Never seen before cam selection method for 'Mission Impossible"
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- เผยแพร่เมื่อ 3 มี.ค. 2023
- In this, episode 83, part 12 of Mission Impossible, DV shows how 'Torque Master', a true hi-tech cam program, cuts through all the guesswork and doubt of cam selection. Here is a GUARANTEE - you won't have seen a cam selection like this on any other channel - big time or small time. If you are an engine builder you owe it to yourself to watch this episode of powerTec 10.
- ยานยนต์และพาหนะ
David I love your devotion to St Jude, at 62 years old I have stage 4 kidney cancer. I can't imagine a young child dealing with what I am going through, keep up the good fight
Jerry, I am saddened to hear of you medical situation. I, and I am sure many subscribers, all have best wishes for you.
I hope you beat cancer, a friend of mine died several years ago due to bad kidneys, it sucks because we only need 1 and everyone has 2...
This was kind of a tutorial on Torque Master. I have Torque Master and I'm glad you put this type of video out for it.
In Australia ARP is well known and trusted. Brilliant to have them donate for this project.
ARP is well known everywhere m8
That'd almost the same cam as the factory 340 TA cam. Interesting they came on the 6 pack. Using a small primary carb with vacuum controlled seconds.
You keep teaching DV I will keep watching listening and applying. If you worked for Mr. Reed you had to know your business.,,,, this guy is a legend David.
Hillery, No I never worked for John Reed but I did do a little consulting work for him. I have been self employed since 1964.
3.31" stroke, 4.020" bore, 6.121" rod, 56CC chambers, 7CC valve relief, .010" above deck, .038" compressed X 4.025" bore head gasket, = O.O28" total quench distance, 336.1 c.i. , 11:1 static compression, 8.68:1 dynamic compression (@ 400 feet elevation) with 276* degree cam on 107* lobe centerline angle, and 107* Lobe separation angle.
Dynamic cranking compression= 179.44 PSI. Volume to pressure index = 139.
THANK YOU ARP! GOOD PRODUCTS AND A GREAT CAUSE!
Wasn't it Smokey that said most car owners want larger cam than the engine does
Well that really sounds like Smokey for sure!
Excellent informative video David. Keep them coming!
Always awesome content thanks for sharing
Sounds like it's guna be a great little engine, when it's finished, thanks for sharing, all the best to you and your loved ones
I posted on Facebook for you keep it up can't wait to see the results and I hope you hit your target 😊
Absolutely beautiful video. Its so hard to fined good cam info thank you so much im going to watch this video over and over. Much love from Wilson Manifolds
Thanks again - Big time - for sharing and educating on this quite complex matter.
This is like going to the university classes - only better - since the topics are based on experience and not other peoples oponion or knowledge.
To be frank - it has taken me a while to fully accept your statements Mr V, maybe because you have a good amount of selfconfidence - but my scepticism is completely overwonn by facts and results.
So thank you for being honest and sharing - and for trusting in the possibility that people who are critical (like me) can be turned over to the “good” force - 👍🙂
Keep on - please
Br - Peter - Denmark - Europe
David, what is the fee for you to spec out a cam for me or whom else do you recommend for me to get in touch with?
My husband has been reading your work for decades and has bought about all your manuals. He says you have been his favorite writer for more years then he can remember and like you, we go back a long way. My husband helped Don Carlton and the Mopar Missile at several races back in the early 70's and also help Don Garlits check and change bearing once (he wouldn't remember him). We also visited Don and family at his home in NC. This was a few years prior to his passing. Other viewers might be interested in purchasing your recommendations in getting the proper cam also. We had planned on purchasing one of the lunatii cams you recommended in your SBC books but wondered if we could pay you or someone you recommend to personally spec it out. Thanks for continuing to post informative videos.
Sorry for the passing of your daughter. My husband and I both have lost a sister due to violence and have never really recovered from it after 30 years.
Debra,
if it is a straight forward deal just to spec a cam it's $75.
David, where do we send a request for your services to? I would be happy to go over my plans and pay for a consultation from you. Thanks for the content and dedication to St Judes!
Great video ! Thank`s David.
Looking really good. That torque number will make it quite versatile as well.
