Watching and trying to absorb the teachings of Ben Alimeda and David Vizard gives an incredible amount of wisdom. Their teachings generally compliment eachother. What one does not get to explaining, the other catches.
Agreed, as I also work through the videos of Vizard and this channel. Both are greatly appreciated, and do compliment each other quite well. They should get together and share some content to build viewership for each other. So much cheese and fluff on the drama focused highly viewed channels. One favorite is the BuildItHourself where the young men have cut up some 4v ford 4.6 engines to weld up a 4v V10 out of the parts. Their exhaust work on the header is quite shocking! Great time to be alive, and learn so much more than magazine content provided back in the day. Enjoy!
Oh Ben, this video brought me great joy today! When my Uncle got back from 'Nam' (he was a Tank Mechanic), he got a '65 Mustang and after he worked his magic it was an incredible Street Racer. He had the 289 Engine apart one day and I noticed he fitted the largest Intake Valves he could fit, 1.84 or 1.88", but was using the smallest factory Valves, 1.46" if I remember correctly. Tri-angle on the Intakes, 45 degrees on the Exhausts. Lots of beautiful porting on the Intakes, just cleaning up on the Exhausts. Even with a high lift ratty Cam, that thing would Idle well and flat out launch. I always thought that was counter-intuitive, he would tell me Shhhh, it's one of my secrets. He just passed away last year. Thank you Ben for explaining this in a way that is completely understandable, as you always do in your videos. Vindication is a wonderful thing... Mabuhay, from The Philippines 🇵🇭
Stephen, thanks for your support and RIP to your Uncle for his guidance and his service to our country! My mother's youngest brother also an Army soldier in 68 Vietnam recently passed away as well. We remember them fondly. Are you in PI now and what state where were you originally from?
@@benalamedaracing2765 what's this!?!?! Ole Ben Kanobe.....I don't mean to pry, but are you not well???? Sorry, don't answer that. I'll contact you another way. Just concerned.
There is a guy in Louisiana back in the 80s. I can't remember his name. He ran Big block Chevys. He would weld up the lower part of his exhaust ports cause he said it made way more mid range torque and power. His old Redneck backwoods home built car hurt alot of feelings. He was whooping alot of high end cars with his old orange 3rd Gen. I think his name was Jimmy something. I want to try and port the intake ports on my 4.6l 2v and leave the exhaust alone. You are the second one I've heard with this way of thinking. And seeing how this guy was woopin high end cars with his back yard built car. I thank you again.
There is no substitute for wisdom derived from successful practices. Thank you Sir. Very Respectfully, SKWID Rider’s Shipmate ET1(SS/SW/MTS) US Navy, Ret. Killmonger: 2020 Fat Boy (Stage II+ by Blockhead) SilverBAK: 2021 Road Glide (S&S 129ci/Fueling Race Kit by Rider’s Shipmate)
I have experienced it with the FE. 2.19 intake 1.6 exhaust. Exhaust just wants out. And a small valve will get it out, the time is the key. The FE overachieved because it was ahead of its time. Especially the softened pocket intake side to the plug. I agree on the 5th stroke! The EGR effect helps cool the chamber and creates a resonance wave that brings it back.
Ben I build a lot of 2bbl low lift rule engines and found exhaust was more efficient on blow down and did improvements on intake side and ground camshaft to help intake won many races with Engines I build . Great video's thank you for sharing .
Hello BEN,I hope that your days and health are much more important roles for yourself and FAMILY, friends, fans,. New subscriber ,and I am currently catching up on POV of the channel, and you seem so humble about the knowledge, experiences of your own racing career, and I can only imagine what you don't share with everyone, sure wouldn't like to pull up to the staging lights beside you,YOU MY NEW FRIEND ARE A LEGEND,,thank you ben for the channel, and the info that YOU DO SHARE, keep info and videos coming, thank you very much
Thank you for the kind words and appreciate it much sir! Anyway next couple of weeks I will show some radical modifications that will really shake up the viewers. Many will come to the realization there are many ways that are not really known that standout racers are holding on as an edge!
Another great presentation Ben! I recall an article authored by none other than Ed Iskenderian speaking on this cross contamination problem maybe 10 years ago. Ed said the cylinder heads are becoming so efficient that we have to be careful about overloading on the exhaust duration which is how we had to cam cars in the old days due to their inefficient designs back in the day. Obviously from the information you're sharing we have arrived at that point when the standard go to camshafts will be much more symmetrical in duration instead of seeing a 10 degree difference between intake and exhaust duration. The wide 114-118 LSA is going to supply much more total torque throughout the power band than we've ever seen because of the technological advancements in cylinder head development. The information is learned at such a rapid rate now. Seems like new theories are tested, proven and available to us in months now instead of years. Gone are the days of guessing what's happening in our engines and bigger ports must be better. Thanks again.
Thanks for your observations and comments! Not that long ago we decided on a SBF road racing engine to reduce exhaust duration 3-4 degrees from what i was and rewarded us with 30 ft/lbs more torque! Now on serious engines I go to a smaller valve lift on the exhaust with still somewhat substantial exhaust duration over the intake cam duration.
Your first point was well taken and true but wide lobe centers don't add power at any point in the curve. Nobody building race/street engines uses a LC that wide.
This is why honda made 3 valve heads. My 400 came on at 6000 rpm until 10000rpm redline. 4 valve bikes are had similar hp but no midrange. 40 years later I learn why. Thank you.
I am presently contemplating designing and applying for a patent for an offside 2 valve intake with an 1 offset exhaust valve location. All to permit some kind of swirl and avoiding intake overdraw. It only takes money which I am short off! lol
I love your videos Ben. I am the one that texted you last week. I am going to setup a call with you in a week ish. You told me when I do to send you my plenum and throttle body. I want to try this setup on my heads. I am running a 4.6l 2v in my 03' Crown Vic P71. We will talk soon. Keep these videos coming. We really enjoy them brother.
Ben thanks again. When Ford made the valves smaller on the 4v open chamber Cleveland everyone thought they were nuts. I’ve used these heads numerous times and had excellent returns in power. Now you have me thinking about the 2.19 valve and 1.65 exh 🤔
This was extremely informative. I just didn't think of any of this. The other day watching your other video on exhaust valve spring pressure bring to high also blew my mind🎉
A lower lift and shorter duration of the smaller exhaust valve works well. I had a custom cam made with a .500 inch intake lift and a .300 exhaust lift and it has serious low end torque and top end power.
This video was amazing. The more I watch your videos the more I learn. Now when I see ads for heads and when so called experts talk I truly listen with a very questioning attitude. I am truly greatfull for the knowlege you have given me.
Thanks Art! Widmer is one of the sharpest and least appreciated cylinder expert out there today. I knew of him in the early 80's and his work is beyond fantastic and forward looking. I remember he predicted 2 NASCAR T-Birds would dominate Daytona and they did run away from everyone. He also did the same with a certain NHRA Thunderbird dominating Pro Stock and again he was accurate because he had a hand in all 3 domination of their classes. Sadly, I feel there was a lot of jealousy pointed his way and many denied he had something to do with their stuff in order to protect their "secrets"! Which by the way was his work on their stuff! lol
Widmer likes a certain exhaust gas velocity as it exits the port and of coarse he doesn’t publicize that number or how to derive it! Widmer also developed the Boss 429 heads for SVO when NHRA bumped up to 500 cubic inches in 1982. It put Glidden back in the winner’s circle, but he found out they were available to the general public and he bought all available heads and pissed Ford off so they pulled the plug on the head program and only Glidden had the heads. Rumor was Glidden quit drag racing when he used up all the heads? 😂😂😂
@@trailerparkcryptoking5213 I remember years ago when I was having a conversation with Etta and she was showing me the engine and remembered well the "Endyn" logo on the base of the heads on the front. I do not know why but she seems very nice and would always say hello and make small talk perhaps I remind her of someone or somebody. Glidden quit when technology started coming up and seat of the pants racers like him and Garlits where goner at that point! They were good until then which was really sad...
Thanks sir! You are absolutely correct and when you are aware of the fundamentals thru education, racing experience and hands on working with different scenarios, it comes clear to anyone with this attributes regardless of the engine name, this person will make impressive power! Knowledge is power in short has always been my logo.
