Power sparks & how to use them.
ฝัง
- เผยแพร่เมื่อ 9 ส.ค. 2022
- This is the continuing episode of 67 part 1. In this episode 2, DV reveals more basic but often misunderstood tech about ignition and combustion. You will find at least 3 commonly accepted Ignition and combustion beliefs that are shot down in ribbons.
- ยานยนต์และพาหนะ
Dr. Vizard, please don't apologize for the video length. You could go on for hours and I'd listen/watch it all.
Agreed, I usually look for longer videos
The top ring land discussion was pure gold! While in college, I was moonlighting at an entrepreneurial firm working on lean burn for emission reduction. (early 70's) I developed a multi spark, high frequency, capacitive discharge, coil on plug, distributor less ignition system that would reliably ignite that mixture. The rise time was extremely fast, I characterized it as an RF discharge. My plugs would fire immersed in transformer insulating oil. The owner lied and never filed the patents... he went bankrupt... my final payment was his preK 1969 Honda 750 motorcycle... ah... the joys and naivety of youth! Great memories though.
Professor David is in the house. My goodness sir you are surely a wealth of knowledge from many many years of experience. I admire and adore how you can take such complex subjects and ideas and translate them into terms to which a Layman can understand. Thank you sharing your knowledge and experience. Always have something to learn from your videos.
Wow 😯 Guys how deep is this gentleman's knowledge about racing engines?We can only find out by following him.
All I know is that switching to NGK low resistance plugs; low resistance spiral wound plug wires; and a hot coil solved my problems of having to walk miles in the middle of the night!! AC/Delco/Champion plugs along with upgraded production plug wires created a huge amount of resistance that backed up to the distributor and caused many a failure and long walks in the middle of the night. Lesson learned.
By the way, I have had a lot of luck with MSD ignitions starting in the '70's thru today (personal and professional use). Just use low resistance wires and plugs.
Even if I get one of the Genuine GM HEI distributors, the first thing I do is toss the standard HEI module and fit an MSD one.. I don't know what it is, they used to be okay, but they changed something about how they were manufactured about 10 years ago and I've had 3 of them burn out in short order.. Turns out maybe offshoring everything wasn't the best idea with all the replacement component failures I've seen in the last 18 months
Spark power - the ignition can only support so many watts of power, so if the resistance is high the voltage component has to be large, and this diminishes the amount of current in the spark. The minimum voltage you can use and still arc at the plug can give you the most current, and hotter spark. This is why you can often gain power under load by tightening up the plug gaps. If you only need 20k volts to arc the plug instead of 40k volts then you may have doubled your current at the spark. Higher current does heat up the ignition parts more, but that's the sacrifice for more heat in the spark.
David I really enjoyed this video. Your work is amazing and you break it down in a way all can understand. I've watched you for years and starting porting back in 91 inspired by your work an Bob Mullen (Famed Chrysler Engineer).... I've learned a tremendous amount from you both. Just wanted to thank you Sir. And my heart goes out to you David regarding your Daughter. I notice July 31 has just passed by. We wonder would you share some history on this young lady. We see her picture and Carry a pain for your tragic loss. Please let's us all know this beautiful girls story. We see she's smart by the engine she built and set records... Long live Jacque Vizard's Memory..💯❤... we too have have children and pain my friend. But we here are family 👍😉
,,,,,,I feel the same emotions,,,,,,,My heart goes out to those with passions like my own.............thanks for the input...............
A decent set of 8mm "Spiral Core" wires will reliably fire my 1000h.p. big block for several years without issue. I replace them, the rotor, and distributor cap every couple of years, and I don't have issues.
Used solid wires to plug and a resistor from coil to distributor. Worked fine , also used a ford thick film and e coil with trigger in a mechanical distributor, spark was good to approximate 10,000 rpm.
Spark Plugs - With a NA engine under load, the spark plug ground electrode is often the hottest thing in the chamber, and this can be a source of detonation. Put a propane torch up to your spark plug electrode (chamber side) while it is screwed into the head, and if the ground strap starts to glow orange, then these plugs are more likely to cause detonation, even in a NA engine, and definitely don't use these with a power adder. If you try this test with an autolite race plug, you will see it will never glow when using the propane torch. This means they are thermally stable over time with 1600*F temps.
D.V.just amazes me...is there anything he doesent know. . . ?...Thank u D.V. great video....u r truely amazing...!
