David Vizard SBF Ford Cylinder Head Shoot-Out PowerTec10 6.2
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- เผยแพร่เมื่อ 2 ก.ค. 2024
- PowerTec 10 EP 6.2 SBF Ford Cylinder Head Shoot-Out
This video is awesome. I don't say this lightly but as the video editor this is the best porting series on the internet. These are just a taste of what can be learned in one of David's Porting school
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If you are savvy enough to read this description For a limited time you will receive a $25.00 refund on purchase of the full versions of above software's. To receive the refund you need to drop me an email with your invoice# after purchase @ davidvizardseminar@gmail.com
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EDELBROCK Performer RPM intermediate Porting video part 1 Video: • Edelbrock intermediate... - ภาพยนตร์และแอนิเมชัน
The red paint is called GLYPTAL enamel. EASTWOOD sells it.
David Vizard is the Wizard on SBF cylinder heads
Dave, you're getting a lot more comfortable with the camera, that's great to see. I've read all your books and been a fan of your work for years. Once you get rolling, the gold just starts flowing. Don't be afraid to get into the deep stuff. There are enough people out there stating the basics, people who watch these until the end really care about the minutia.
Thanks Cliff, I am also making a recovery from some pretty severe medical problems and that has perked me up no end - that and a lot of good friends.
wow.i just figured it out.when i was a teenager in the 80s.i read several books from the local library on these subjects david is covering.i recognized the illustrations i saw in those books.it wasnt till now i put 2 & 2 togather and realized they were davids books i read so long ago.no wonder i found them so fascinating to read.so here i am watching the videos 35 years later.
That is a great story! What an awesome school to have David Vizard literature on the shelf!
Thank you David I lwatch every video you have made. I'd just love to see a video on any 351 Cleveland engine.
Back in the early 80's (when I was a kid) Tuning the A-series Engine book was a Bible for every Mini enthusiast here in Finland.
Glad to see you're still involved in porting world. My Minism has diminished over the decades and has developed in another form of disease called Fordism. :D
I have the “How to Rebuild SBF” old you authored over 30 years ago..... still have it and use it for reference today. So glad your on TH-cam! I’m a follower of your wisdom
Used that book to track the revisions of iron factory sbf heads and found the 1970 d0oe 302 2V (not boss) (not 351W) to be one of the very best when loaded with 1.94/1.60 valves and ported. Will be using David's techniques on my next set.
I always like the old timers sharing knowledge. Young guns just spend money for stuff they don't understand
thank you teacher for sharing many secret details
Those 1965 289 castings have been my first choice to port and modify since I was a teenager, I'm 55+ now. I just recently found your videos and will be buying some of your books!
Got a professionally ported set. We pulled an identical set off a 357w and put on a set of RPMs on it! Gained 1tenth!! All that money for 10hp! Got a cheap set of aluminum heads now to go on my street motor. Detonate on pump gas and great price was the only reason I bought them!
Thank you very much for everything you have done for the DIY guys out there. You have given the Under Dog the knowledge to compete with the big Dogs!!!
Glad to help
Looking forward to your next videos! Thank you Mr. Vizard.
Thank goodness you answered the Iron head question. I love iron heads. The aluminum head industry, all good, but those old Le Mans winner heads, they are almost forgotten, but most common. What Shelby and Ford did to make Hi Po heads and then actual LeMans spec 1967 GT40 heads out of standard production iron heads with less flow than an 80 to 82 255 4.2 liter heads. Gyptol rocks Mr V. I love your work Sir!
I did all these mods to a set of SBF 210cc Procomps. I cleaned up the cylinder heads with simple porting. I paid close attention to the intake bowls to not over grind and ruin the coefficient discharge right below the intake seat. I paid close attention to the short turn radius on the runner floor to the bowls. I gasket matched the intake to cylinder heads using the Dykem high spot blue on the cylinder head to the Dykem red on the intake method. The camshaft that I’m running is the Doug Herbert #CJ4N and this combination is making way more power than I’d would’ve ever expected. I’ve gone a best of 10.45 on a 100 shot using the ZEX parameter plate nitrous kit. I’ve had such great luck with running SBF engines.