More power? Probably 😀 But when the engine makes a lot of torque, it also has a good chance of accelerating on the track. Thanks for video and cheers, -juhana
I'm building an engine using 351 Cleveland heads. I want to raise the exhaust ports which will cause more low lift flow. This would mean that I should open up the LSA. You and Vizard agree on this. With his calculation poly angle valves with a twisted wedge like the Cleveland, the LSA needs to be opened up for optimization. I can see what is going on by your explanation. Sinking the exhaust valve is a good idea as the intake charge doesn't like to change direction. I need to look at my exhaust valve size as well. Thanks for the great video.
It would be great if there is a way to install hardened seat on your C heads and op for an 1.60 exhaust valve. One more thing that I have done is switching to a 50-52 seat on both valves which has an effect of dissuading low lift flow and superior max flow at big lifts for competition. I find this more of a better move with existing heads pushed to the outer limits in search of the most power for any given street/strip heads. Doing this and sinking the exhaust valve would be an effective fix which I feel you might agree with me... Thanks for supporting my channel James!
@@benalamedaracing2765 thanks for the response. I'm building the engine for a daily driver 65 Ford pickup and don't expect to be racing it. I'm looking at efficiency and good drivability with a nice wide torque curve. I'm also building a stroked 4.0 Jeep engine. I will be cutting and welding two aluminum Cleveland heads together to put on top of it. Should make a pretty potent engine out of it.
I always try to make engines better weather it's a weed wacker or a small block Chevy. Take example the 4.0 Ford sohc. Replacing the intake and porting the heads made a huge difference. Tom marana is one of the only ones who works those.
@@benalamedaracing2765 Brian Tooley racing in his interviews and discussions also stressed the exhaust when he was talking about cams. In his findings he states that there is such thing as too much lift on the exhaust valve. He uses a .3 ratio between valve diameter in lift which he discusses in his interview with “the tuning school” and you can still find the video. He has been able to make more power with less lift on the exhaust valve and more duration. The both of you are getting close if not have nailed where the focus needs to be
I hear ya buddy, im ocd i always clean up my shop before i start workn on something. LOL. Its prolly a military thing...talk to ya soon buddy. Enjoyed the video, great info and direction.
Port flow and hogging out the port volume to get more flow on a flow bench may be shooting yourself in the foot. You also need to consider flow velocity which combined with the flow volume equates to port energy. A larger port volume that reduces the velocity reduces the port energy, which reduces cylinder filling. With modern heads designs that are very efficient, yes a smaller exhaust valve with possibly the 52° seat as Ben explains, can be used. David Vizard with his Polyquad 4 valve conversion sinks the exhaust valves a bit so the incoming air/fuel during overlap skips over the almost closed exhaust valve instead of getting pulled out the exhaust.
Mr. Ben, first I wish your health improves soon. Very informative video as are all of the others you have gifted us. How well would this work for a boosted application, specifically 306 small block Ford with tfs wedge heads 2.02/1.60 valves out of the box and 114 cam?
It helps big time on high intake and high exhaust port heads like the SC1/2 and the SB2 or any all out race heads. This said, I also saw improvements on standard port cylinder head configurations and even on almost all imports cylinder heads. On boosted TW will surely help it because with a single angle, with an ideal throat exiting angles gives you a "wider seat" which helps maintain seat sealing and integrity!
Another great thought provoking video thank you. Did you see a big difference in idle A/F ratio comparing the modern heads with overlap (wasting the intake charge) versus the old heads with overlap (capturing intake charge and maintaining dynamic compression) ?
The old heads had inefficient chamber and burn characteristics and everything equal or the same the new chambers exhibit better idle and power all around. It figures vortices and dead areas within the chamber is a lot less today and there is really no comparison whatsoever...Thanks for your support of my channel.
Very interesting stuff Ben. People say that an engine is simply an air pump, but I disagree. I think that it is a delta P device, and anything but simple. As you were talking I was thinking about how we are trying to maximise cylinder depression during the overlap period, but at the same time, trying to limit charge overshoot, and exhaust reversion. You make many very good points. Certainly in NA engines the greatest challenge is getting the intake charge in. Many thanks to you for sharing this. Regards Greg
Thanks for this informative video im currently thinking of a cam swap in my 351 W I currently have a mild 112 centerline cam with ported stock valve 351 W heads 184s 154s this currently runs 8 .22 in the 1/8 mile in a 3700 lb car going to a 110 cam with just over .5oo lift would take this combo in to the 7 s thanks for this video also porting a set of y block heads food for thought
Thank you so much, Mr Alameda. Very thought provoking and admittedly, never on my radar before. I think everything you've presented here "holds water" as presented. In my circle of friends, we refer to this as "over scavenging". Getting scavenging just right is a very big undertaking. With that, may I add another effect that may be happening simultaneously? So, at the moment that the exhaust valve separates from the seat, the "exhaust blow down" sequence begins. Cylinder pressure to that point is decending rapidly relative to time and piston position. At the point that blow down begins, the decreasing cylinder pressure now accelerates rapidly but not instantaneously back toward atmospheric. If you slow down this pressure drop for a few degrees of crank rotation, say 10 or 12 degrees or so, could it it increase BMEP enough to be worth a few extra horsepower, along with the fine tuning of the scavenging? I might be off base here but would love to hear your thoughts. Thank you again so much for this.
Your thoughts is something to think about and the issue is how do we slow down the rapidly exhausting gases with the incoming fluid/air column? It happen several dozen times a second and I sometimes even wonder what really goes on in the micro second scenario... Excellent question for sure.
This has me thinkin now lol. Im doing an engine w a buddy of mine, 351w based engine with a old set of Canfields we got used. I had picked out a stage 4 or 5 tfs cam originally due to it was suppossed to be a 302 engine, but now i wanna go bigger but the lobe seperation and compression issue like you just mentioned has me contemplating what id like to see in the engine. The ports on the Canfields dont seem to have very high port locations like the yates heads youre speaking of but since his pistons are higher compression im wondering if keeping that LSA tighter may help it when its upwards of 8000 8500 rpm esp since he has a good amount of gear and is stickshift.
I'd also like to get your opinion on a 302 build. Your videos give me ideas and get me thinking about how fast i could make some old junk go with some of your tricks lol
Just note the LSA with whatever heads you will eventually use and it is very important you follow up on that advice I posted. I will be building and posting some of the ones I have done so there will be more useful advice for others and you to get ideas for your builds!
3 angles yes for flow intake and exhaust if it is a factory cylinder head with normal low port layout. I only recommend 1 angle on very high port engines like Yates/SB1 or many of the so-called all out race heads. Stock type heads needs a lot of help to get the flow going on the intake port during overlap.
Have you looked at the chamber port design of Harley Davidson Twincam heads? If so where do you believe the overlap LSA would fall on these. We always have alot of backfire on decel. To me this shows that on lowlift it's loosing alot of gas on overlap.
"different level of ignorance"... Yes, I resemble that: there's always something to learn, so today was a good day. The intake/exhaust thing falls back to basic testing in as much as finding out if something works [and maybe why it works] is best done one change at a time. And I know: we're not always eager to pull/install heads a half dozen times.
I agree with you, a 45 and radius on the ex and do not back cut the valve. 30 45 60 on the intake and back cut the valve so the seat and the back cut are the same width. Do you agree
Mr Ben alimeda, i have a 2v with larger intake valves stock exhaust. Builder did a 5 angle. Cams are 234/238 @0.050 550 lift. Split. I will be putting in a vert large f1x procharger. Do you recommend i apply these ideas with the pricharger? In other words, im having heads redone and new cams designed. Should i sink exhaust valves, and on another dual plabe cam, should i do less duration and lower lift on exhaust side duration? Ill stay 113 lsa. Thanks, primo
@@benalamedaracing2765 oh, guess what, that is a typo sorry, i am made it the same not knowing what to make it yet. 114? 109? 106? thank you Ben for your replys, you are so gracious.
A question regarding hot rodding small block Chevy for the street. Would cutting a 1.94/1.5 64cc chamber for a 2.02/1.5 make power or make junk? Thank you, I like building SBC at "Hillbilly Garage" and I'm looking for unusual upgrades.
A flow bench needs to replicate pulse. Acoustics science can be applied, resonance and reflection from impedance changes cause the pulse to reflect back.
@Ben Alameda Racing, Which category would a set of AFR185 Renegade heads fall into? Would limiting low lift exhaust flow still be beneficial? If it matters, its a 408w going into a F350 4x4 truck. For this combination, would you have a recommendation for compression ratio and the ideal amount of quench? (It will get a custom ground Hyd.Roller cam match when everything else is done). Im getting different answers everywhere i look, and I would trust your input over anyone elses. And thank you for all the valuable information in your videos. It is much appreciated.
