fuel atomizing and below deck tdc sounds like Tom Jobe ( The Surfers ) from the mid 1960's.
hi david, glad to see your still this side of the grass, have not seen you since our cossie days,when you where in kenk cams car.now almost 73 still racing,ihave since about 19 or there about been reading your books now found your you tube site i find your subjects very intresting as im still building engines which still win many races,i like to many many thanks for your guidace,now question is your early books on combustion chambers still apply as i now race acortina mk1 gt with a pre crossflow engine
Alan, fill me in on more details here. It might help my brain surgery brain to enlarge my memory bank. Thanks
DV
@@marvingvx1 hi,not sure which part you need details,but i,ll start with cosworth sierra days,you were driving kent cams car, which was drivern by george polley but he moved on, and you took over,you clicked with me cos we had spares and spare wheels etc , anyway it was a giggle, very good times and enjoyed your company. the second part was that ive rebuilt my first 1960s race car,and been using it since 2016 with a lot success much to the dismay of others in class, including lotus powered cars, it a 1964 cortina mk1 pre crossflow, what i,m asking since your early books,has your flow testing changed your ideas from then to now ,or have your thinking moved on cos of your better testing, many thanks and keep well alan, ps my sierra was the superchip car,black and yellow might help your brain box memory department. cheers
hi david,was with your old buddie david walker he has done another super job for me on the emerald dyno,keep well david
Texaco did a lot of work with carb nozzles. They got patents for many nozzle designs. These nozzles atomize the fuel to the droplet size you are talking about. Those patents have expired. I am aware of at least one shop using their technology (claiming it to be their own) on their "custom carbs" . Are you aware of these Texaco patents? and the related research?
Sam,
No. Be interesting to know more here.
How much valve spring seat preload do I need for a 600 lift solid flat tappet cam on a BB mopar ?
All Of It 🤣
Somehow I don't expect DV to have much history with B/RB's,. About the only Euro car to have them were Jensen CV8 and Interceptor.
Hey David, have you thought of putting these stories into a book of memoirs?
Michael,
I have had close to 1/2 a dozen people ask if they can do just that but I can tell you it's a daunting task.
Just watch the 'David Vizard chronicles' and as that comes together you will see it is sorta my life story.
I also have a carburetor trick to improve vaporization. But I've been told it's the fuel that burns, not the fuel vapors, thus no need to share my trick.
Well Capon you have been fed some quite substantial BS.
Great video David. Your audio is some reason set to stereo and the vocals only come into the left side.
Hey Mr, Iron man - we are working on that. NEW MIC and CAMERA!
hi david, i am enjoying your videos greatly .i do have a request that is about the rover v8.i have read about fitting a buick 300 crank into the 4.6l and gaining capacity up to 5l. the big question is can a buick 340 cid or 350 cis into the rover 4.6l to try to reach 5.8l to 6.ol . thanks in advance kirk
Hi Kirk, just reading your comment now, but just last week saw a video from Dallas on his channel "Mr. Rodders Neighborhood" where he discussed the Buick/Rover v8 and as I'm not a Buick guy, I can't remember details, but I think he covered some of these questions.
hey.....was thinkinh of valve deschrouding in bore above top ring......scares me.....but.....
DAVUD YIU,ARE TOO MUCH A GENTLEMAN.
hoping you would be so kind as to share your wisdom on the less glamerous topics of oil pumps and water pumps please
Frank, you asked so politely I find it almost impossible to say no!
Hey David, I have a centrifugal supercharged gasoline engine without an intercooler. I am injecting water methanol in the Volute of the supercharger. I would love to atomize that water-methanol the best as possible. Any advice on jet design similar to your carburetor jet that atomized very well?
Are you using a little pump to move the H2o meth mix to the injector ? what pressure is available ?
@@luckyPiston 215psi th-cam.com/video/dvBPzuC8bh0/w-d-xo.html
Back during WW2 they usually injected the water/methanol into the eye of the impeller. This way the water methanol mix was atomised by turbulence in the compressor, and the compressor is a little more efficient. The cost is increased wear of the compressor impeller due to the water droplets smashing into its surface.
So the Avenger chamber is like a Ford Xflow with a chamber less head and twin cam pistons?
I believe it's called a Heron Combustion Chamber. Some early Kent series and Essex share the same flat head/Chamber-in-piston design. There are probably many others.
@@crd-nz_001 twin cam pistons are flat top. We ran a Davrian in the up to 1400cc club rally scene.The std t/c bore is 2.5mm? bigger than the x/flow.
Using 1100 rods and machining 40thou off the top of the piston comp. ratio was around 13:1. Gave 136bhp@ 7600rpm and 92lbs/ft @5400rpm Rubbish by Honda standards but on twin 40 Webbers and a clockwork disy. not so bad, lasted forever and gave us a few trophies. And it cost less than £500 in 1979 Happy days🙂
Ah, I see where your going now.
Both the stock Essex and early Kent have a bowl in the piston for their combustion chamber so in a way they still have a quench zone that forces the combustion charge to the center of the bowl.
The mods you described turn the chamber into the quencless disc DV describes in the Avenger. Using a shorter rod must have brought the piston below deck height for your compression calculation.
Good to see you were on a similar path back in the late 70s. If it's safe to assume the sub 1400cc size and 136hp, that engine was approaching 100hp/L. Well done.
@@crd-nz_001 The 1100 rod is longer than a 1300 rod, but the T/C piston is much shorter, along with the extra 40thou off the top it makes for a much lighter reciprocating mass.
Not the best chamber design, but gives a set of parts that could be reved to 8000+ with total reliability which could not be said for the much more expensive 1149cc imp unit
Oh yeah. Rod length fail on my part. Covid brain fog, sorry.
Good info on piston weight.
I'm guessing this engine didn't need much ignition advance.
Mr. Vizard , a great racing story and strategy for a blowhard competitor. I am sure he has a warm spot in his heart for you out racing and out thinking him and handing him a championship for Chrysler, although that warm spot may just be a burr in his saddle, that irritates his backside to this day.
Takk!
How about some information on the Jet design.
Non tapered but for down steam side with minute step mid opening at wot. Result is distribution across entire open throttle.
Yep👍
Epic story
Wow!
They sound a little bit like jaguar v12 heads with no combustion chamber. Have you had much to with them?
Just working on a set now.
LOVE the videos,but that background "music" really makes it hard to hear?
YOUR WWORDS HAVE BEEN HEEDED!
👍
Great story! Funny thing though... I've heard of you, but Alan Who?
Alan Minshaw Demon Tweeks in UK. a very big tire dealer as we as speed parts outlet.
I really hope whatever chrysler was doing for you made this story pay off in the end.
sure did!
I had a keyboard Warrior trying to embarrass me when I mentioned how awesome the M400 Ford motor was and its extra inch of Deck Height.. they thought that's how it got SMOGGED not bringing the piston up too. "Miserably low Compression😂😂😂" they said.
I used to constantly beat cheating engines with perfectly legal engines at the local stockcar track.
Yeah.
no rules when it comes to a checkered flag unfortunally. how it is
hmm Smokey Yunick said "It aint cheaten unless you are caught".
When you beat a cheater....they always assume that you must have cheated more than they did.
Rob, in most cases that would be so but I had such a strong reputation for not cheating that I was only protested once - - - and that was by ME.
Strategy