Awesome. Love the change in format, this video gets right down to business! Much easier to hear you as well.
Thank you so much for freely shareing all this great info with us!
DV as a long time student of yours, since the mid-70's, I am thrilled to see you utilizing new media! Please keep up the great work...I'm subscribing immediately!
I really like that you cover the stock early heads and compare them with the latest heads. Keep up the great work!
Awesome! I’ll always say they you are a Genius! I’ve got a set of 289 heads on my 306 that’s in a F100. You’ve got me thinking about pulling them now 🇺🇸💪🏼🔥
This is priceless information. You sir are a gem on the web. Thank you very much for sharing this knowledge.
Mr.Vizard I really want to thank you for taking your time to share your wealth of knowledge. Just from listening to you instructions I have made major improvements to my sbf power output.
Thank you sir for all your knowledge and I have several of you books I bought many years ago. I have made some very good horse power just from your books that people could not believe over the years lol. God bless you
Been reading your books since the late 90's, all the little trick of yours like oil type, carb spacers, k&n stubb stack on carb HAVE shave many 1/10's off my E.T thank you.
I've been ' smoothing out", "cleaning up and porting" cylinder heads since the 90's every time I watch one of your videos or read anything you are involved in. I always learn so much valuable info!! I'm currently doing a set of E7 sbf heads and I defiantly plan on applying every trick in the book when its all said and done. sure appreciate all the lessons you give us gear heads!
Cant wait for the next video!
One of my favorite applications of your work is the factory GM Quadrajet intake manifold porting and mods. That intake kicked butt down low AND up high!
Great stuff as always DV.
The details make the difference.
i was hoping for this one!
Great videos as always, thanks for sharing
Looking forward to the rest of the videos
Yes...sbf..I'm in!!
I wish I had the time to attend your class!
Hello David, ive read your work for many years. Thanks for this series. i have a 302 roller motor to refresh. 89 Crown Vic. Looking for torque, not high rpm.
Thanks mate very helpful makes perfect sense to me
Thank you for your excellent video!
The’ sleeper ‘ look is something I have always like and done. Very interested in the iron head mods
Very interesting. Thanks.
I've learned more from 2 of DV's videos than all the other so-called tech channels combined. Maybe that's an egzageration or maybe of those guys that did know their stuff actually learned from DV and his books or in his classroom.
Great video
I had his book back in the late nineties. I don't recall the Cleveland heads discussed. Maybe it was and I focus on Windsor stuff.
Thank You ! GOOD Tech INFO
"He is the real deal Tech Wizard"
SBF, for hi perf with decent compression or blower, Edelbrock Victor Jr is all you need.
And dump the flat tappets and use rollers.
Mr. Vizard, please consider doing a video on porting Slant Six heads.
The 225 Slant Six flow restricted stock heads are the biggest handicap to adding H.P. to this motor.. There appears to be ZERO after market heads for them..
The Slant Six heads were originally designed for the 170 Slant but were never updated for the larger 225 Slant Six.
Interest in the Slant is growing .. see Uncle Tony’s Garage..
There is a very high chance that Uncle Tony would cross promote, on his channel, any video that you might do on the Slant Six.
Thank you..
Thank you sir
Hi mr Vizard
I would absolutely take your class if it was in europe, since I live in Sweden I'm happy you share your wisdom on youtube. Just some questions, dont you use hardened seats?
Is indexing the spark-plug doing some extra?
Looking very much forward to more info about the 289 head.
Thank's
Stefan
I’d love to see him do a video on the promaxx sbf maxx series heads to see what he thinks of them mans a genius
I love these videos. Thanks for sharing. Just curious if there is any thing to be done with the later gt40 iron heads?
I did a thread "Build a Lightning Bronco?" about 6 years ago on Speedtalk.com. Before I owned a flowbench but still flowed about 217cfm. I like the gt 40's.
I'm very interested to see what you might do with some of thee6 castings if you kept the heart shape. More for a street automatic car to give it nothing but torque.
Powertec 10 6.2;David, you mention your 306 engine has Chevy con rods. Which rods did you use in the build. 5.7 fit with a short CD piston and narrow the big end with a 289 stroke. Using the 302 crank, the CD gets real tight.