@@arturozarate1752 i got what he said in the video, wasnt sure what you can get away with with a much higher load on the engine from double the weight plus double the tire mass. Thanks for the reply. That pretty much answers it for me.
i always wonder about intake runner length after carb before crank case reeds. reed throw a curve ball. and like thicker gaskets probably not thick enough to make a drastic chage.. on a 125 iame x30
Hope your health turns up if it hasn't already. Agree on less overlap required as the induction gets better. I'd be playing with the header, testing less duration, faster closing ramp of the exhaust (not looking to get rid of the sunken exhaust valve though) or a combination of all 3... in other words keep improve flow everywhere and see if there is some orher things in the combination that can make it better than what you've found works well. Don't dissagree with smaller valve than what's thought as necessary. Just think there's gotta be something left there. I hear 14k hp? And perhaps it's more of a break shit factor there on top fuel? Good stuff. Wish I could just do R&D all the time
Thanks for your comments and took it with a lot of thought! Anyway, when we dyno tested that 8.2 deck that made 589 hp, we came back with 4 degrees less duration on the exhaust and it immediately picked up 35ft/lbs of torque on the midrange@ Telling me all along again we have too much going out on that port so we got to be careful thinking over scavenging even the fresh air fuel that we just inducted on the intake port...
On Nitrous injection motors Mr. David Vizards says we need more exhaust flow to scavenging burned nitrogen pressure, Is that True or what's ur take??😳💥🌋
Nitrous is such a flame/burn enhancer producing a more complete combustion process and whatever is inside after will easily exhaust out the port/hedders! It is important if your exhaust port have good flow but not so much on the lower lift ranges. DV is correct because a very restricted exhaust port will hurt big time specially if you are aggressive with the nitrous!
I wanna get a set of LS heads built by you. Which casting number do you recommend I start with. I’m wanting a hot street motor, high commission, looking for around 650hp
Back cutting will work with traditional cylinder heads factory or aftermarket as long as they are not the high port versions. Do this if you have a factory port layout and it will surely help!
Question... since you know about cams... Is it Overlap or LSA that causes the rumpity rumpity idle? Hypothetical scenario: 408W street with decent street heads at 10.8 compression, and all supporting parts. All three "mild" cams with 0 advance ground in. What would be the difference in idle and street manners between these three single pattern cams? (Two share intake valve closing for theoretical cranking pressure. Two share Overlap. Two share LSA.) Cam 1: 270adv 106LSA 58° Overlap 220 @ .050 (190 cranking pressure, 61° valve close) Cam 2: 262adv 110LSA 42° Overlap 212 @ .050 (190 cranking pressure, 61° valve close) Cam 3: 278adv 110LSA 58° Overlap 228 @ .050 (175 cranking pressure, 69° valve close) Thank you for this video!
The overlap and LSA are intertwined so they both have something to do with idle quality or lack thereof. With a stroker I prefer #3 because you have to feed those inches and it needs it for sure!
@@benalamedaracing2765 Thanks for reply... To clarify your reasoning, even though cam 3 produces less theoretical cranking cylinder pressure (-15) than the other two, you would prefer it because it holds the valves open longer with more overall duration?
Dad flew a P51D and told Mom it was harder to fly when he switch to Jets from the T-33 to the F-86. He said that big propeller in front acted like a big gyro and the torque of the inline engine wanted to turn his mustang all the time. lol
Also a lot of pilots coming from trainers to the R.R.Merlin and the twin wasp radial 18 cylinder powerd plane ignored the warnings, got there taxied out and firewalls the throttle and flipped the planes on the runway/A.C. carriers! Thanks for all you do,God Bless you and yours!
From 41:00 to 42:00-ish....would a "flatter"(12° - 15°) exhaust valve be ideal here? Rather than let's say a 23° "tulip" valve? I've never felt real comfortable with the tulip exhaust valves I've been asked to use in GM cathedral or rectangle LS heads. In the early 2000's, fresh out of school, the flow bench numbers of the exhaust looked really good from 0.100" to max. When compared to a tulip in the same head and flow bench, same radius valve job, 0.100 - 0.400 jumped 10% to 20% but same results all the way to 1.000. 8 months prior to that, I learned to degree a camshaft. I saw the possible effects of the exhaust flow "evacuating", best way I could describe it at the time, too much intake charge, but i lacked the experience to support my thoughts to all but one person. He gave me a pat on my back and said, "Good job Arty." "Now let's talk about this 408 you're gonna build me for these heads." His name was Terry Smith. He was one of my Hotrod instructors. I haven't used a tulip valve in 22 years, and I can't remember thinking twice about it. If I'm understanding correctly, I think I made a good choice...
Art, one of the best response I got ever on my videos! Thank you and I am glad you found out what I am talking about here because most or many out there kept saying more and more flow even on the exhaust!!! lol You found out and that is great.
Ben, just saw this video. Do you think your "secret" is why GM only improved the intake flow on sbc vortec heads and did little, if anything, to the exhaust port flow??
The GM exhaust port from the factory is well designed and it is the intake that needs help a complete reversal vs. the 351C. This said the SBC port layout intake and exhaust matches very well to street/strip engines short of all out and very responsive against the Fords!
@@benalamedaracing2765 Thanks Ben. I hod some correspondence with DV about his cam recommendations for a turboed street/daily driver sbc/bbc. Haven't seen any recommendations and wondered if you would make some recommendations, especially in light of this video??? THANKS
would you also use less exhaust duration? I see a lot of these dual pattern cams with 8 degrees more exhaust duration than intake, would you run something closer to a single pattern cam or maybe 2 degrees more exhaust duration than intake? But also the issue with the wider LSA is you are now opening the exhaust valve earlier? Which hurts low speed torque as it takes energy away from the power stroke. Instead of changing the LSA why dont you just lower the durations instead and keep the later opening exhaust?
As recently as 3 years ago we shortened the exhaust duration from something like +10 to about 6* less and ended up with 30 ft/lbs of torque gain on the mid range with a 347 big bore short stroke engine. 4.125 x 3.25. Perhaps many including myself has been overdoing the exhaust duration by a lot perhaps working with a road racing engine it is a plus compared to a drag engine. Hp at the peak was basically the same.
The cam on my old school 355sbc with 10-1cr is 243in 257ex @50, 533in 519ex lift, 107lsa. The valves are 2.02in 1.6ex. Would more rocker ratio on the intake and more lash on the exhaust to reduce the duration be helpful? Thanks.
Adding rocker ratio will definitely help and I would keep the exhaust lash where it is and just add the ratio. It will still help with the exhaust the way it is specially if it is a stock ported heads. Or is it an aftermarket?
an engine is simply an air compressor. it takes in air, heats it, and hot air returns more work than it takes to compress. for every 249C, you get twice the work. its really convenient to simply spray a combustible liquid into that air, have it combust rapidly, and produce the required heat and subsequent pressure rise that way. it wastes alot of the energy, but its a far better use of the energy than heat exchangers and phase changes (ie, steam). so. the valves are areas that are misunderstood. the whole theory of airflow tends to get overlooked in an engine... a fundamental rule is that air flow is limited to a certain speed, regardless of the pressure differential. iirc, its roughly 0.577 pressure differential. no matter how hard you try, you wont get air to exceed a certain speed. IN the nozzle. in the restriction. but you CAN use the HEAT in the gas to create a condition where the gas continues to accelerate as it leaves teh choke point, expanding as it cools down... it can flow down the PIPE far faster than it can flow through the valve. this doesnt happen with plain normal compressed air at ambient temperatures. it has to be HOT to expand MORE than the pressure suggests it would. delaval nozzles and rocket cones... getting the exhaust velocity up in a smooth, laminar flow... better scavenging. stronger pressure waves, better flow overall. turbulence is ENERGY being consumed. the more of the heat that is wasted in an engine that you can use to your advantage, the better. my personal area of improvement is throttle valves at the moment. think about it. if you understand bernoullis, a venturi, aerodynamics... you might see the major issue. in the venturi air speed is highest, but pressure is LOWEST. it is then expected to slow down, and rise in pressure before entering the cylinder. because the engine is an air pump drawing the air in, the system works. it consumes a lot of energy though, overcoming that inherent pressure gradient. its then expected to speed up AGAIN as it passes the valve into the cylinder itself. those pressure gradients choke flow, reduce VE. if you strap a plank of wood to an airplanes wing, it has the same effect... hard, if not impossible to fly, and if it does fly, it takes a LOT of power to force it through the air. a venturi is basically a wing wrapped into a ring... but still, 150 odd years of carb design, and ive never seen the issue addressed. not just maintain a constant velocity, but also a laminar flow. completely different to the rough surface effect which produces an effect known as the longest word in any language...500+ letters in german? "the amount of fuel that falls out of suspension inside the intake manifold"....