Detonation - when the flame speed greatly exceeds mach 1 it creates a powerful shock wave, and that rattles the piston and rod up and down in the bore which beats on the rod bearings and wrist pins. Brittle pistons will crack pretty quickly. The shock wave can also cause tiny bits of the piston surface to detach and become part of the combustion. You may see this as specs on your spark plug insulator.
awesome input..........As in aviation,,,,,When a jet powered plane breaks the sound barrier ; there is that wall , or time of resistance , the shock wave or waves that caused tremendous buffeting to the planes airframe.............History is awesome as one of Newton's Laws or more than one come in to action........The Atoms and molecules in the atmosphere that undergo changes from the heat and pressure at Mach one...................The sonic boom heard when these changes take place........I wonder if the word Plasma has any relative meaning in all this science............
This was my thoughts on it also. Which seems to make sense when you see the hammering effect on big end bearings after heavy detonation. The spiking cylinder pressure pounding the piston and rod down through the layer of oil on the crank causing contact.
There are 2 extremely intelligent individuals to learn from in the automotive industry, DV for gas, and Gale Banks for diesel. That's it, they are the 2. Listen, and learn. Thanks for the info DV.
Mr Vizard, I've always believed that the solid core wires in conjunction with the resistor caps yields the best spark when using a non resistor plug. I have used 500 ohm resisted boots to dwell the spark longer at the cost of the AMPerage. So high compression engines suffered.
HOWEVER with today's boosted cars I've migrated towards more of the Insulated Gate Bipolar Transistor coils (IGBT) the switching is superb and crisp especially at over 8k RPM. Also the use of a IGBT you can also dwell the spark longer using Amperage instead of resistance. This gives a healthy spark with long duration Wich is great when working with high boost and RPM.
I haven't worked with CDI but I'd imagine with just a short burst instead of a long duration spark I don't see the significance especially with the mosfet designs. 🤔 I wonder what Tesla would have to say.
Right,, the king 👑 of the park gap, he had compressed air spray blowing out the spark, then oil filled and magnetic 🧲 spark quench systems,, so far ahead of anyone in 1910, up in to giga hearts in his day.
😎💪👍☝️🤔
I have started to watch more of your videos and I am enjoying the content....Thank you for posting!
This channel is dead for now, find his other channel here: www.youtube.com/@DavidVizard
Just came in at the end. Inductive cables act as a resister to higher frequencies, which will limit the rise time of the high voltage pulse. A fast rise time is beneficial in firing fouled plugs etc. A square wave (part of which is the leading edge of a pulse) consists of harmonics which are a combination of high frequencies.
Using a scope to see the discharge comparison of graphite to copper core there is definitely that suppression of noisey spark at the start and a stronger total discharge with graphite core
Faster (ignition pulse) rise time also rise the breakdown voltage of the gap. So, more energy is spent on the breakdown event and respectively less on the inductive phase , which actually is doing the job . The breakdown and capacitive phase just create EMI and erode ( mainly) the spark plugs electrodes . CDI systems has much faster rise times and this is one of the reasons why they are less efficient in igniting the mixture , that’s why the wast majority of today ignition systems are MDI . Fouling of spark plugs is extremely infrequent case with fuel injection systems . CDI manufacturers love to report the amount of energy based on the charging voltage and the capacitance of the capacitor but not on the actual spark energy :)
@@needmoreboost6369what about a comparison between graphite core and inductive HT leads ? IMO the inductive are better because they can store and return at least part of the energy to the spark gap , their active resistance is much lower ( about 1-2 KOmhs per meter vs 7-8KOhms per meter for graphite ones) which reflect in the value of the spark current during the inductive phase of the discharge and the total amount of spark energy delivered to the gap . I’m not absolutely sure but IMO the only advantage of the graphite core is the lower manufacturing costs .
Thank you for your comments, You are right that the energy stored and dumped into the coil cannot equal the energy at the plug gue to losses in an imperfect world. Measuring (even calculating) the energy at the plug may be a bit more difficult. A fast rise time also increases the risk of crossfiring between cylinders via capacitive coupling between leads, Potentially (no pun intended) disastrous with loomed plug wires.
The rise time though is very significant in the firing of the plug hence the use of multiple spark systems. I realise it is easier to generate multiple sparks than extend the duration of the spark.