Good job would like to exhaust port close up like to see how he worked the bump
1969 Boss 302 heads will smoke all those as you've got surrounding you
👍 👍 👍
Interesting. I have a non ford head i may take time with where this will help.
What do you think about the sbf gt40p heads and what is the best way to port them and how to get the combustion chamber setup to get the most power out of them
David, thank you for sharing. Can you share info on those E7TE heads you speak of with 2.02 int valve? Thank you
The E7's in question were done by D.V. and myself. Truth is 1.85" valve is really better due to the casting thickness and short side radius can be of a better shape with the smaller valve. These need sonic mapping to really work. Just hogging them out will result in sprinklers.
👍
Hello D. Vizard, would you recommend the AFR 165 or the TFS 11R 170 or 190 for a turbo’d 306 sbf street car? 6000 rpm shift point, RPM intake that flows 300 cfm average/runner~
Looking forward to the head comparison or alternative ideas on extracting power from iron heads. Is it possible to use 351 clevland heads on mid 70s iron 302 block?
That's called a ''cleavor'' and it's possible. Just a lot of trouble.
Using 351 Cleveland heads on Windsor blocks such as the 302, has become quite popular and the combination is known as a Clevor. Fords 335 Series of engines includes the 351C, 351M and 400. They have the same cylinder bore spacing and head bolt arrangement as Fords Windsor family of small blocks which includes the 260, 289, 302 and 351W. The coolant passages are slightly different between the two engines but the required changes can be made without too much difficulty.
A couple of the aftermarket companies that make alloy Cleveland heads even offers them with a choice of Cleveland or Windsor coolant passages so upgrading to better flowing canted valve Cleveland heads on the more plentiful Windsor blocks is easier than ever.
If using the production iron 4-V heads, it’s best to use the closed chamber (quench) type for the benefits of higher compression with a reduced risk of detonation. Cleveland specific pistons are required but the aftermarket has plenty to choose from.
Cleveland heads are best known for their huge power gains in the mid to upper rpm range so a camshaft along with the rest of the combination should be chosen with this in mind.
Can you do videos on a 351 Cleveland
Like👍👍👍👍
My 302 with trickflow 170cc heads and ported GT40 intake makes about 330 crank. I want better heads but I’m short on cash. Besides a better flowing intake what can I do to the heads to maximize their potential?
I tried un-shrouding my scooter head like this, it's a Hemi head, but the valves are Soo deep around the valves, it's about 3mm deep, the valve only opens about 6mm, it has about 1.5mm around it, I then rounded all the sharp edges, even on the valves. And gave them a slight back cut, and ported the head, I got it through out, especially around the guide, so I can take a snap gauge, measure the seat opening, and pull it all the way through the port, the stock engine only revs to 6500-7500, although ppl have spun them to 11k and 12k rpm, I plan to keep it under 10k, I'm about to swap the head and piston, using a pop up high comp piston, but working with such tiny Chambers, compression is lost easily. I did the stock head similar, and ended up with just under 160psi, I have upgraded the oil system slightly, it should run cooler, I also added a oil filter, I can either use a Honda filter, or a SBC filter, I'm thinking about using the small Chevy filter, it will hold about 4x more oil, it only held about 1/3 qt. With filter, lines, and cooler, it should hold nearly 2qts, I thought about modifying the jug and head to allow the oil to cool it more, I'm hoping to get a bit of power out of the 82 cc engine, a good bit more than the 3hp stock! Just guessing, it's about 5hp using the stock head, I'm hoping to nearly double that, or atleast pick up more TQ.. I used a small diamond ball grinding bit, about 1mm, then one about 4mm and blended, and played it into the chamber, then polished it and the piston, thanks for all the time and effort you put into sharing this great info!!! Hopefully with valves about 3mm larger than stock it will show some good gains, and I'm hoping for near 200psi compression, I'm running a 20mm carb, the Venturi is about 18mm, I don't think it's under 17anyway, it came with a 18mm carb, so the Venturi should been 14-15mm+/-, and a decent exhaust, it hopefully will all work out!!... Thanks again
I have a set of 65 289 heads to port for a customer, I’m curious about how big the chamber ends up with those mods?
