Hyper advanced ProStock-plus, cam tech.

In this, episode 85 of PowerTec 10, DV delivers the ultimate, most informative, cutting edge presentation on cam/valve event timing. Here is a guaranteed, set in concrete claim, that you will not be able to get this kind of tech anywhere else, even from top ProStock engineers.
Going into this you had better be prepared to pay close attention and too fully absorb all of what will almost certainly be unfamiliar tech. As a result you may have to watch two or three times. However, if you are a professional performance engine builder this video will save you money on cam selection and put you at least one step ahead of your competition.

[jeremysorrell]

David, I have used your teachings to "spec" out camshafts in 4 different cars in the last 6 months for friends and family based on your teachings. 3 out of the 4 are 11.0:1 static compression "street" engines that run on pump fuel, 4 different engines 383 SBC, 351W, 351C, 460 BBF the Windsor is a turbo setup and won't be completed for a little while however, the cranking compression on all three of the others is over 205 psi! and they run extremely well. The BBF had 185psi cranking compression before we made a cam swap following your teachings and now its 215 with NO other engine changes and the camshaft duration is within 2 degrees of the old camshaft just on the correct ICL!! needless to say, it's a bit faster than it was last year.... What is funny when people ask about how we learned this most people think we are crazy. LOL The 351C has 210psi that engine we actually had a camshaft that was too big as a 351CI (180psi cranking comp) but was correct at 406CI so we stroked it to match the cam setup and needless to say it runs really well now... I say all of that to say this for the better part of 20+ years I couldn't figure out why a 350 SBC that I had when I was a kid did not run very well for the amount of money that I had spent then I bought this book that changed everything... David thank you for sharing the information to a bunch of frustrated people like myself it makes it much more enjoyable pressing the go petal now and seeing the results go up in tire smoke :)

[richardholdener]

Thnx for the Shout Out! Dave is a legend

[traper]

Thanks for the video. You actually know what you're talking about. It's getting harder to find smart people nowadays.

[brentbienvenu]

thanks i built my 355 chevy cam at 106 others told me i was crazy but i made more power than them so the proof is in the pudding you are a plethera of knowledge

[stevenkirk]

DV in the pre pollution days 108 Lsa were used by manufacturers like holden to improve low speed tq and compensate for less than average head flow. Totally agree with your statement. Turbo Ls guys bang on about wider separation however a 108 still produces best results. Rock on David. Wish you well.

[MSU_BullDAWGz]

David, 2 things you didn't explain enough. 1) How much does LSA change per half a compression point change ? Your example is @ 10.5 : 1 but if you can show changing it to 10:1 and 11:1 I can extrapolate. Also, 2) you didn't go into detail about when does the cam affect LSA by quickly lifting the intake valves. If not mistaken I believe both roller cams and solid cams can have the same influences as a fast off the seat rocker arm. But when does this alter LSA and by how much?

[patrickmoore]

I already knew most of this, only because I'm one of your greatest students and read every one of your books pertaining to this subject literally hundreds of times. This reinforces everything I've read. Thank you good sir!

[xlrrVA]

DV hadn't seen a video in a few weeks from you, was starting to get worries. Thank you for taking the time to put a lot of this together in one video. It is a wealth of information. I have a suggestion for a Part two to this video. Could you go into how to choose the overlap and how to determine the right duration? I think that would bring the whole package together. But then maybe all of that is a trade secret. Thanks for putting in all the work to help us take all the guess work out of building a great engine!

[snappers_antique_firearms]

I used to own a performance shop. Mostly late model gm Ls. I sold it years ago. I just have been amazed by our channel. I have learned quite a bit. I just wish i could have seen your channel 10 years ago.

[patrickmoore]

You've spent all the money, you've done all the work, you've studied the information, and you've figured out what that information is telling you. I know whose information I'm using to specify a camshaft for myself and my friends.

I've been using it for years and years since Denny Wychoff was at Motor Machine and Supply in Arizona with your Cam Master program.

This work is outstanding.

