This is great Cylinder Head Tech with Darin Morgan. Everytime I listen to this man I am impressed. His wealth of Cylinder head knowledge is unbelievable. This was a great video.👍👍 Thanks guys for having this Tech session.
Would be great to see some new video's on Darin's channel. The knowledge this guy has and is happy to share is fantastic, I could listen to him all day.
@@davidreed6070 and the Cool thing is no matter what type of engine you like , he explains things in ways that allow the listener to apply things to what they are working on.
this was the best video I have ever seen on this channel. Every time I see a 5.7 late model Hemi combustion chamber, I can't stop thinking that it is very very similar to a Fiat twin cam cylinder head of 60s and 70s. Excellent video, regards from Argentina.
I’m working on a popular after market brand right now. The pushrod holes through the intake ports….. Then PAM cured the situation with bronze tubes. And not a single port is consistent in width now. Right at the short side.
Woah !! What an informative video. This has multiple watch value. There is a LOT of great information to digest here. More time with Darren please 🙏. Subscribed!!Thanks. 🍻
Love this stuff!! I’m little jealous lol don’t get too do much of that at work, I have to wait till I get to home shop . I absolutely love my job as much as Darren does! Great info man !
Definitely wanted to see Wescott in Pro Stock . NHRA made it toooooo costly for them because they just started working on a carb engine . Boooom , no , you gotta run fuel injection .
Chrysler made a D-5 Hemi head with less valve angles and a 120cc chamber for Pro Stock back circa 1973 or so. It had a 2.40" intake valve, but Weslake put small ports in it. It worked OK on the 366 CID engine in the Mopar Missile. Chrysler was heading the right direction, but NHRA wasn't interested in having Chrysler in Pro Stock. It was also a dual-plug head. The Gen 1 Hemi heads had a smaller chamber than the Gen 2. I'm not sure why Chrysler engineering went that way. The Gen 2 head was adapted to the wedge blocks, so there was a lot of compromise. The Gen 3 was a clean sheet engine design.
Dick and Mike Landy built a number of D5 head engines for the 500 cu in Pro Stock era starting in 1982. Reid Whisnant and Jim Meyer in the Bassett Headers car were fairly successful and even held the MPH record on occasion. The D5 heads were extensively modified and Landy used Keith Black aluminum blocks. Ultimately the inherent disadvantages of the Hemi in N/A applications as Darin mentions caught up
It's amazing what is available in the aftermarket today , and people take the cylinder heads we have at our disposal today forgranted. But until the later 80s, if the manufacturer didn't make a better cylinder head - then you were stuck modifying factory castings. Read Grumpy Jenkin's book - back then you were stuck finding the best factory castings (double humps in his case as he was a chevy guy) taking a sacrificial pair and cutting them up, and then filling (if class rules allowed it) and flowing, filling , grinding flow etc etc until you got what you needed. The Brownfield heads came out in the late 70s, but they were more aimed at circle track and had pretty damn small ports and weren't cheap.
We won Indy in 2003 and 2004 qualified #1 in 2000 at the time we were still using a cross-ram and 8,900 R.P.M.'s...we had the national record at 8.53 at 153+..I was co-engine builder with my dad and did the Cylinder heads from scratch I also designed the intake manifolds that we had Hogan's build I was maintaining 4 hemi super stock cars full time as I was also the head mechanic it was hectic at times also, doing the cast iron heads sucked and I did a lot of them.
This to me is wayyyyyyy more interesting than those turbo classes, like a big block with a front mount super charger or twin turbos is so boring. Why because if you have a TT BB and it runs good, but you want to go faster, then say Precision brings out a turbo with 10% more flow, you just add that turbo and you then run faster, big deal.
There's a typo in Darrin's CFM equation. It should read CID*RPM*0.0009875/CYL. An easier version is CID*RPM/(1013*CYL). It doesn't work with Gen V small block heads.
According to the N.H.R.A. rule book hollow stem valves are not legal, and the max overbore size is .080 not .060 minor mistake but non the less these are the current rules I would have to see 475 c.f.m. with my own eyes to believe this otherwise it is impressive if you're into flow bench numbers.
the hemi has the worst combustion system. longest spark lead, which increases knock, and also the high surface area which loses heat and again makes it the most prone to knock. top fuel runs on knock for most of the run.
you obviously never tuned a modern G3 Hemi, we can make more Power Per CI with less spark advance.. the major limit to power in the G3 Hemi is it's limited Cam lift in OEM form.
@@ThePaulv12 because @cstavro CLOWN has NO F'N clue as to what he writes. We make dam near 1000hp in Hemi Super stock with less than 28* of timing. on a 4.32in Bore.
Well...I think the question is quite much what you are looking for and what you are ready to do for... original hemi combustion chamber can be not so good in the street car but excellent in right kind of racing. But it is possible to get some "street manners" also for hemi engine. Depend on what you are ready to do.
This is great Cylinder Head Tech with Darin Morgan.
Everytime I listen to this man I am impressed.
His wealth of Cylinder head knowledge is unbelievable.
This was a great video.👍👍
Thanks guys for having this Tech session.
I could listen to that man all day! Thanks for sharing Mr Darrin 👍🏻👍🏻👍🏻👍🏻!
The 5.7L and 426 Hemi head drawings are reversed. A great video for Hemi fans.