Thanks ARP I will consider it in my next build
David you are a great man 🙏
Excited to see the results
i run ARP fasteners, and will gladly continue too..put me in for a couple of tickets when needed..and now the genius part..never had i heard induction "experts" speaking on the total flow needed from the induction in a limited carb set-up...it's a well known fact in stock eliminator racing by those who win...ya gave up the secret squirrel info, and now everyone will gain power..keep up the excellent videos..
Best channel ever
'Torque Master', a true hi-tech cam program, cuts through all the guesswork and doubt of cam selection.
I was born at Saint Jude's Hospital in Fullerton, California. So were two of my three sisters. We were all four born with chronic asthma and spent so much time in the ER there, that I can safely say one of us would not be here without them. Especially doctors Leo Cummins, Peter Kozak and Sherwin Gilman. A fine cause to support, David. I'm sorry to learn of your daughter's passing.
If you don't mind, I have a question about cam overlap that this video may have answered. The overlap of 63 degree's produced 16.2 inches of vacuum at idle. What RPM was that at and would that data transfer to all V8 engines, specifically the 331 Ford I'm planning now. Thank you.
Ted, glad you made it. As for vacuum it depends on the engine displacement, the CR and the overlap. If your build is similar in those respects the vacuum shown will be close.
I love ARP bolts,. And studs, I have head studs and main studs , along with their rod bolts I'm my stroker Chevy engine, 385cid
im a ford guy but i still like the other 2 too.i will tell all my mopar buddies about this,they will subscribe
I’m not sure if it’s in your budget, but there is hp to be gained by correcting the lifter bores by bushing them.
Right on
I have several of your books. Do you remember the program Desktop Dyno I was involved in the early stages of it. Test vehicle 1974 360 duster and a 1968 340 Barracuda
I bought that program. Used it to help build my 367/4-speed/3.55s/ 68 Barracuda/ street, but I did go to the track one day. Best of 4 and only completed run, was 93mph in the Eighth.
I came, ran, ate the track food, and continued my Sunday tour.
The Desk-Top Dyno must have been a pretty good program. I built to a Dcr of 9.0, back in 1999, with alloy heads, and hoped like hell it would run on pumpgas, which it did. Has over 100,000 miles on it now; all of it on 87E10.
It has been to 9.23 Dcr, still on 87E10
Daymn fine engine. Daymn fine program. Thank you.
I will buy both programs too,and if I enter on the quest for the prize,you can count on me that you will keep the prize so you can auction it for the cause,got my word on this.
Awesome content, would love to see how these calculations would be applied to a boosted application.
Pretty much the same
instead of 8.68:1dynamic compression ratio N/A, the dynamic would be 8.59:1 at zero boost. And a whopping 14.43:1 dynamic compression At 10 lbs boost and 11:1 static compression with the tight cam at 400 feet altitude.
Will be interesting to see if the calculations are correct when it hits the dyno
13:00 I noticed that the LCA in your specs was 107°. How in the name of Harvey Crane do you achieve THAT, using a STOCK cam as a core? The factory Mopar cam can't possibly be tighter than 112°, and is more likely 114. I can only guess that, like offset grinding the rod journals of a crank to gain stroke, you must be offset grinding the LOBES to tighten the LCA.
Because LSA is just a calculation of intake and exhaust centreline separation. It doesn't mean anything. Of course you'll change it when grinding them, and can even change the LSA by installing the cam retarded or advanced. That's also how you get silly things like 113.3 LSA on cam cards and race engine specs etc. It isn't ACTUALLY .3 degrees more. It's just what the calculation spits out as the difference between the centres. Same reason you can have two different cams with different LSA that have the SAME amount of total degrees of overlap - which DOES matter. The LSA on the other hand is just a product of a measurement that doesn't essentially do anything.