I have experimented over many years with transistor assisted ignitions with and without multiple sparks and dwell extension as well as CDI. My holy grail was (is) a multiple spark CGI. My homemade CDI works better than the others on a hot 4 cyl motor from the 70s which has 2 x DCOE Webers.
I doubt that my system would compete with fuel injection and a coil for each cylinder under CPU control. I apologise for the length of this (my wife says I need to go out more often).
I actually worked at a shop where they had a Sun “pro” and you could do a cylinder balance test with inductive pickups on each plug wire and looking at syne waves. The thing was about 8 ft tall 10-12 feet wide and about 3 ft deep.
Hey David thanks again for putting out another awesome video.. I come from the world of four wheeler racing I have sent your videos to the top engine builders in our industry they had not heard of you. I am learning as much as possible and I'm going to try to translate that information into building a 450cc single cylinder 4 valve dirtbike style engine.. have a great day my friend!
75,000 is a thing of beauty
A common way of presenting combustion energy release in the combustion engine research world is talking about the CA50 point in crankshaft degrees, (where 50% of available energy has been released).
Your shown graph is quite crude, but very reminiscent of a true cylinder pressure trace.
I use a Performance Distributors HEI on my 351w in my 77 Bronco. Its a nice and simple upgrade over the Duraspark if you have a carb or don’t want your fuel injection controlling spark.
Great job David I'd love to meet u. In person some time one on one not in a crowd keep the good things coming u do a great job teaching all the little trucks that few know
I wonder about the modern fuel mixtures and detonation, I went 10.5 compression but used 260 @50 duration camshaft so it had less stroke to compress it, I had no detonation on cheep grad gas, I also took off all the sharp edges of my heads, and dimpled the pop up on the piston. there are some non standard combinations that can work, we go higher compression with aluminium heads also.
Using copper wire as a substitute for plug wires. Will generate an electric magnet wire. AKA, EMP, electro magnetic pulse. Due to the high voltage output of the ignition coil. Also another thing that it will do is cause radio frequencies interference in A.M. radio stations. The higher the radio interference the greater the EMP effect is. Stainless steel or tin coated wire if not mistake will cause less of an EMP effect. To minimize the the EMP, ferrite tubes can be used to minimize the EMP effect. One on each end of the plug wires. Copper spark plug wires will work well in carburetor engines with ignition points. Because there is no electronics to be effected by the EMP. There will be a noticeable change in the spark. And as well as performance.
Rick Gorski Has been my best information guy on plug wires. Thank you for your information sharing David Vizard.
Another great video. Looking for information on cooling, both water and oil. I have not found any in your library. Please consider sharing your thoughts.
Great vidja and great content 🤙🏼
Thanks for another great video.
Thank you mr vizard for sharing your experience.a another lesson learnt can't wait for spark plug mod.peace
I demonstrate, the difference between detonation and burning of fuel, push someone, he will fall over, hit someone and he might not fall over but he will hurt at the point of contact.
Flash point I think you were looking for there Dave....Love the Tech stuff mate.
So, my understanding of Detonation in a cylinder is that the knock we can hear is the 2 sound waves colliding and not the 2 flame fronts. Sound travels faster than the rate of burn of gasoline. The collision of the 2 sound waves causes the knock and is actually a vibration or thud that we can hear and knock sensors pick up. The sensor cant hear, it feels so to speak. You can fool the k ock sensor by tapping the engine near the sensor. So, in essence, it feels the knock and some knock sensors are in a coolant passage because it lets SOUND travel to the sensor.
This has been my understanding of Detonation for years now. I would like to hear Mr.Vizards opinion on this.
Thanks for all the information Mr.Vizard!
Excellent, thanks
In the UK the Rover V8 engine is a popular choice for the 'hotrodder'. The standard Lucas ignition system in my opinion is not all that good, no matter what variant of the system you use, they are built down to a price and work on the assumption most road cars bimble about at 3k max RPM. On a few of the engines that I have built I have taken all of the guts out of the Lucas distributor and replaced it with an MSD pickup coil, still triggered by the Lucas reluctance wheel, The dizzy is locked out, no advance built into at all. The modified dizzy triggers a programable MSD unit. (RPM and vac advance can be programmed into the unit) The results were 'shocking' to put it mildly! The idle quality was improved, the throttle response was much better and with any of the standard systems you could feel the power falling away at around 4500 RPM (I think that the standard system just could not cope firing 8 cylinders at this RPM). The MSD just kept allowing the engines to rev and rev until the 6k 'self imposed' red line.