They can take a .040 mill no problem and should with new valves be smaller then stock of 54 ccs nominal.
What size are the flow ball gauges
Mr.Visard, I have a set of 1993 world product cast iron SR 200 intake runners.How well these work on a 292ford stroker?
I ment to say a 392 windsor
@@terryg1129 I'm not DV but those can go to 600 to 625HP without serious porting. I had Windsor jr iron heads with 10.25:1 and was able to use 93 octane. So you can be similar without detonation.
I can't not see your videos David, I want to see all that you upload. I have a question, which is the size of the valve? And the cfm table is on the next video?
Thank you very much to teach us
Yes, it, and two others.
DV
@@marvingvx1 I can't wait to see it!!!! Could you specificate the valve size? thank you very much!!!!
Are you scottish? :D i am. Your accent is familiar
IM WONDERING WHY YOU DON T DO A SET OF EARLY 351 WINDSOR HEADS 69 TO 76 THEY HAVE BIGGER INTAKE PORTS AND VALVES TO ?
Heya David great vid . Im in Miami . Charlie who ?
I’m up the road in hollywood I’m curious too
@@davidm3302 On the bay near BAYSIDE . So whatcha got ?
Charlie actually lives in Melbourne.
Who is Charlie from Miami who ported the 289 heads?
Charlie Servedio....he has a channel here.
2.100 rod ?
Glyptol. Good stuff used it on my Pontiac!😃
I wood like to learn about the 460 fuel injection, and do the heads right to help them. I have a 1990 460v8 stock I got some header for it. Now I got to take the heads off cause I broke six bolts off in the head. And I want to fix it better than it was.well wish me luck well see ya next time see ya bye bye.
Glyptal or insulating varnish.....
Hello Mr.Vizard could you make a video on how to improve 6.2 ls3/l92 heads?
It's on the cards to do.
I heard you did porting and engine programs that were 2-3 days long. Is that true?
You can contact me at davidvizardperformanceseminars.com
@@marvingvx1
I really enjoy Your tech series ! Where can I find the information on Your
simenars location , cost and dates . Any information will be greatly appreciated Thank You. 🇺🇲🇵🇷🦊👍
Anyone know a number to get this fellow or a shop #
You can contact me at davidvizardperformanceseminars.com
A buddy of mine used to tell me Pretty isn't fast
Funny, that's what I hear - usually from folk who don't finish the job properly. My track record setting road racers looked pretty even from the underside!
@@marvingvx1 no doubt especially after 50 years you do great work i wish i could attend some of your workshops i live out here in North Carolina
There's a reason he doesn't talk about Cleveland heads that's because they're perfect especially the closed chambered ones there's nothing to be done to them.. LoL
World products ripped me off so bad it ruined my love for racing.
God get to the point already old man
I been calling him viz ard forever... guess it's vIE zard... or so he claims... sounds a bit pretentious...
You realize that you are suggesting I do not know how to pronounce my own name!
@@marvingvx1 - Everyone always pronounced it Ralph Lau RENNNNNN... Ralph finally said it's just Ralph lauren... LOL!
From the video title, was expecting to see 10 different pairs of heads swapped onto the SBF engine and then dyno'd... such as:
www.hotrod.com/articles/hrdp-1001-muscle-car-engine-shootout
I don't go to the track, usually use iron heads because trying to just restore the HP, torque, and MPG of 1950's-60's engines into later engines... $100 into pistons and $100 into cam/lifters usually does that... except for SBF engines where they later went to tiny valves and ports... and then if still enjoying your SBF too much, they also blocked off 75% of exhaust port with a giant A.I.R. boss...
@@marvingvx1 , I thought I had heard it all online. But someone telling you how to pronounce YOUR name is too weird !
David: I don’t think some one that myopically self absorbed and stupid could possibly realize anything outside of his own self absorbed brain spasms. Wow. That guy takes narcissistic psychopathology to new levels of rudeness and mental retardation.
@@craiggaulzetti2255 - You shouldn't post messages while looking in the mirror...
I don't think anyone is here to learn about what paint/coating/covering material to use on an old iron head This guy is like listening to a JOE BIDEN interview