i know its not the same but in the 1980s direct connection had p3690213 cam called street hemi grind for a small block 284-284-60 deg. and .471 in and .474 ex
I had that cam in a 360 I built never raced the thing but was almost as fast as my Buick
Hello there Mr. Vizard. You make the best most knowledge filled videos out there and i need some help figuring out what size cam i need to get ground for max gains. I have my lsa figured out using your calculations and it is 106.56. Its for a 408 ls with a 4" stroke and with a 6.125" h beam rod and a 4.030 bore. The piston has a +8 dish. Its wearing lsa/ls9 heads with a 69cc combustion chamber with 2.165 intake and 1.59 exhaust with 310cc of air flow at .600 lift at 28". It also has a short runner BTR intake and this will be a naturally aspirated engine combo so im looking for around a 2800-7000 power band if possible. Compression is also 11.1:1. Any help would definitely be super appreciated. This is going in a 69 firebird that ive been working my butt off restoring and want it to be all it can be you know. It will be backed by a tremec 6 speed magnum f and will wear a 29" tall tire with a 12 bolt rear end with 3:73 gears and will weigh approximately 3200-3300 pounds without me in it. Again any input from you would be greatly appreciated and i would be very honored to have your knowledge and input on this matter. Hopefully you get this message, im sure you get tons of messages so i understand if this doesn't get read by you. Your the man and thank you for your time and all the great content of your videos.
90 out of 100 guys on a basic sbm build like this would have run comps xe268h cam. It would be interesting to see the dyno difference on this custom cam vs an off the shelf comp. I’ll buy the cam if you dyno it.
Thanks
Hello David how are you
I think camshaft selection for a specific power is the most challenging of all. All those years I been thinking I have finally come to a conclusion. First is decide what power level is needed. Second decide what engine can give you that power easy enough without spending a lot of money if its a street engine on pump gas. Third what is the smallest cam that can do the job not the biggest but smallest meaning if I have good flowing heads will this small cam make those heads / engine combo produce it. Small cams offer the best street manners and low end torque. This way you can have both horsepower and low end torque. I really wish cam manufacturers can list a minimum and maximum horsepower level for a given displacement engine it would be easier to select a camshaft. I am trying to build a forged balanced 425hp Pontiac 400cid stroked to 4" which makes it about 427cid bored .060 over with a mildly pocket ported #13 heads and I still don't know if I should use an summit sum-2800 or sum-2801 or sum-2802 or even something else you would recommend
The cam is close to the 350 hp 327 cam, but with a tighter LSA
Tiz to, that'll be a bit small for the 2 barrel, it'll obviously make the power with the 4 barrel.
I use arp for other than autos also.
How do you figure out the dynamic compression ratio to use for a forced induction engine? Also, how does this cam program work with the addition of forced induction? There are some out there that will say just spec the cam out as N/A and then throw boost at it, and that can work (and does, though I argue not as effectively as it could), but something just doesn't sit right with me.
I agree with you on that, a boosted engine is a different critter. As boost goes up dynamic compression does to. I think.
How do i get that cam program ? OR how do i get you to spec a cam for me ? 351w ford 10.0.1 compression. Great video as normal
Can you give some insight on a Comp Cam I bought ? Extreme 4x4 part # 34235-4 . Using the recommended springs that have an open load of 316 @ 1.300 and agressive ramps compared to stk. cam with 218 to 240 open load @ 1.300 . Will it be prone to lobe failure or is an extra 100 psi spring pressure not a big deal .
Intro has a Heavens Gate vibe to it.
Neat.
Where did the Thanks and or Donation button go?, as always another good video, Thank you.
Back in the late 80s and 90s Jasper was using reground cams and it seemed like every one of their engines had cam failure due to the fact they didn't re-harden them. Is this cam going to be hardened? Love the content!
They all have to be otherwise they'll break soon...
good video vizard
Reminds me of My daily driver HJ Holden premier, 308, 5.0L, Red motor, chev flat top pistons, with a regrind Chevrolet hyd camshaft profile put onto the Holden cam core. 286/286-225/225-108 cam near stock, hq head's, ran 13.89 @101.6 mph full weight HJ premier, th-400 and 3:1 ford 9", with the fuel starvation fixed a bit higher Stall speed and 3.7 - 4..11 gears and slicks it might have ran a high 12 with the standard valve hq heads untouched standard tiny intake ports, just a bowl blend, and short turn radius, standard original 1.74" intake 1.45" exh valves, from a rollon or a standing start, would easily out run both my standard unmodified then new 2001 vx SS 5.7 manual 225kw LS sedan and the tweaked more powerful VU S 5.7L LS-1 ute I had.
with probably half the head flow of an LS, the hq head's would @ best maybe flow 105cfm @10" water , I know the LS 241 heads flow considerably more..