I'm gonna take a wild stab at it before watching the entire thing and guess you want a smaller exhaust for a longer duration of exhaust gas discharge and higher velocity for evacuation to take better advantage of overlap?
Well depending on the cylinder head I would say if it is a chevy 1.94 x 1.50 or 2.02 x 1.60, or fords W ? Both heads needs help so on the chevy I would use both 1.60 exhaust and no bigger! Fords needs all the help it can get on the intake and exhaust valve size! They are anemic from a flow point of view.
Ben i did about this sam thing on my bog block Chrysler i been building engines for 50 years i went with a 15 degree exhaust angle Pontiac theory more flow at low lift i gained low end on a 310 duration cam and rpm raised 2000
Not surprised at all. On standard port heads they need a big yank on the intake port via overlap pull of the intake flow! A flatter valve angle does these things effectively of course but with flow penalty at peak lifts and by the time it gets there the exhaust is already all excavenge out and gone!
Thanks for your support! Anyway yes I would advance that 4* and would give you quiet an improvement in response and mid-ranges! Specially beneficial if your compression is lower than what I recommend all the time.
@@benalamedaracing2765 thanks I have wondered about doing that because I saw someone else do it and made really good power so then I asked them about doing mine but they said just leave it where its at for what ever reason. If it worked on theirs seems like it would do the same for mine. Thanks for clearing that up for me👍
@@79beans347, it definitely worked for them so maybe they do not want you to pick power like they did! lol I have had those issues before wherein they did it and wanted to keep it secret for theirs and their buddies and not you! Do it and you will be happier.
@@benalamedaracing2765 Im for sure going to do it now , I appreciate that. Will it give it a rougher meaner idle too? How much power did u normally pick up from doing this? Im also going with some 1.7 rr's so with all of these lil gains I should be able to feel the added power for sure.
@@benalamedaracing2765 I'm sorry for replying so late Ben. May and June were a blur! I have 3 children in grade schools.....now July is here and its serious vacation time!🤦♂️ I have engine builds to plan and pitch to clients. I have wiring jobs on restomods, and stand-alone LS EFI harnesses to make.....let's not forget the yard work. I'm doing well Ben. Thank you for asking. I hope your health has returned. I'll be catching up on your videos shortly.
Can this be applied to old 302 iron heads? Leave the 1.45 valve in, do not round the edge on the exhaust valve face? Just trying to get the best "yank" on a street motor.
Stuart, unfortunate the ford windsor heads is really afflicted with underperforming exhaust and must be ported and if possible use a 351W exhaust valve @ 1.54 at the minimum. If you can install the 1.88 intake valve because this heads need all the help it can get! If you have the budget handy a 1.94 chevy intake and 1.54 at the exhaust a minimum will give you good results!
@ 20 min...my quirk is i need a lego puzzle .. to make it hard .. im the worse got breakfast mixed in with main caps joke not that bad .. i can sort it but.. i always read instruction for critical stuff.. i wont change. torques spec and pattern are useless information when it 5 second of instruction manual.. if u read instruction you wont make a mistake if you go off the fly well your risk... pride is prone to mistakes
Funny, the tighter the lsa with the same duration, the intake valve closes sooner. This traps more air in the cylinder and is called effective stroke. This is What dictates dynamic compression ratio. Alot of good info but also alot of b.s
The video highlights the importance of smaller exhaust valves to minimize exhaust to intake "overdraw", prevalent with state of the art high port heads! Wondering what part you disagree with so it may be clearer to all of us?
wouldn't you be better off having your charge going out the exhaust on a turbo motor so u limit egr in combustion chamber .. like best chance for clean charge.. and just compensate with boost to have as cleanest charge on normal manifold injection. obviously f1 doesn't do this so it doesn't work and excessive fuel consumption.. although there direct inject well later pre combustion chamber stuff
have a good friends honda b18c/vtec that's getting turbo and he wants the head freshened up it original valve ... is like cutting a single angle on valve would that over do it or is it see what you have concept
Several shops/racers have confirmed with me that they did the 1 angle on the exhaust and were elated with the results several with turbo engine builds! The only problem is when they go to the machine shop and request one angle on the exhaust they get a weird look like they are from outer space. LOl After their dyno session and reported back to the machine shops their mouth were open and scratching their heads.
@@jacksonbermingham2168, it does and may I add most if not all engines out there specially 4v's have too much exhaust to start with doing an intake column overshoot towards the exhaust where it is wasted...
Watching and trying to absorb the teachings of Ben Alimeda and David Vizard gives an incredible amount of wisdom. Their teachings generally compliment eachother. What one does not get to explaining, the other catches.
Agreed, as I also work through the videos of Vizard and this channel.
Both are greatly appreciated, and do compliment each other quite well.
They should get together and share some content to build viewership for each other.
So much cheese and fluff on the drama focused highly viewed channels.
One favorite is the BuildItHourself where the young men have cut up some 4v ford 4.6 engines to weld up a 4v V10 out of the parts. Their exhaust work on the header is quite shocking!
Great time to be alive, and learn so much more than magazine content provided back in the day.
Enjoy!
Oh Ben, this video brought me great joy today! When my Uncle got back from 'Nam' (he was a Tank Mechanic), he got a '65 Mustang and after he worked his magic it was an incredible Street Racer. He had the 289 Engine apart one day and I noticed he fitted the largest Intake Valves he could fit, 1.84 or 1.88", but was using the smallest factory Valves, 1.46" if I remember correctly. Tri-angle on the Intakes, 45 degrees on the Exhausts. Lots of beautiful porting on the Intakes, just cleaning up on the Exhausts. Even with a high lift ratty Cam, that thing would Idle well and flat out launch. I always thought that was counter-intuitive, he would tell me Shhhh, it's one of my secrets. He just passed away last year. Thank you Ben for explaining this in a way that is completely understandable, as you always do in your videos. Vindication is a wonderful thing...
Mabuhay, from The Philippines 🇵🇭
Stephen, thanks for your support and RIP to your Uncle for his guidance and his service to our country! My mother's youngest brother also an Army soldier in 68 Vietnam recently passed away as well. We remember them fondly.
Are you in PI now and what state where were you originally from?
Yes Ben, I'm in Iloilo. Originally from the Arroyo Grande to Paso Robles area on the Central Coast of California.
It takes a hardcore scientist to figure this stuff out and a great person to share it with the layman. Great work Ben!
Thank you sir!
Blessings Mr.Alameda, I truly appreciate your sharing of your life's experiences. I wish for your health to return to full maximal power!
Thanks Bob!
@@benalamedaracing2765 what's this!?!?! Ole Ben Kanobe.....I don't mean to pry, but are you not well????
Sorry, don't answer that. I'll contact you another way. Just concerned.
yes bless you in the name of the father the son and the holy ghost and the christ, and may your health return double fold! i am!
There is no better teacher than the race track 👍❤
Thanks Lex!
There is a guy in Louisiana back in the 80s. I can't remember his name. He ran Big block Chevys. He would weld up the lower part of his exhaust ports cause he said it made way more mid range torque and power. His old Redneck backwoods home built car hurt alot of feelings. He was whooping alot of high end cars with his old orange 3rd Gen. I think his name was Jimmy something. I want to try and port the intake ports on my 4.6l 2v and leave the exhaust alone. You are the second one I've heard with this way of thinking. And seeing how this guy was woopin high end cars with his back yard built car. I thank you again.
Thanks and if I can posts pics here I have the same thing I did to a BBC and that thing ran very strong and I am sure the same with your friend Jimmy!
There is no substitute for wisdom derived from successful practices. Thank you Sir.
Very Respectfully,
SKWID
Rider’s Shipmate
ET1(SS/SW/MTS) US Navy, Ret.
Killmonger: 2020 Fat Boy (Stage II+ by Blockhead)
SilverBAK: 2021 Road Glide (S&S 129ci/Fueling Race Kit by Rider’s Shipmate)
Thank you for your service sir!
Growing up it was all about exhaust, today, if you can't get it in. Don't worry about getting it out. Awesome tutoring Ben💯👍
So true!
The single angle on the exhaust valve becomes a relative Venturi which accelerates velocity!!! Ben you are a physics genius!
Thanks!
Between you and Darin Morgan us wannabes actually learn a few things.
