Відео

Remember, speed limits are just opinions... That is going to be a life long memory with the grandkids! Kudos to you my friend!

@PerformanceDrivenDesign Thank you very much. I think I have more fun with them when they can be wrenching with me. They will remember for as long as they live. I wanted them to have what I didn't, a grandpa that is present and listens to them. Teaches them. Sometimes they just need you present and your shoulder.

We 3D scan and 3D Model all of our components in house. We are looking to do a video showcasing that process!

Some place, some where... Fred is smiling.

We are proud to use those awesome products!!

The 6.2 LT4/LT1 program is standalone compared to the LV3. The 5.3 L83 engine shares the same valve sizing/port sizing as the LV3. Overall, not a hard departure from what we just machined, but need a cylinder head to make it happen and proof out!

Oldsmobile only had 1 bore spacing in the 350-455 blocks, and that is 4.625. These heads will fit any bore for the most part that would fit in those blocks. So that being said, these fit any and all small or big blocks that fall under the years those engines were produced.

What short Block you plan on running them on? 30 over 455 with stoker crank, hydraulic roller?

@@flyonbyya this is going on a 431” “D” based small block. Solid roller with ≈ .750” lift, super tricked out billet Moldex crank(1.889 Rod Journal), billet CP-Carillo rods, Custom Ross Pistons, Mechanical Fuel Injection, etc etc. This is a pretty nice race engine for the bracket dragster. Nothing over the top, but it will be stout for what it is. This engine is a culmination of parts that have been sitting on the shelf as “spares”.

@@PerformanceDrivenDesign In 1985, I dropped in a bone stock “C” headed 68 455 olds in a 71 2 door Skylark… Fun Fuuuun FUUUUUN!!!

you interested in getting getting rid of some of this stuff?

These have not been flown yet. Why .550? That’s a little low for what we’re doing 😉

@PerformanceDrivenDesign what lift you running .800 lift lol see when I was building them 455 or 400 iskdaern had a 320 magnum that was the set up for street,and there were no roller cam for oldsmobile 40 years ago . 575. 550 is more then enough either 30 degree valve job it will out flow any 45 valve job at low lift !

@@jackwillson8099 Yes, I will be very close to .800" lift in this engine. With our current head R&D, we have determined a 50-degree seat cut is our best approach for this platform. With the larger throat that gives, coupled with the port CSA, it should be a very nice performing port for the engine size and desired RPM range.

@PerformanceDrivenDesign well you have the technology now Jessel valve train, spin. Tron & camshaft, valvesprings software you. Guys have it made it almost Idiot proved not to build a higher horsepower motor with all the new technology lol

This is our in-house designed and machined billet Oldsmobile cylinder head package. The engine combination these are going on is a 422” Small Block Olds, which will be highlighted on the channel when it makes it way to the dyno.

New jewelry on an old OLDs block. Love to have that top end, sitting on a DX or billet block, TT or procharged

​@@PerformanceDrivenDesignis that one big belly pan or are those intake flanges or spacers? Also what are those covers on the ends of the heads? It's absolutely beautiful I'm super jealous

@@stevenbelue5496 this is a fully water jacketed billet head, and the coverings you see are plates for the water jackets. There is a plate on the exhaust face as well. As for the valley tray, that is a 3-piece design. The intake flanges act as both a spacer & adapter for the customers manifold. They fasten to the center plate, which is fillet o-ringed so no use of any gaskets are required.

PDD was started by myself 3 years ago as a side business! I’ll be highlighting the story behind these heads, and how they came to be a pair in the next video.

It not rocket science with cad cam any body can machine ,I'm a manual machinist for 35 year & can run cnc so you just have to the will & big pockets $$$ ,if someone train you 1 1/2 to 2 years you can do what this young man is doing now that's just to be a Operator ,set up man & cad cam 3 too 5 years

@@jackwillson8099 Was your reply to me? I never said I was impressed with this young man because he can do machine work, I've got many friends in manual and cnc and I hate to say it but they're not the brightest of beings. I do think this young man of 25 has got an impressive start in life with this buisness and not many guys have churned out they're own set of billet heads at such a young age and oldsmobile at that. Not many a grown man knows about Batten or have any idea the influence oldsmobile had with performance other than the muscle car era. If this head story goes back 11 to 12 years ago and includes this young man at the time then he was only, what? 13 or 14 yrs old. I can't say what I was doing as a young teen of 13 or 14 but I didn't get drawn into muscle cars/horsepower until I was atleast 16.

These will be set up with T&D shaft mount rockers

Safety squints, engaged!

@@PerformanceDrivenDesign Did you flow these heads before porting them and will you flow them after?

@@dyoutubechannel8218 I did not flow these heads before porting them, because in my opinion, they were never meant to be ran as cast. I don't care about the overall gain with these, but rather where I am going to end up. This is far from our first set of these heads, hence why I did not have to hand develop a port to digitize from the start. We know their limitations and where the port should end up at, but I wanted to try CNC'ing them just for kicks. We will be flowing these once the new valves and seats are installed. This is the first set of these we will have put 5/16" valves in.

@@PerformanceDrivenDesign Fair enough, thanks for the answer.

Vizard is a very talented, and very knowledgeable individual. However, no combustion mods on these heads. Battens are very prone to cracking after being welded on, if done improperly. While we’ve repaired and altered many cylinder heads over the years, it’s not worth the few horsepower I might gain to go through the effort to weld the chambers up and reshape into a traditional fast burn.

@PerformanceDrivenDesign awesome and fair enough, the best horsepower is reliable horsepower! I'm doing an Iraqi Taxi build (these were Canada only) adding a turbo and doing Vizard's old school Chevy combustion chamber mods to it...I'm filming the whole thing too but haven't released any footage yet. Rock on with the videos brother!

Don't worry, we intend to debut this engine in the spring. I had better get the ball rolling and finish them out!

Feel free to go check us out on Facebook or Instagram, and you'll see the newest and baddest billet Oldsmobile head to have hit the market. We also offer CNC programs for the newest Edelbrock castings, which should rival the performance the Batten heads have given.

If it’s worth doing, we do it right.