Also reminds of a much bigger regrind solid flat tappet cam I put in one of the other 308's I had.
The 108 LSA would definitely help the old Holden compared to LS1 with around 116 LSA,,I just went to a 355 stroker with a crane 272 solid 112 LSA,11:1 comp as I'm running LPG,hogged out vl big valve heads,Goes well in a vk commo 🤩
This grind is close to the old Purple Shaft cam from Direct Connection.
Do have video on using your cam selection on big block Chevy?
Do you need some camshaft cores close to your spec’s?
Can't wait to see and hear the mission impossible engine. I know it's going to rip
Hi DV, You say street to have dynamic 8 to 1 and race to have dynamic 9 to 1 ? I'm having trouble figuring how that works, surely race has a bigger cam and hence extra duration must surely have to tolerate a smaller dynamic compression ? I still have one of your mini books from when minis were popular, nothing to do with age of course.
Were those rod bolts and nuts titanium?
Are you concerned about detonation at 8.3:1 DCR with original style chamber Iron heads on 92-93 octane? I saw 214psi cranking compression on your program, maybe im missing something but that seems pretty risky
So a set of heads on a 350 cubic inch v8 flow. It has rpm air gap, 750 double pumper and 1 3/4 long tube into 3" dual exhaust:
.300" 185 cfm
.400" 210cfm
.500" 260cfm
.600" 265 cfm
You have two camshafts each with 220 degrees @ .050" and 112lsa, one has .425" lift and the other has .610" lift. How much more power will the camshaft make that lifts to a point where it makes 50+ cfm more? I know if i took a set of heads that maxed out at 210cfm on that project and swapped them for a set of heads that flow 260cfm, that power will be made, alot of it in the same combo, 40,50,60HP perhaps.
David, where can I find the camshaft charts that you made for different compressions and cubic inches? The ones I've seen small and hard to read. I have many of your books. Is the formula different than the 128 method for lower compression engines?
Hi David i need help please.im a fan of yours.your a genius.i built a new 383 stroker from a chevy 350.i have a 3.75 forged scat crankshaft,flat top mahle pistons,afr 195 street elimanator cylinder heads,afr dual plane intake manifold.its a sreet car than id like to take to track and be aweekend warrior.i got 10;7;1 compression so i can run 93 octane i bought comp cams short travel roller lifters.i needhelp on choosing a proper hydraulic roller cam.please help
I noticed on the page where you did your cam calculations. You had the exh valve listed at 1.4 inches. All stock 318 heads came with 1.5 exh Valves? Are you planning on reducing them down or was this an entry error.
It was an error but had very minor effect on the final cam spec results.
It is probably seat throat diameter minus stem area, which is usually 90 percent of the valve diameter. That would be about a 2 inch intake valve, and a 1.6 exhaust.
Who other than ARP would you use for a critical engine fastener? (I know there are a couple)
FYI, McMaster-Carr sells ARP high-strength studs and 12pt nuts but probably not a source for internal engine fasteners. They aren't advertised as ARP but you can call to verify a particular P/N. Prices seem very reasonable
A few VW buddies have had issues with arp a few times ,but I've stuck with raceware and haven't had any issues.
More R+D has been done on this engine than was ever given to the 318 by the OEM....
DV, I’m sort of new to performance engine building. I’m currently in process of building a hot sbf street engine. Would you be able to help me spec out a camshaft for my combination?
Looking for the best cam for a 6cyl 540 cube Lycoming I bored the case put continental cross port cylinders now its 570 cube 10.5 1 compression
Is there a prize for correctly guessing hp or torque figures? I'm going with 366hp and 401ft/lb
The only thing I don't like about re-grinds is that the base circles are smaller so that can interfere with you valve train geometry and you can only change the lobe centers a few degrees from what they were originally ground as. Good explanation though!
That's almost always the case, lobe can't be taller than the journals, more lift, less base circle.
Vince, as you can see we can get the cam events we want here including the LCA.