Great information!
In the beginning of internal combustion engines, I imagine 3000 RPM was a big deal. An engine builder of a Model T couldn't imagine an F1 engine running 20,000 RPM
Factory spec was 20hp @ 1800rpm. woo hoo.
Resistance and a coil, inductance, make a hand pass filter to remove the RF component from spark current. Professor David can expand on this property. Thanks for the lessons! God Bless you!
Mr. Vizard , Hello David . I'm currently working on a slant6 for my 65 dodge dart . I scored a set of vintage but in New condition from the 80s Taylor brand performance 7mm silicone yellow plug wires . the plug wires have copper braided cable . I have already cut and installed them to fit on my 225 slant6 . the slant 6 also includes an Accell super stock coil aka canister style and Bosch iridium plugs . O and I also have the 14mm Guns on color tune kit . I did a video on my channel using the kit on my 318 but will be doing a video on the slant6 using the kit to tune my slant6 . As always thanks David for sharing your knowledge . I soak it up like the water in a towel 😎🔧⚡🏁
Amazing knowledge
A typical MSD ignition will stop "multi-sparking" at around 3000-3500 RPMs, at which point the single spark that it does produce lasts for approx 20° of crank rotation, which is plenty.
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Excellent. I'm enthralled. 👍😎
MSD - Is really good to have. If your engine has a decent tune and is experiencing no misfires under load, then you aren't likely to see a measurable gain from an MSD. If the engine has a poor tune or experiences a lot of misfires, then you could gain a lot of power from the MSD. The MSD can allow a tuner to push more extreme conditions in the combustion chamber before misfires start, and this can mean leaner AFRs before lean misfire sets in. The MSD may also improve cold starting on some cold natured engines.
Thanks for video!
THANK YOU DAVID
Detonation should mostly be named “too much” in my world it’s too much ignition lead, way too much compression, and all ways way too much blower😭.leads to tears and💸a lot of extremely hard work for the next round.
Thanks for sharing all this information David ... the ring land higher up on the piston... good way to improve BSFC number... among other things ... if I may ask do you still ask the question at your seminars? ... what is the absolute best BSFC number an engine can have ? Again thanks for all the info
Thanks!
Given the advantages in contactless / solid-state ignition systems.
Not sure I'll ever bother with a distributer again.
Resistance is a double edge sword. It both reduces current through the plug and extends discharge time. The system may build a lttle more voltage [seen by the distributor], some of which is lost getting to the electrode. I was intrigued by aviation resistor plugs years ago - which seemed to favor 4k ohm if I remember. You won't find that at your average parts store. That's its own world obviously [I have never flown or built for a plane] where nearly all prop operation is below 3k rpm, and altitude is capable of changing behavior of arc force.
Remember they're catering to magneto's, fully shielded solid core wires, .020" plug gaps with the full throttle rpm limit @ 2700 rpm, and generally 20-24* fixed ignition timing. (with Impulse couplings) High BMEP.
Hi David, did you ever try Pulstar Pulse Plugs on the Dyno?
I've picked up that you have mentioned E3 Plugs from time to time.
With the piston ring position test, you said you just move the top ring, what effect does it have moving the second ring by the same amount, or do you start to have issues with more piston rocking if you do this? Have you had chance to play with the position of the rings to each other? My thoughts are around build a higher reving engine, so moving all the piston rings up so i can raise the gudgeon pin height to get a better rod to stroke ratio
Is there any correlation to power and indexing of the plug to position with the gap toward the intake valve for example?
🔔😎
15 yrs ago a friend installed a Performance Distributors' HEI distributor and new 8mm Accel carbon core wires. Those wires absolutely would not hold that intense spark. They crossfired and sparked in the dark. Engine missed like crazy and refused to go beyond 1700 rpm. I separated the wires by @ 2-3" using dry sticks and it would do 3,000 without missing. Helical core wires cured it.
JME 🙄👍😎
Would love to understand the optimum top ring land height. Doesn't the ring get hotter the closer it is to the top & there for need to be thicker? Is there a point its too close to the top? I have torn newer moters down where a tuner was pushing the timming too much & busted chunks out from the tops 6 out of 8, most right at the ring. Low compression readings told me it was hurt fairly quickly... seats were scared up & leaking as well. Crazy part was the plugs didn't sustain any real damage due to them being recessed in this Ford. This mint have been a good engine to run extended tip plugs but they probably would have been damaged & shown the problems sooner.