Thank for being who you are sir!
Thank you sir appreciate the kind words and your support.
I have experienced it with the FE. 2.19 intake 1.6 exhaust. Exhaust just wants out. And a small valve will get it out, the time is the key. The FE overachieved because it was ahead of its time. Especially the softened pocket intake side to the plug. I agree on the 5th stroke! The EGR effect helps cool the chamber and creates a resonance wave that brings it back.
Agree sir...
Ben I build a lot of 2bbl low lift rule engines and found exhaust was more efficient on blow down and did improvements on intake side and ground camshaft to help intake won many races with Engines I build . Great video's thank you for sharing .
What you found there is the low lift ends up being sensitive to overlap and its capability to pull in the intake column even with small valve lifts.
A new video from Ben makes my day 🙂
Thanks!
Hello BEN,I hope that your days and health are much more important roles for yourself and FAMILY, friends, fans,. New subscriber ,and I am currently catching up on POV of the channel, and you seem so humble about the knowledge, experiences of your own racing career, and I can only imagine what you don't share with everyone, sure wouldn't like to pull up to the staging lights beside you,YOU MY NEW FRIEND ARE A LEGEND,,thank you ben for the channel, and the info that YOU DO SHARE, keep info and videos coming, thank you very much
Thank you for the kind words and appreciate it much sir! Anyway next couple of weeks I will show some radical modifications that will really shake up the viewers. Many will come to the realization there are many ways that are not really known that standout racers are holding on as an edge!
Nice explanation on the exhaust. I think of it as building a check valve on the exhaust to promote anti reversion or one way flow.
You are absolutely correct smaller exhaust valve sink it does precisely what you said but dont tell anyone
Yes sir! lol
Another great presentation Ben! I recall an article authored by none other than Ed Iskenderian speaking on this cross contamination problem maybe 10 years ago. Ed said the cylinder heads are becoming so efficient that we have to be careful about overloading on the exhaust duration which is how we had to cam cars in the old days due to their inefficient designs back in the day. Obviously from the information you're sharing we have arrived at that point when the standard go to camshafts will be much more symmetrical in duration instead of seeing a 10 degree difference between intake and exhaust duration. The wide 114-118 LSA is going to supply much more total torque throughout the power band than we've ever seen because of the technological advancements in cylinder head development. The information is learned at such a rapid rate now. Seems like new theories are tested, proven and available to us in months now instead of years. Gone are the days of guessing what's happening in our engines and bigger ports must be better.
Thanks again.
Thanks for your observations and comments! Not that long ago we decided on a SBF road racing engine to reduce exhaust duration 3-4 degrees from what i was and rewarded us with 30 ft/lbs more torque! Now on serious engines I go to a smaller valve lift on the exhaust with still somewhat substantial exhaust duration over the intake cam duration.
Your first point was well taken and true but wide lobe centers don't add power at any point in the curve. Nobody building race/street engines uses a LC that wide.
Amen, that's exactly how I do it too.
This is why honda made 3 valve heads. My 400 came on at 6000 rpm until 10000rpm redline. 4 valve bikes are had similar hp but no midrange. 40 years later I learn why. Thank you.
I am presently contemplating designing and applying for a patent for an offside 2 valve intake with an 1 offset exhaust valve location. All to permit some kind of swirl and avoiding intake overdraw. It only takes money which I am short off! lol
I love your videos Ben. I am the one that texted you last week. I am going to setup a call with you in a week ish. You told me when I do to send you my plenum and throttle body. I want to try this setup on my heads. I am running a 4.6l 2v in my 03' Crown Vic P71. We will talk soon. Keep these videos coming. We really enjoy them brother.
Thanks and just let me know thru tex and will send you my address. Once your mods are done it should run very strong!
Ben thanks again. When Ford made the valves smaller on the 4v open chamber Cleveland everyone thought they were nuts. I’ve used these heads numerous times and had excellent returns in power. Now you have me thinking about the 2.19 valve and 1.65 exh 🤔
Glad to help. A bigger intake valve will surely help and I will be coming up with a cleveland head video soon!
This was extremely informative. I just didn't think of any of this. The other day watching your other video on exhaust valve spring pressure bring to high also blew my mind🎉
Glad it helped you understand the dynamics and hopefully build better engines in the future!
Wow, this was one of my favorites.
Thx for the ever expanding experience!
Thank you sir!
A lower lift and shorter duration of the smaller exhaust valve works well. I had a custom cam made with a .500 inch intake lift and a .300 exhaust lift and it has serious low end torque and top end power.
Sounds great!
This video was amazing. The more I watch your videos the more I learn. Now when I see ads for heads and when so called experts talk I truly listen with a very questioning attitude. I am truly greatfull for the knowlege you have given me.
Thanks Joseph!
I agree Nolan and Billy I probably the best. As long as they are going to get involved in what you are doing.
They are the best in their craft for sure!
Thanks for taking the time to make the videos and sharing your knowledge. We really appreciate it more than we can ever tell you !!
Thanks and appreciate the feedback as well sir.
Excellent analysis Ben! 👍👊
Thanks Dale!
Excellent insight
Larry Widmer from Endyne developed parallel thoughts long ago
Thanks Art! Widmer is one of the sharpest and least appreciated cylinder expert out there today. I knew of him in the early 80's and his work is beyond fantastic and forward looking. I remember he predicted 2 NASCAR T-Birds would dominate Daytona and they did run away from everyone. He also did the same with a certain NHRA Thunderbird dominating Pro Stock and again he was accurate because he had a hand in all 3 domination of their classes.
Sadly, I feel there was a lot of jealousy pointed his way and many denied he had something to do with their stuff in order to protect their "secrets"! Which by the way was his work on their stuff! lol
Widmer likes a certain exhaust gas velocity as it exits the port and of coarse he doesn’t publicize that number or how to derive it! Widmer also developed the Boss 429 heads for SVO when NHRA bumped up to 500 cubic inches in 1982. It put Glidden back in the winner’s circle, but he found out they were available to the general public and he bought all available heads and pissed Ford off so they pulled the plug on the head program and only Glidden had the heads. Rumor was Glidden quit drag racing when he used up all the heads? 😂😂😂
BTC
@@trailerparkcryptoking5213 I remember years ago when I was having a conversation with Etta and she was showing me the engine and remembered well the "Endyn" logo on the base of the heads on the front. I do not know why but she seems very nice and would always say hello and make small talk perhaps I remind her of someone or somebody.
Glidden quit when technology started coming up and seat of the pants racers like him and Garlits where goner at that point! They were good until then which was really sad...
Your amazing
Thanks Jesus.
Engineering knowledge is just that, the brand name means very little, thanks for sharing yours.
Thanks sir! You are absolutely correct and when you are aware of the fundamentals thru education, racing experience and hands on working with different scenarios, it comes clear to anyone with this attributes regardless of the engine name, this person will make impressive power! Knowledge is power in short has always been my logo.
More power? Probably 😀 But when the engine makes a lot of torque, it also has a good chance of accelerating on the track. Thanks for video and cheers,
-juhana
Agree and we must never ignore the value of added torque thru the rpm range!
When you add torque you add power.
Another eye opener. It's greatly appreciated.
Thanks Shaun!
I'm building an engine using 351 Cleveland heads. I want to raise the exhaust ports which will cause more low lift flow. This would mean that I should open up the LSA. You and Vizard agree on this. With his calculation poly angle valves with a twisted wedge like the Cleveland, the LSA needs to be opened up for optimization. I can see what is going on by your explanation. Sinking the exhaust valve is a good idea as the intake charge doesn't like to change direction. I need to look at my exhaust valve size as well. Thanks for the great video.
It would be great if there is a way to install hardened seat on your C heads and op for an 1.60 exhaust valve. One more thing that I have done is switching to a 50-52 seat on both valves which has an effect of dissuading low lift flow and superior max flow at big lifts for competition. I find this more of a better move with existing heads pushed to the outer limits in search of the most power for any given street/strip heads. Doing this and sinking the exhaust valve would be an effective fix which I feel you might agree with me... Thanks for supporting my channel James!
@@benalamedaracing2765 thanks for the response. I'm building the engine for a daily driver 65 Ford pickup and don't expect to be racing it. I'm looking at efficiency and good drivability with a nice wide torque curve. I'm also building a stroked 4.0 Jeep engine. I will be cutting and welding two aluminum Cleveland heads together to put on top of it. Should make a pretty potent engine out of it.
It's very nice to watch your videos! They are not only informative, but also fun. Thank you!