🔔😎
Excellent!!!
How can someone obtain your torque master camshaft program and IOP program?
Does David Vivard have a cam selection service. I have something different that I need advice.
My dream car a 240z datsun I wanna keep the engine stock a L28 inline 6... I want your input to make is a roll racing dominating machine
Or buy the Direct Connection/ Mopar performance SPS rod bolts and donate the difference in cost to the project.
The stock cam (s) have a wide lobe centers and long ramps especially on the close side so you may be limited on what lobes and LCA''s can fit. Also if you reduce your base circle you will have to adjust your pushrod length (also considering thicker than stock head gasket and any block and head milling) Reed ground good cams.
Did Reed have masters designed for the.904 lifter? I forget. Still lighter valves and modern springs will help.
There are 11/32, 5/16 and 8mm valves available. Going to do the valve guides anyway so go light.
Given the 276 duration and 108 LCA where is your intake close in degrees ABDC and show/ educate the dynamic compression calculation given bore/ stroke, rod, (where is the piston at valve close) head cc, gasket and piston how close to 8.3?
cheers
Can I apply this on my daily driver 318 ?
How long until the next episode? Hopefully soon.
Morning i picked up your channel from the lsa video with your American friend.
Lobe separation angle
Im searching for the best performance for my project my project is maximize the cam ,gearing, intake and ignition, compression.
Exhaust current 1/7,8th pacemaker into twin 3inch.
Can you help please.
Thank-you
Aaron
How do you purchase the cam program?
Just think of the world we would live in if everyone looked after the other guy as much as their selves ! No one would need anything !!
Hi David, how do I learn more about the Torque Master cam program? Is it available - can't seem to find anything about it. Thanks.
Maybe a 1.6 rocker on the intake will help.
where do i get the software?
Just for clarity. When Mr Vizard mentions LCA does he mean LSA? Kind of confused on this point.
How do I buy tickets?
David I predict that this project will raise more money for St Jude than you may have anticipated............
What r the valve open closing events DV?
,,,,,,Valve opening and closing [Intake & Exhaust ] events are what I wanted to see too...........................
I don't see specifics?
David,
I have a rebuilt engine that has about 200 miles on it. It runs very good but has low vacuum 8 inches. The cam is stock and I can't figure out why the vacuum is so low. It engine doesn't smoke at all. There is no intake leak and rings are new. Any help would be appreciated.
disconnect the pvc & the power brake. that will eliminate external leaks. Cam timing, very weak valve springs. What is the vacuum gauge needle doing!!!!
@@waynecera4422 I have blocked off all vacuum ports and no change. Needle is steady at 8 inches at 800 rpms. Cam timing gears are set marks centered no advanced. Engine is timed to factory timing. Valve springs are factory.
Are you certain that your gauge is accurate? 8 is incredibly low.
Ditto on that gauge check. Ignition timing can play a big part too. Brake cleaner or anything similar can help check for vacuum leaks around the intake manifold and carb base.
@@scottwilliams5196 Yes. I have 2 gauges and there not very old. Both read the same. I bought the second one to check the first gauge. I am thinking it is the cam timing? I am going to advance the cam timing and see what happens. The cam is a new comp cam ground to stock specs for my engine.
David we want that Program !!! OR access to USING IT ONLINE by credit card or debit card !!!
PLEASE CONSIDER THIS !!!
F1 teams wish they had David Vizard on their staff. And they wish no other teams did.
I know I would
How do I buy your head porting and cam selection software?
Steve, - at the present time it's not for sale to the general public but things may change in the future.
I am the owner of sl competition heads. I have been machining and porting heads for about 20 years. If you decide to make it available, I'm interested. Thank you for your informative videos. Best wishes.
@@DavidVizard right on, sounds like it'd be a great tool along with the likes of PipeMax.
Years ago I made an excel spreadsheet that is useful for getting in the ballpark on the camshaft. Your books were the inspiration there, appreciate it.
What happened to Tony's vision of this low buck 318?
Yeah a lot of people are saying the same. This build is nothing like the original idea. All this is is how much power can we get out of a 2 barrel. Performance pistons, titanium retainers not really stock parts.