M&w later known as sealed power did make pistons with an L shaped top ring that actually had the leg of the L flush with the top of the piston. My only experience with them was in tractor motors with no boost where they seemed to work ok. I can imagine at rpm with all that weight in the ring they might go crazy.
Bultaco motorcycles it the 60's used an "L" piston ring [single] in their GP. race two strokes, it used the pressure of combustion to seal the ring to cylinder, .... worked very well .
In one of my mechanic courses, they showed me detonation filmed inside a combustion chamber, YES filmed INSIDE a combustion chamber, if I remember right this were test done in Germany I believe around the 60' 70' where they placed a spacially made camera and filmed at super fast rate, to be able to observe the two flame fronts encounter each other creating a space where a EXPLOSION can be seen. I try to find this video online but wasn't successful, it has to be somewhere out there in the internet.
I like using at least 8.8mm wires, and running a large capacitor in the power leads of the ignition box, I have had my plug wires look like they glowed at night , literally the whole plug wire looked like it was glowing, while it was running, I could touch them , and nothing, it was a faint glow, I had to look close, and it has to be very dark, it wasn't like a bad wire, that would arc through in places, it was a msd box, HEI, and a hot coil,
An explosion is an: uncontrolled ignition that occurs at greater than the speed of sound (you'll hear this as detonation. Because you know, the fuel and air is detonating.)
Deflagration is the controlled burn at sub-sonic speeds. This is what you want. since it wont fracture your pistons.
Keep in mind that the speed of sound in a combustion chamber is not 340m/s. the speed of sound increases with pressure.
I've had poor luck with msd products in general. Had my best luck with upgraded oem distributors.
Good stuff David. Wanna come work on an ARCA team?? We need a good engine guys. No pay but lots of fun.
Detonation.....when the flame speed exceeds the speed of sound. Same as when a plane makes a sonic boom. The shockwave breaks the pistons. Nothing to do with ring gap either.
🔔😎
I'm curious about the effectiveness of the black MSD digital Street Fire box compared to the digital 6AL. 90 Mustang HO. I'm running factory ignition and Ford Racing 8mm helical wires. Thank you.😎
Dear Uncle Dave,
Thanks for the great subject discussions.
A matter I’d like to bring up i brief if you please?
In past years a man named Somender Singh, (a motorcycle racer, engine builder, and crude aircraft builder, and man of great intelligence and personal beauty)developed a modification called the Singh Groove.
I reached out to him and managed a friendship with this truly wonderful fellow.
I attempted to integrate his design on an engine development program for a manufacturer. Jon Kasse, was revamping our cylinder head with canted valves, ports, and chambers. The Singh Groove, somehow failed to become integrated or even tested despite this fantastic opportunity to do so.
It was some extra effort to do it and not the result of some grand conspiracy why it didn’t happen I imagine.
Any thoughts on the Singh Groove?
It is supposed to break up the quench with a fire groove constituting a multi point ignition.
It needs testing in my opinion. Your discussion concerning flame propagation and quench of the ring lands makes this appropriate to broach this subject here.
The mod is supposed to increase power, efficiency, and allow much higher compression on street fuel. It’s a simple mod.
Testing it may be a good future subject?
Thank you.
Hello David, for the life of me I still cannot find part 3 of this episode. Can you or someone in the comments help me to find it please? Thank you!
It would be awesome if someone could make a clear cylinder and /or head or at least an low iron glass optical plug to see the plug with enough light to see the ignition process, maybe a large single cylinder test engine, with a 1" glass plug for viewing, and a 1/8" for lighting, maybe quartz to handle the heat better! I always wanted a good view of the combustion process, with the intake charge coming from different directions, to see how and if the intake charge effects ignition..
Total seal still has the "top less" ring kit now they call it Gapless rings, HP Acadamy has a video on which might interesse you.
Lake Speed Jr told me last week that gapless rings don't last well for street engines.
David i am building a 429 boss with kossie heads what kind of combustion is that
17:13, out of curiosity, which Queens University does this data come from?
Remember playing tricks on someone replacing a coil wire with a high carbon content vaccum hose?
Can you talk about reading spark plugs? Carbon ring,Timing on strap, and threads.