Thanks and please spread the word and appreciate your feedback to my channel!
@@benalamedaracing2765 Yes, sure!
I always try to make engines better weather it's a weed wacker or a small block Chevy. Take example the 4.0 Ford sohc. Replacing the intake and porting the heads made a huge difference. Tom marana is one of the only ones who works those.
Amazing video 🎉
Glad you liked it!!
@@benalamedaracing2765 Brian Tooley racing in his interviews and discussions also stressed the exhaust when he was talking about cams. In his findings he states that there is such thing as too much lift on the exhaust valve. He uses a .3 ratio between valve diameter in lift which he discusses in his interview with “the tuning school” and you can still find the video. He has been able to make more power with less lift on the exhaust valve and more duration. The both of you are getting close if not have nailed where the focus needs to be
very intresting about the LSA and new style performance heads
Thanks Jack!
Thanks for the videos..A interesting watch .
Thanks for watching!
I hear ya buddy, im ocd i always clean up my shop before i start workn on something. LOL. Its prolly a military thing...talk to ya soon buddy. Enjoyed the video, great info and direction.
Matthew, did not make it to Scatt and will try next several days. Weather been bad and I am getting blown all over the hwy to Cali!
Port flow and hogging out the port volume to get more flow on a flow bench may be shooting yourself in the foot. You also need to consider flow velocity which combined with the flow volume equates to port energy. A larger port volume that reduces the velocity reduces the port energy, which reduces cylinder filling.
With modern heads designs that are very efficient, yes a smaller exhaust valve with possibly the 52° seat as Ben explains, can be used. David Vizard with his Polyquad 4 valve conversion sinks the exhaust valves a bit so the incoming air/fuel during overlap skips over the almost closed exhaust valve instead of getting pulled out the exhaust.
Tyank you sir.
Hope it makes everyone get better at building their projects.
Lots of great info as always 👍thanks for posting this great video
Thanks JV!
Wow Ben another mind boggling video. I can't get enough of this shit.
As usual Dean thank you for supporting my channel.
Great video Mr Alameda !!!
Thanks again Bob!
Mr. Ben, first I wish your health improves soon. Very informative video as are all of the others you have gifted us. How well would this work for a boosted application, specifically 306 small block Ford with tfs wedge heads 2.02/1.60 valves out of the box and 114 cam?
It helps big time on high intake and high exhaust port heads like the SC1/2 and the SB2 or any all out race heads. This said, I also saw improvements on standard port cylinder head configurations and even on almost all imports cylinder heads. On boosted TW will surely help it because with a single angle, with an ideal throat exiting angles gives you a "wider seat" which helps maintain seat sealing and integrity!
Another great thought provoking video thank you. Did you see a big difference in idle A/F ratio comparing the modern heads with overlap (wasting the intake charge) versus the old heads with overlap (capturing intake charge and maintaining dynamic compression) ?
The old heads had inefficient chamber and burn characteristics and everything equal or the same the new chambers exhibit better idle and power all around. It figures vortices and dead areas within the chamber is a lot less today and there is really no comparison whatsoever...Thanks for your support of my channel.
Thank you for your knowledge and videos.. USA 🇺🇸 USA 🇺🇸 USA 🇺🇸
USA #1!
Many thanks 👍🙏🔥 great information 👌
Glad it was helpful!
Very interesting stuff Ben. People say that an engine is simply an air pump, but I disagree. I think that it is a delta P device, and anything but simple. As you were talking I was thinking about how we are trying to maximise cylinder depression during the overlap period, but at the same time, trying to limit charge overshoot, and exhaust reversion. You make many very good points. Certainly in NA engines the greatest challenge is getting the intake charge in. Many thanks to you for sharing this. Regards Greg
Thank you sir and appreciate and agree with your views on ICE's.
Thank you for sharing your knowledge
Thanks!
Thanks for knowledge!
Thanks for your support!
Thanks for this informative video im currently thinking of a cam swap in my 351 W I currently have a mild 112 centerline cam with ported stock valve 351 W heads 184s 154s this currently runs 8 .22 in the 1/8 mile in a 3700 lb car going to a 110 cam with just over .5oo lift would take this combo in to the 7 s thanks for this video also porting a set of y block heads food for thought
I feel indeed going to a 110 would be a step in the right direction!
@@benalamedaracing2765 thanks i forgot to mention it s running 373 gears and a 2800 stall
Thank you so much, Mr Alameda. Very thought provoking and admittedly, never on my radar before.
I think everything you've presented here "holds water" as presented. In my circle of friends, we refer to this as "over scavenging". Getting scavenging just right is a very big undertaking.
With that, may I add another effect that may be happening simultaneously?
So, at the moment that the exhaust valve separates from the seat, the "exhaust blow down" sequence begins. Cylinder pressure to that point is decending rapidly relative to time and piston position. At the point that blow down begins, the decreasing cylinder pressure now accelerates rapidly but not instantaneously back toward atmospheric. If you slow down this pressure drop for a few degrees of crank rotation, say 10 or 12 degrees or so, could it it increase BMEP enough to be worth a few extra horsepower, along with the fine tuning of the scavenging?
I might be off base here but would love to hear your thoughts.
Thank you again so much for this.
Your thoughts is something to think about and the issue is how do we slow down the rapidly exhausting gases with the incoming fluid/air column? It happen several dozen times a second and I sometimes even wonder what really goes on in the micro second scenario...
Excellent question for sure.
This has me thinkin now lol. Im doing an engine w a buddy of mine, 351w based engine with a old set of Canfields we got used. I had picked out a stage 4 or 5 tfs cam originally due to it was suppossed to be a 302 engine, but now i wanna go bigger but the lobe seperation and compression issue like you just mentioned has me contemplating what id like to see in the engine. The ports on the Canfields dont seem to have very high port locations like the yates heads youre speaking of but since his pistons are higher compression im wondering if keeping that LSA tighter may help it when its upwards of 8000 8500 rpm esp since he has a good amount of gear and is stickshift.
I'd also like to get your opinion on a 302 build. Your videos give me ideas and get me thinking about how fast i could make some old junk go with some of your tricks lol
Just note the LSA with whatever heads you will eventually use and it is very important you follow up on that advice I posted. I will be building and posting some of the ones I have done so there will be more useful advice for others and you to get ideas for your builds!
Nice video Ben!!!!!
Very interesting knowledge tell me what to do on my 2jz head
I have a whole buildup in detail @ Ben Alameda Racing under photos-albums about the 2JZ.
Every time I listen to you I learn a lot. Do you advocate a flat valve on both sides but 3 angles intake and 1 angle exhaust?
3 angles yes for flow intake and exhaust if it is a factory cylinder head with normal low port layout. I only recommend 1 angle on very high port engines like Yates/SB1 or many of the so-called all out race heads. Stock type heads needs a lot of help to get the flow going on the intake port during overlap.
@@benalamedaracing2765Thank you Sir
Have you looked at the chamber port design of Harley Davidson Twincam heads? If so where do you believe the overlap LSA would fall on these. We always have alot of backfire on decel. To me this shows that on lowlift it's loosing alot of gas on overlap.
Perhaps when you come off the throttle it causes an over rich condition as I describe on my last video. Is it carb or Fi?
@@benalamedaracing2765 EFI
"different level of ignorance"... Yes, I resemble that: there's always something to learn, so today was a good day.
The intake/exhaust thing falls back to basic testing in as much as finding out if something works [and maybe why it works] is best done one change at a time. And I know: we're not always eager to pull/install heads a half dozen times.
Keep an open mind because there is always something somebody knows that we are not aware of... Thanks for supporting my channel.
I agree with you, a 45 and radius on the ex and do not back cut the valve. 30 45 60 on the intake and back cut the valve so the seat and the back cut are the same width. Do you agree
Mr Ben alimeda, i have a 2v with larger intake valves stock exhaust. Builder did a 5 angle. Cams are 234/238 @0.050 550 lift. Split. I will be putting in a vert large f1x procharger. Do you recommend i apply these ideas with the pricharger? In other words, im having heads redone and new cams designed. Should i sink exhaust valves, and on another dual plabe cam, should i do less duration and lower lift on exhaust side duration? Ill stay 113 lsa. Thanks, primo
BEN! 😊 stock gen2 F body. Th350, 2500 stall, 3.23 gears. Daily driver with a little power. ? Pizza Delivery Car. CAM PROPOSED: 282/282 118LSA 118 ILC 11.5:1 static compression, 355 c.i. sbc. dart iron eagle 200cc or tfs super 23, or brodix. Performer EPS intake, roughly 8:1 dynamic and 6" rods. PUMP GAS pizza delivery car. Welding for money, making pizzas, and fully sending them.