@@deanmoser5907 - You have missed out somewhere here Dean. The initial build is as low buck as can be had without compromising quality. The higher tech stuff comes along on subsequent builds. We are not stopping at the basic build but taking it all the way through many phases to a real barnstormer. You pick the amount you want to do and stop at that. Our concept has not changes a bit. The initial build will be using stuff like stock valves and retainers etc. At the other end we will have aluminum heads roller cam maybe EFI and so on- BUT THAT IS NOT WHERE WE ARE STARTING FROM!
If you make a very short video quickly describing the project and the cause, it will be easier to share and reach more people who wouldn't normally watch through your regular videos. I would make the video as a yourtube short and then just put a visual link on each of the regular videos you make.
That sounds like an idea - but let's not forget the playlist which has a dedicated mission impossible deal.
I donate to St Judes monthly now
please some tell me the cam specs for this dummy 😮 what's duration and lift at the valve. on intake and exhaust I'm trying to take notes.😂
Since flat tappet cam and lifters are a major problem these days what are the solution for that? This topic could be a whole episode on this issue🤯.
Which major problem is it you speak of?
@Alley Oop from what I gather, due to the popularity of roller cams, flat tappet cams are sometimes ground without the necessary side to side taper and the lifters may have not enough crown to develop the lifter spin necessary to prevent the cam going flat.
@@alleyoop1234 The problems are the cams going flat during break in and sometimes 6 month to a year later. It's all over the internet!
@@plumcrazy588 Some cam companies offer a heat treating process. David Vizard addressed all that in a previous video. It's all over the internet too!!🤣
@@alleyoop1234 Yes you are right and that isn't anything new, it's been around for awhile...in fact it was talked about in Vizards book in 2012. But with the coatings and heat processes they STILL are having problems. So how much do you want to pay for flat tappet cam and lifters that the OEM stopped using in the 90s? Have you ever broke in a cam? What method did you use?
Nice! Those factory rockers are going to be problematic.
I think I guessed 334 or 338 there is not much you can do. I built engines for SCCA. For the American sedan (AS) Class there is not much you can do so what you do has to be spot on.
🥝✔️
Charity is good; "social responsibility" is mostly noise. Lets not conflate the two.
Your post is a pretty good example….
Making noise is socialy irresponsible 🙃
We all grow up… some later than others
Why 8.3 dynamic compression?
Because any higher and it'll ping on pump gas. Do you know the difference between static and dynamic?
@@gofastparts4u no it wont. Depends quench, timing, temperature, fuel, load....
@@e85lenkkari YES it will... at least with any kind of decent timing curve, temp and PUMP gas... Been there, done that.
It's universally accepted that a pump gas build needs to be in the 8:1 (9:1 MAX and that's if everything, quench, chamber, test conditions, etc. were perfect and it would probably still be detonation prone) dynamic range...
IF he could get away with more compression, don't you think he would???
Use your head for more than just a hat rack...
Dynamic compression is a function of cam timing and overlap. It has nothing to do with static compression, and everything to do with the intake valve closing timing (after BDC). The 8.3 in David program is calculated at 0 rpm, or theoretical dynamic compression based solely on how far up the piston is in the bore when the intake valve closes. An NA drag motor that is 15 to 1 static compression and makes 1500hp will have basically the same dynamic compression due to the much later the intake valve closes. 8 to 8.5 is what to aim for, on basically everything. Anything outside of that, is not good if you want a really good power band.
DV is one of THE top engine engineers in the world.
You might discover his background and realize that DV actually knows what he's discussing.
Suggestion: dark background so David shows up better.
Well it's funny you should say that as Andy also suggest that!
@@DavidVizard Glad to know I'm on track. Doesn't have to be black, but a dark color that complements you well.
Hahahahahaha. Is that 318 block togthet yet? Its been 3 months the heads and intake are about ready.
Time wise woulda been cheaper to buy the top end and a short block.
I was of the impression that under Uncle Tony's original plan it was going to get a stock cam of some description.
Great info though.
Getting the right cam via a regrind gets more performance per $.
Since we are building this motor from the ground up why would we install a cam that isn't even optimal for a totally stock motor? For about 70 bucks the reground cam will be one of the best HP per $ spent.