I’m using a Progression Ignition blue tooth HEI distributor w DUI Livewire 8 mm wires and NGK V Power plugs on my new small block build. What do you think guys ?
I too have the progression ignition HEI and NGK 5ES plugs and it seems to work very well. Not sure if it makes anymore power but I don’t have any fouled plugs. 406cu/in 101/2 to 1 8mm wires, 750 FST billet extreme carb, AFR 210 heads, Erson .548 .548 cam , 1.6 rockers, roller lifters, scat forged rotating assemble. 526hp/ 504tq
Just out of curiosity, how much did you move the ring lands?
Did he say .075" ?
Also the difference between pre-ignition and detonation. They are different. We need to know.
Solid core wires are great but msd says they are not compatible with there boxes, I've never tried to see what would happen but why won't they work?
This channel is dead for now, find his other channel here: www.youtube.com/@DavidVizard
Is there a issue using a Mallory Unilight with 8mm wires on a 351 Cleveland up to 6,300 rpm at 475 Hp?
Was running a Mallory unilight on A SBC One of the pins holding the advanced Spring broke, lodged in the distributor seizing it causing distributor to break hold down clamp breaking teeth off of Cam shaft gear which I didn't know until a couple years later when pulling the camshaft. Don't know If they fixed that issue but I would tack the spring pins.
Heres why "detonation" is such a frustrating, inconsistent and hard to control phenomenon. The burn is a exothermic chemical reaction, and as such, like many other chemical reactions can be HIGHLY sensitive to pressure, temperature and local density of the reactants. For example, the reaction rate might be related to the pressure to the 4rth power, and temperature to the third power, or maybe the third power for pressure and the fourth power for temperature, or the fourth or 5th power for both!! On top of that, those rates can be influenced by the actual load on the engine... piston not coming up the cylinder quite fast enough, the charge starts to react a tiny bit faster relative to piston position, and all of a sudden, the smooth slow burning mixture speeds up dramatically, because of the highly nonlinear relationship between burn speed and pressure and temperature. The burn can literally modify its own conditions!!
Thank you, DV......v/r wh
🤣preignition and detonation is a spike in cylinder pressure before TDC TO BEFORE 15* to 20* degrees After TDC where cylinder pressure starts translating mechanical rotational force via crank angle 🥸🤦♂️🤞🚀
so david what would be the best ignition for a turbo ford 351w at 20lbs of boost, please HELP
Wasted spark
👍👍
Dr. Christopher Jacobs from Jacob's electronic. That's the guy
Just missed out on buying a Jacob's ignition on market place the other day. New in the box. Best ignition system in the world. Was the sales pitch. Obviously New Old Stock. By the time I sent a message to the seller to ask him how he could have known it was the best, if he had never used it, he replied that it was sold. I would have gladly paid the price of ignition (admission) to get my hands on it to test against MSD and other high performance systems. I remember when magazines had ads for the Jacob's systems with the good Dr.s face on the page. Seems like they promoted hevelly to the Volkswagen crowd. Anybody got a v8 Chevy or anything else, system for sale ?Jacob's that is.
Am I the only one who is still waiting for that 10 X spark video?
This channel is dead for now, find his other channel here: www.youtube.com/@DavidVizard
Speed of sound
Could be Total Seal, but definitely Sealed Power's head land ring . Definitely too heavy .
David my buddy runs 42 degrees advance in his 13.1 compression. 426 Max Wedge A/ SA Race car . I's it way to much ? He won't listen to me about destination . And quit blowing engines . Rich Rusnak Hastings Pa
Every time ive used E3 spark plugs on cars lawn mowers and weed eaters they never worked missed bucked ran terrible on any engine I've used them on
Points are the best trigger known?
Run out of dwell as rpm increases. Hence dual points. Digitals use @500 volts instead of 14volts and virtually instant dwell.
Search utube for "see through engine" and watch engines in slow motion with a see through cylinder head.
class in session
He never made a part 3 video 😞
This channel is dead for now, find his other channel here: www.youtube.com/@DavidVizard
@@SinsBird - I have... This channel has great videos that he is reposting on his main channel. I make comments on both.
To bad you did not use a close up mike. Sound is.. bad. Why not use a bluetooth headset ?
sound is good off my 🤳 phone, even at low volume.
Thanks!
Thanks!
DV, you know you rock the house.