Looks good except my concern is the 118lc which I feel is too wide. What made you go with that much separation?
@@benalamedaracing2765 oh, guess what, that is a typo sorry, i am made it the same not knowing what to make it yet. 114? 109? 106? thank you Ben for your replys, you are so gracious.
I was called an idiot for doing the same thing. It blows my mind what some people think
Well most engines anyway have too much exhaust valve diameter specially the import 4V engines! Thanks for your support.
just food for thought ,how about the McGee brothers from Aussie with their Quad cam rotary valve v8's.mmmmm they went fast.
Yes they did that is why NHRA ruled against them.
A question regarding hot rodding small block Chevy for the street. Would cutting a 1.94/1.5 64cc chamber for a 2.02/1.5 make power or make junk? Thank you, I like building SBC at "Hillbilly Garage" and I'm looking for unusual upgrades.
Normally increasing intake diameter gains power so there is something there for you to do.
Thank you
A flow bench needs to replicate pulse. Acoustics science can be applied, resonance and reflection from impedance changes cause the pulse to reflect back.
@Ben Alameda Racing, Which category would a set of AFR185 Renegade heads fall into? Would limiting low lift exhaust flow still be beneficial? If it matters, its a 408w going into a F350 4x4 truck. For this combination, would you have a recommendation for compression ratio and the ideal amount of quench? (It will get a custom ground Hyd.Roller cam match when everything else is done). Im getting different answers everywhere i look, and I would trust your input over anyone elses. And thank you for all the valuable information in your videos. It is much appreciated.
You'll find your answers @ 1:10 of this video.
Personally, the 205's with11:1 and a 0.042" quench kicks all sorts of ass in my 4wd F350. I move EARTH via 37" TSLs.....
@@arturozarate1752 i got what he said in the video, wasnt sure what you can get away with with a much higher load on the engine from double the weight plus double the tire mass. Thanks for the reply. That pretty much answers it for me.
Arturo is right on point and I would also do and agree with what he said!
i always wonder about intake runner length after carb before crank case reeds. reed throw a curve ball. and like thicker gaskets probably not thick enough to make a drastic chage.. on a 125 iame x30
Thanks sir and you must be referring to a 2 stroke engine when you said Reeds?
Hope your health turns up if it hasn't already.
Agree on less overlap required as the induction gets better.
I'd be playing with the header, testing less duration, faster closing ramp of the exhaust (not looking to get rid of the sunken exhaust valve though) or a combination of all 3... in other words keep improve flow everywhere and see if there is some orher things in the combination that can make it better than what you've found works well.
Don't dissagree with smaller valve than what's thought as necessary. Just think there's gotta be something left there.
I hear 14k hp? And perhaps it's more of a break shit factor there on top fuel?
Good stuff. Wish I could just do R&D all the time
Thanks for your comments and took it with a lot of thought! Anyway, when we dyno tested that 8.2 deck that made 589 hp, we came back with 4 degrees less duration on the exhaust and it immediately picked up 35ft/lbs of torque on the midrange@ Telling me all along again we have too much going out on that port so we got to be careful thinking over scavenging even the fresh air fuel that we just inducted on the intake port...
On Nitrous injection motors Mr. David Vizards says we need more exhaust flow to scavenging burned nitrogen pressure, Is that True or what's ur take??😳💥🌋
Nitrous is such a flame/burn enhancer producing a more complete combustion process and whatever is inside after will easily exhaust out the port/hedders! It is important if your exhaust port have good flow but not so much on the lower lift ranges. DV is correct because a very restricted exhaust port will hurt big time specially if you are aggressive with the nitrous!
I wanna get a set of LS heads built by you. Which casting number do you recommend I start with. I’m wanting a hot street motor, high commission, looking for around 650hp
@ 42:50 so the raised material between the valves serves as a "sunk in" effect? Along with the "machined ridge" around the exhaust valve....?
Ben, would not doing a back cut on exhaust valves help?
Back cutting will work with traditional cylinder heads factory or aftermarket as long as they are not the high port versions. Do this if you have a factory port layout and it will surely help!
Balancing the equation, yes. WORKS ...stronger pulse
Yes it is a finely balance scenario creating good power with minimum wasted energies.
Question... since you know about cams...
Is it Overlap or LSA that causes the rumpity rumpity idle?
Hypothetical scenario:
408W street with decent street heads at 10.8 compression, and all supporting parts.
All three "mild" cams with 0 advance ground in.
What would be the difference in idle and street manners between these three single pattern cams?
(Two share intake valve closing for theoretical cranking pressure. Two share Overlap. Two share LSA.)
Cam 1:
270adv 106LSA 58° Overlap 220 @ .050
(190 cranking pressure, 61° valve close)
Cam 2:
262adv 110LSA 42° Overlap 212 @ .050
(190 cranking pressure, 61° valve close)
Cam 3:
278adv 110LSA 58° Overlap 228 @ .050
(175 cranking pressure, 69° valve close)
Thank you for this video!
The overlap and LSA are intertwined so they both have something to do with idle quality or lack thereof. With a stroker I prefer #3 because you have to feed those inches and it needs it for sure!
@@benalamedaracing2765 Thanks for reply... To clarify your reasoning, even though cam 3 produces less theoretical cranking cylinder pressure (-15) than the other two, you would prefer it because it holds the valves open longer with more overall duration?
I like your P51-D
Dad flew a P51D and told Mom it was harder to fly when he switch to Jets from the T-33 to the F-86. He said that big propeller in front acted like a big gyro and the torque of the inline engine wanted to turn his mustang all the time. lol
@benalamedaracing2765 V12 Rolls-Royce "Merlin" so of witch were built by Allison but were the R.R.M. blueprints. Hope that helps.
Also a lot of pilots coming from trainers to the R.R.Merlin and the twin wasp radial 18 cylinder powerd plane ignored the warnings, got there taxied out and firewalls the throttle and flipped the planes on the runway/A.C. carriers! Thanks for all you do,God Bless you and yours!
From 41:00 to 42:00-ish....would a "flatter"(12° - 15°) exhaust valve be ideal here? Rather than let's say a 23° "tulip" valve? I've never felt real comfortable with the tulip exhaust valves I've been asked to use in GM cathedral or rectangle LS heads. In the early 2000's, fresh out of school, the flow bench numbers of the exhaust looked really good from 0.100" to max. When compared to a tulip in the same head and flow bench, same radius valve job, 0.100 - 0.400 jumped 10% to 20% but same results all the way to 1.000.
8 months prior to that, I learned to degree a camshaft. I saw the possible effects of the exhaust flow "evacuating", best way I could describe it at the time, too much intake charge, but i lacked the experience to support my thoughts to all but one person. He gave me a pat on my back and said, "Good job Arty." "Now let's talk about this 408 you're gonna build me for these heads." His name was Terry Smith. He was one of my Hotrod instructors. I haven't used a tulip valve in 22 years, and I can't remember thinking twice about it. If I'm understanding correctly, I think I made a good choice...
Art, one of the best response I got ever on my videos! Thank you and I am glad you found out what I am talking about here because most or many out there kept saying more and more flow even on the exhaust!!! lol
You found out and that is great.
Ben, just saw this video. Do you think your "secret" is why GM only improved the intake flow on sbc vortec heads and did little, if anything, to the exhaust port flow??
The GM exhaust port from the factory is well designed and it is the intake that needs help a complete reversal vs. the 351C. This said the SBC port layout intake and exhaust matches very well to street/strip engines short of all out and very responsive against the Fords!
@@benalamedaracing2765 Thanks Ben. I hod some correspondence with DV about his cam recommendations for a turboed street/daily driver sbc/bbc. Haven't seen any recommendations and wondered if you would make some recommendations, especially in light of this video??? THANKS
would you also use less exhaust duration? I see a lot of these dual pattern cams with 8 degrees more exhaust duration than intake, would you run something closer to a single pattern cam or maybe 2 degrees more exhaust duration than intake? But also the issue with the wider LSA is you are now opening the exhaust valve earlier? Which hurts low speed torque as it takes energy away from the power stroke. Instead of changing the LSA why dont you just lower the durations instead and keep the later opening exhaust?
