In this, episode 110 of PowerTec, DV airs his thoughts both on positive (tons of those) and negative (just a few of those) criticisms that he is confronted with. Also he looks at the upcoming things planned for PowerTec 10 such as a weekly broadcast and three distinctly different playlists that are almost like new channels. On top of this he is questioning whether Prostock guys are up to speed on bore finishes or they just are not telling. This is worth watching if for no other reason than his Jon Schmidt rant (yes – you read that right – Rant!)
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David, did you tell this guy this stuff? I’m SURE you can debate him over there and embarrass the HELL out of him! Trip him up real good in front of all those other smart guys!
80 years old, working in a shop 40 hours a week building motors, producing YouTube videos, doing track days! I hope I can be that active if I live that long.
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I would love to see a review and dyno test of edelbrock's Holley style carb. Even an in depth test of a Holley carb like showing the afr graph and make changes to different circuits to show the changes. I think it would help a lot of people understand how different circuits affect other parts of the fuel curve.
David. You’re the best guy when it comes to teaching us what you know. My favorite ones are the how to, head porting, and your favorite stories from the past. I like small block ford and would love to see anything Pontiac (old school motors). Thanks for sharing your time and expertise with us.
I'm patiently waiting for some detailed videos on the Poly Quad (bowls, flow bias,chamber, etc). I'd love to see you work on a later cadillac northstar engine. I'm probably the only one, so won't hold it against you when you don't. But please, when you're working on the Ecoboost heads, explain it all in a way that we can use the info on most 4 valve engines, and not specifically for the fords. And thanks for all the books and videos, I've learnd so much.
,,, what, competitive series has John, had success or not in , ,,, ?
,, Greg Anderson did the video with Lake jr. ,,, DV you must have some kind of bore surface / coating, we are awaiting to hear about .
Check out "the real gunsmith" Randy Selby is to rifles and optics as David Vizard is to building torque!
Hi David, I'm sorry that you can't be in a position to retire while ill, obviously you enjoy this hobby but needing it past 65 is not fair in this world, particularly in the u.s with health costs.
On the subject of brakes, gms and fords in Australia in the late 60s still had inadequate brakes for the race tracks. Then they let them upgrade. So really it has never stopped, just performance upgrades from the factory are cheap now.
The air cannons are a lot of fun! Especially when a fuel source is added and the projectile weight is sufficient for dieseling! The vac/pressure types are scary too! an a/c compressor is a good source of vacuum and pressure about-30hg and around 300-400psi on the output!
Volvo B230-16V with a polyquad mod. There's a lot of interest in your polyquad concept. I'm amassing parts for mine as part of a full rebuild.
Thanks for all of your years of passionate work.
Don't let this John character get to you. He is most likely a jealous nobody, and you Mr. Vizard are a titan of piston engine performance.
Loved the exhaust notes but how about show on 4 into 1 and 4-2-1 headers length and what usage for each and firing order effect for a v8?
BBC-iron 454 thinking gen 6 I think rect heads build on the cheap be mint id like 7000 rpm hard push on rpm but solid build for bbc gen6 iron be nice . /engine enthusiasts to be had there is a toxicity of money and know clue
David Vizard Hi Performance Sail Boats has a nice sound to it, Hull chine steps would be your speciality, In a parallel universe, Lol. Wishing you good health Mr David
I'd love to see some more mopar stuff.
Dave, It would have been wiser to do the giveaway engine as a Smallblock Chevy as there is a larger percentage of viewers who run them, and then you could have gotten more suppliers to help out with parts. But the slowness in updates bugged alot of people when it sounded like something that would have been done in a few months. Just being honest, and you wouldnt respect someone who tells you that you're doing great when yyou are out to harm people would you
That John guy got under David Vizard hide.
Sounds awesome I'm a gear head flow bench tester inventer, love guns keep up the awesome work MR . VIZARD
Looking forward to the firearms studies. As a quality eng in Industry most engineers i have interacted with dont understand capability studies or the importance of knowing the capability before creating a tolerance or specification. Fact based analysis with data and a study is a great way to teach us why real statistics are important.