[legacyofpop]

Thank you David. I have been a disciple of yours since 1980. I started with " How to rebuild your small block chevy " and progressed through "How to hot-rod..." I'm retired now from the aerospace industry, apprenticed at the Westland helicopter group in Somerset, England, and educated later through the Garrett corporation and Nasmyth. In the manufacturing of super high speed turbine shafts and such, when using a very sensative comparator to measure shaft diameters, it is possible to witness the changes in diameter of the component simply by handling the shaft with bare hands as you measure. Normally you don't do this.. you glove up.. and isolate the shaft in the standards room to regulate the temperature before final inspection. But I have always wondered how much accumulated deviation can occur through the entire valve train through temperature changes. Of course.. we are talking about massive differences from the effect I witnessed from just handling the component at body temperature... I would be very interested in your thoughts and experience concerning this with regard to engine temperature. Actually, I am fascinated to learn of possible effects because many materials are used in valve train.. and all are likely to display different expansion ratios from one material to another. Thanks for everything over the last 44 years. I have learned plenty from you, and my little dabble in ameteur drag racing was massively improved by your advice.

[victorloubser]

Thank you Mr Vizard for all your dedication and effort, your gift of knowledge is priceless. Thank you for explaining 128. Keep up the good content!!

[theoldbigmoose]

Thank you David. I finally understand cams! This video is clearly a "secret" of the successful teams... your experience is priceless!

[dannoyes]

Fabulous!
This video confirmed 99% of my suspicions...
I always appreciate the thorough explantions given as to the WHY.
Thank you.

[kevinhathaway]

LCA is different than LSA. As an example: one could place LCA at 106 and make the LSA as wide as 110. In that case, the LCA sets the degree from which the intake valve event is measured. Then the LSA is 4 degrees wider than the LCA, so therefore the intake valve opening event would occur at 2 degrees before TDC.

[davidreed]

This was one of the best videos I have watched and 100% correct. I don't understand why it is so hard for people to understand.

[kkmart]

One man dominated engine masters, he's a true genius when it comes to engine's.

[biastv]

Gday DV, yes I have most of your books. This episode is easily the best, most comprehensive summary of your experience over he past 50 or 60 years. Best ever. Easily.

[haroldhprittjr]

My comment is to say I enjoy learning about these things . I remember reading a lot of Smokey Yunick’s things he did to get more power ! I love to listen to David an the way he breaks things down then explains why you get more power . The same way I read Smokey did . These older guys that have been at this have such great wisdom about building engines . I thought that simple things wasn’t all that much to think about but Smokey said all those crank bearings and the surface they seat to. Need to be cleaned real good so that the block and rod will pull heat out of the bearing . Just like David said something as simple as the rocker arm ratio will change the cam center line . Wow that’s something right there that very few people would ever think because your just looking at the math to figure how much more lift you will get by going bigger ! You have to love the workaholic ideas because that shows determination to prevail . Bob Gliddon back in the 70’s was determined to run an win with fords 351 Cleveland so much he convinced ford to make a 4v head for the motor ! From listening to David you can tell he’s telling the truth that he lived through . We would not have all of the great information that he’s relaying to us if he hadn’t did the work to back up what he’s saying . You have to respect a man for all he’s done and has laid his hands on to be able to educate you on things you don’t know or may need to know latter on . My hats off to you David I didn’t know a whole lot about you before your channel . But the best kept secrets always come out in time Smokey and Bob did great jobs but they were driver / engine builders . From listing to you I have to say you would know way more than them because you stayed right with the engine . You wasn’t out testing a car for the track and bothered with suspension problems set ups and so forth . I highly enjoy all of what you explain and how we can improve are performance and overall power curve through out the rpm range . Another great video thanks for all you share. I have all the respect in the world for you . It’s great your amount of wisdom and knowledge will help us !

[stelitejet]

Many thanks David for all your information especially when you mentioned about the reason boats get water back up exhaust etc.. Changed cam in my jetboat out here in New Zealand to what your guide lines recommend and wow! What a differents 😲😁👌Thank you so much👍