As recently as 3 years ago we shortened the exhaust duration from something like +10 to about 6* less and ended up with 30 ft/lbs of torque gain on the mid range with a 347 big bore short stroke engine. 4.125 x 3.25. Perhaps many including myself has been overdoing the exhaust duration by a lot perhaps working with a road racing engine it is a plus compared to a drag engine. Hp at the peak was basically the same.
have you tryes to but a 4 inch stroke in a 305 chevy i was told that only a 3.750 stroke
Not on a 305. Just switch to a 350 based block. Then tell everyone you have a 305.
The cam on my old school 355sbc with 10-1cr is 243in 257ex @50, 533in 519ex lift, 107lsa. The valves are 2.02in 1.6ex. Would more rocker ratio on the intake and more lash on the exhaust to reduce the duration be helpful? Thanks.
I'd also like to know
Adding rocker ratio will definitely help and I would keep the exhaust lash where it is and just add the ratio. It will still help with the exhaust the way it is specially if it is a stock ported heads. Or is it an aftermarket?
@@benalamedaracing2765 The heads are old school bowtie heads, casting 14011034 and they are lightly ported.
@@joe-hp4nk That engine should be very responsive!
an engine is simply an air compressor.
it takes in air, heats it, and hot air returns more work than it takes to compress. for every 249C, you get twice the work.
its really convenient to simply spray a combustible liquid into that air, have it combust rapidly, and produce the required heat and subsequent pressure rise that way. it wastes alot of the energy, but its a far better use of the energy than heat exchangers and phase changes (ie, steam).
so. the valves are areas that are misunderstood. the whole theory of airflow tends to get overlooked in an engine...
a fundamental rule is that air flow is limited to a certain speed, regardless of the pressure differential. iirc, its roughly 0.577 pressure differential.
no matter how hard you try, you wont get air to exceed a certain speed. IN the nozzle. in the restriction.
but you CAN use the HEAT in the gas to create a condition where the gas continues to accelerate as it leaves teh choke point, expanding as it cools down... it can flow down the PIPE far faster than it can flow through the valve. this doesnt happen with plain normal compressed air at ambient temperatures. it has to be HOT to expand MORE than the pressure suggests it would.
delaval nozzles and rocket cones...
getting the exhaust velocity up in a smooth, laminar flow... better scavenging. stronger pressure waves, better flow overall. turbulence is ENERGY being consumed. the more of the heat that is wasted in an engine that you can use to your advantage, the better.
my personal area of improvement is throttle valves at the moment. think about it. if you understand bernoullis, a venturi, aerodynamics... you might see the major issue.
in the venturi air speed is highest, but pressure is LOWEST.
it is then expected to slow down, and rise in pressure before entering the cylinder.
because the engine is an air pump drawing the air in, the system works. it consumes a lot of energy though, overcoming that inherent pressure gradient. its then expected to speed up AGAIN as it passes the valve into the cylinder itself. those pressure gradients choke flow, reduce VE.
if you strap a plank of wood to an airplanes wing, it has the same effect... hard, if not impossible to fly, and if it does fly, it takes a LOT of power to force it through the air. a venturi is basically a wing wrapped into a ring...
but still, 150 odd years of carb design, and ive never seen the issue addressed. not just maintain a constant velocity, but also a laminar flow.
completely different to the rough surface effect which produces an effect known as the longest word in any language...500+ letters in german? "the amount of fuel that falls out of suspension inside the intake manifold"....
I'm gonna take a wild stab at it before watching the entire thing and guess you want a smaller exhaust for a longer duration of exhaust gas discharge and higher velocity for evacuation to take better advantage of overlap?
Well depending on the cylinder head I would say if it is a chevy 1.94 x 1.50 or 2.02 x 1.60, or fords W ? Both heads needs help so on the chevy I would use both 1.60 exhaust and no bigger! Fords needs all the help it can get on the intake and exhaust valve size! They are anemic from a flow point of view.
You need to watch the rest of the video....👀
Ben i did about this sam thing on my bog block Chrysler i been building engines for 50 years i went with a 15 degree exhaust angle Pontiac theory more flow at low lift i gained low end on a 310 duration cam and rpm raised 2000
Not surprised at all. On standard port heads they need a big yank on the intake port via overlap pull of the intake flow! A flatter valve angle does these things effectively of course but with flow penalty at peak lifts and by the time it gets there the exhaust is already all excavenge out and gone!
ic and a head scratcher but ñmakes sense. So if you had a 110 lsa cam you would degree it in on a 106?
Thanks for your support! Anyway yes I would advance that 4* and would give you quiet an improvement in response and mid-ranges! Specially beneficial if your compression is lower than what I recommend all the time.
@@benalamedaracing2765 thanks I have wondered about doing that because I saw someone else do it and made really good power so then I asked them about doing mine but they said just leave it where its at for what ever reason. If it worked on theirs seems like it would do the same for mine. Thanks for clearing that up for me👍
@@79beans347, it definitely worked for them so maybe they do not want you to pick power like they did! lol
I have had those issues before wherein they did it and wanted to keep it secret for theirs and their buddies and not you! Do it and you will be happier.
@@benalamedaracing2765 Im for sure going to do it now , I appreciate that. Will it give it a rougher meaner idle too? How much power did u normally pick up from doing this? Im also going with some 1.7 rr's so with all of these lil gains I should be able to feel the added power for sure.
I think you’re using the term LSA where you mean ICL...
HA! @ 46:47 I think you're about to get into what I asked about.....
Arturo, I have been missing for about a month and now got to catch up with the tech videos! lol How are you doing?
@@benalamedaracing2765 I'm sorry for replying so late Ben. May and June were a blur! I have 3 children in grade schools.....now July is here and its serious vacation time!🤦♂️ I have engine builds to plan and pitch to clients. I have wiring jobs on restomods, and stand-alone LS EFI harnesses to make.....let's not forget the yard work.
I'm doing well Ben. Thank you for asking. I hope your health has returned. I'll be catching up on your videos shortly.
Velocity encourages inertia.
Definitely sir! Thanks for your support of my channel.
@@benalamedaracing2765 You put up so much good, usable information. I haven't been able to find this stuff anywhere else.
The Biden teleprompter comment had me dying
When I start falling off stages and mumbling away it is time for me to set myself off to sunset beach! lol
Can this be applied to old 302 iron heads? Leave the 1.45 valve in, do not round the edge on the exhaust valve face? Just trying to get the best "yank" on a street motor.
Stuart, unfortunate the ford windsor heads is really afflicted with underperforming exhaust and must be ported and if possible use a 351W exhaust valve @ 1.54 at the minimum. If you can install the 1.88 intake valve because this heads need all the help it can get! If you have the budget handy a 1.94 chevy intake and 1.54 at the exhaust a minimum will give you good results!
@ 20 min...my quirk is i need a lego puzzle .. to make it hard .. im the worse got breakfast mixed in with main caps joke not that bad .. i can sort it but.. i always read instruction for critical stuff.. i wont change. torques spec and pattern are useless information when it 5 second of instruction manual.. if u read instruction you wont make a mistake if you go off the fly well your risk... pride is prone to mistakes
Thank you sir for your support of my channel.
No teleprompter needed.
Thanks for your support sir!
Funny, the tighter the lsa with the same duration, the intake valve closes sooner. This traps more air in the cylinder and is called effective stroke. This is What dictates dynamic compression ratio. Alot of good info but also alot of b.s
The video highlights the importance of smaller exhaust valves to minimize exhaust to intake "overdraw", prevalent with state of the art high port heads!
Wondering what part you disagree with so it may be clearer to all of us?
wouldn't you be better off having your charge going out the exhaust on a turbo motor so u limit egr in combustion chamber .. like best chance for clean charge.. and just compensate with boost to have as cleanest charge on normal manifold injection. obviously f1 doesn't do this so it doesn't work and excessive fuel consumption.. although there direct inject well later pre combustion chamber stuff
i believe you. working it out in my head
have a good friends honda b18c/vtec that's getting turbo and he wants the head freshened up it original valve ... is like cutting a single angle on valve would that over do it or is it see what you have concept
Several shops/racers have confirmed with me that they did the 1 angle on the exhaust and were elated with the results several with turbo engine builds! The only problem is when they go to the machine shop and request one angle on the exhaust they get a weird look like they are from outer space. LOl
After their dyno session and reported back to the machine shops their mouth were open and scratching their heads.
@@benalamedaracing2765 its actaully something you least expect
@@jacksonbermingham2168, it does and may I add most if not all engines out there specially 4v's have too much exhaust to start with doing an intake column overshoot towards the exhaust where it is wasted...
Go figure....less is more
Many times it is !
over-scavenging
Agree Scott and has been a problem with recent high port heads!