SBC all the way!!…. DV, In my pursuit to be able to make 100% accurate claims of having the ability to provide information/explanations based on my Knowledge/Experience that is pertaining to Knowledge/information that dont exist on the internet, along with the pursuit to compare my knowledge/experience to others theorys/experience, (being as im disabled & have alot of time on my hands) I have read through damn near every post for almost every subject on Don Terrill's speed talk fourm, being as thats where the top individuals share information, i have seen john raggin on you in there multiple times, but there are alot of good points from smart people like Billy Godbold, Mike Jones, Joe Sherman rip, John Kasse, Harold Brookshire rip, Darin Morgan, Yourself and quite a few of other intelligent, knowledgeable and well educated individuals, but when it comes to the subject of LSA most still think its simply a result of ICL+ECL×2=LSA, they dont comprehend what actually influences LSA, the purpose & the effects that optimal LSA has on MAX TQ & HP OUTPUT ACROSS THE ENTIRE CURVE… There are so many individuals in the high performance industry that dont comprehend the simplest explanation about the concept of the importance of LSA, which simply explained is LSA produces the begining of optimal placement of the IVOP, IVCP and optimal Overlap placment in correlation to the IVOP which in tern will provide the base for optimal scavenging of the cylinder which allows the IVOP to more completely fill the cylinder enabling the IVCP to take advantage of a optimaly filled cylinder, all this results in an increase in trapped volumetric efficency across THE ENTIRE RPM RANGE, which means more HP & TQ ACROSS THE ENTIRE CURVE… With that being said, it seems that ol John is afflicted and blindly ruled by a common psychological Condition among the masses known as the Dunning-Kruger Effect, he may even have a class B or C personality disorder its questionable… He needs to be mindfull that if you want be critical of something, try to drag someone through the mud, or declare war on an individuals knowledge, you must fully comprehend every aspect of what your being critical of before you even think about "Exposing" someone, or dragging an individual through the mud, because when your proven to be wrong thats a real bad look on you and nobody wants to be that guy lol… John clearly dont know that your formula is Right On Point!!!
My next video shows 19LSA's from 101-120 in 6 different CI engines, 4 of those dyno sheets just so happen to prove that your LSA formula 100% correct, there is no denying accurate dependent & independent data/variables that when all taken into account one will be able to produce a correct dimensional analysis and come to the proper conclusion from that video… The info in my next video will destroy the controversy & BS surrounding the existence of 1 optimal LSA for any given CI v8 engine combination…
The video is extremely close to being done, im actually workin on it as i speak… I will say my next video is quite a bit better than my last video which is doing quite well at 113,000+views and climbing…
Take Care DV….
~ Adam ~
I enjoy watching your channel, but quite a while ago, you suggested that you would reveal your recommendations for 5.0 small block Ford cam selection
Hi David I have your Chevy Big Block book and it a great book and thank you
Re 128, I am inexperienced in all of it, so I have the advantage of not backing myself into a corner. If overlap/scavenging dictates the strength of the intake stroke, all the factors such as valve size, valve cant, chamber volume (compression), cubic inches to some degree….these factors will dictate the speed/time it takes to set up cylinder charge. Set it up faster, and the more rpm a running engine will produce. Duration will affect it as well, but I would view duration as icing on the cake and 128 principles as the cake. Dynos and race cars dont lie, and I know they are part of your experimentation so it skews theory in your favor David.
Ecoboost 3.5
Hemi gen4
As a SBC drag racer, I've followed as much of your stuff as I could. Would love to hear more on that bore finish as I am a machinist who works on performance stuff only. As for John, I think you aught to let the blind lead the blind. He's never going to have much of a following if people compare the arguments. No need to waste much time on someone who just wants to criticize.
WE WANT POLYQUAD! WE WANT POLYQUAD! WE WANT POLYQUAD!
Thank you David Vizard for the insight you provided for each of us. I appreciate sbc info but also anything engines of any kind .