Figured I’d check the comments first 👍
Would be great to see some new video's on Darin's channel. The knowledge this guy has and is happy to share is fantastic, I could listen to him all day.
He has done a couple questions and answers on DRAG BOSS GARAGE.. If you haven't seen it, you should.
Yes, several 2-3 hour long interviews with Darin on DBG. Just awesome
@@davidreed6070 and the Cool thing is no matter what type of engine you like , he explains things in ways that allow the listener to apply things to what they are working on.
Can wait to run our car with the heads Darin ported
this was the best video I have ever seen on this channel. Every time I see a 5.7 late model Hemi combustion chamber, I can't stop thinking that it is very very similar to a Fiat twin cam cylinder head of 60s and 70s. Excellent video, regards from Argentina.
Yes, Fiat knew better back then. Later BMW knew even better.
I’m working on a popular after market brand right now.
The pushrod holes through the intake ports….. Then PAM cured the situation with bronze tubes.
And not a single port is consistent in width now.
Right at the short side.
Woah !! What an informative video. This has multiple watch value. There is a LOT of great information to digest here. More time with Darren please 🙏. Subscribed!!Thanks. 🍻
Love this stuff!! I’m little jealous lol don’t get too do much of that at work, I have to wait till I get to home shop . I absolutely love my job as much as Darren does! Great info man !
as always awesome info!! I miss doing that kind of stuff and testing on flo bench .the best use for a cracked junk head is a test head.
Insanely interesting for the Hemi lover this vid.
Love it!
22:07 Pictures are mismarked and they stated it incorrectly.
I'm gonna love it.
Great video....
Definitely wanted to see Wescott in Pro Stock . NHRA made it toooooo costly for them because they just started working on a carb engine . Boooom , no , you gotta run fuel injection .
Aside from a wealth of knowledge from Morgan, what I also took away from this video was, don't smoke kids...
Chrysler made a D-5 Hemi head with less valve angles and a 120cc chamber for Pro Stock back circa 1973 or so. It had a 2.40" intake valve, but Weslake put small ports in it. It worked OK on the 366 CID engine in the Mopar Missile. Chrysler was heading the right direction, but NHRA wasn't interested in having Chrysler in Pro Stock. It was also a dual-plug head. The Gen 1 Hemi heads had a smaller chamber than the Gen 2. I'm not sure why Chrysler engineering went that way. The Gen 2 head was adapted to the wedge blocks, so there was a lot of compromise. The Gen 3 was a clean sheet engine design.
The G3 has a few take a ways from the Hemi 99 program
Dick and Mike Landy built a number of D5 head engines for the 500 cu in Pro Stock era starting in 1982. Reid Whisnant and Jim Meyer in the Bassett Headers car were fairly successful and even held the MPH record on occasion. The D5 heads were extensively modified and Landy used Keith Black aluminum blocks. Ultimately the inherent disadvantages of the Hemi in N/A applications as Darin mentions caught up
So much knowledge
It's amazing what is available in the aftermarket today , and people take the cylinder heads we have at our disposal today forgranted. But until the later 80s, if the manufacturer didn't make a better cylinder head - then you were stuck modifying factory castings. Read Grumpy Jenkin's book - back then you were stuck finding the best factory castings (double humps in his case as he was a chevy guy) taking a sacrificial pair and cutting them up, and then filling (if class rules allowed it) and flowing, filling , grinding flow etc etc until you got what you needed. The Brownfield heads came out in the late 70s, but they were more aimed at circle track and had pretty damn small ports and weren't cheap.
We won Indy in 2003 and 2004 qualified #1 in 2000 at the time we were still using a cross-ram and 8,900 R.P.M.'s...we had the national record at 8.53 at 153+..I was co-engine builder with my dad and did the Cylinder heads from scratch I also designed the intake manifolds that we had Hogan's build I was maintaining 4 hemi super stock cars full time as I was also the head mechanic it was hectic at times also, doing the cast iron heads sucked and I did a lot of them.
Superstock is allowed .080" over and the stroke tolerance is + or - .015"
Lake Speed shutting up? Now that’s worth watching1
You would think he's on meth if you didn't know better.
10 degrees from a spark plug is incredible
This to me is wayyyyyyy more interesting than those turbo classes, like a big block with a front mount super charger or twin turbos is so boring. Why because if you have a TT BB and it runs good, but you want to go faster, then say Precision brings out a turbo with 10% more flow, you just add that turbo and you then run faster, big deal.
There's a typo in Darrin's CFM equation. It should read CID*RPM*0.0009875/CYL. An easier version is CID*RPM/(1013*CYL). It doesn't work with Gen V small block heads.
According to the N.H.R.A. rule book hollow stem valves are not legal, and the max overbore size is .080 not .060 minor mistake but non the less these are the current rules I would have to see 475 c.f.m. with my own eyes to believe this otherwise it is impressive if you're into flow bench numbers.
22:00 model tags are wrong way around
22:00 pics reversed
Only 15 comments??
Oh wait....most are flabbergasted I guess.....
Im thinking that at a very minimum, you might check how your esteemed guest's name is spelled...just sayin.
Great video, nonetheless.
Oh dang... You got us there! (We're blaming Lake Speed Jr - he wrote up the epsiode schedule.) Fixed!
the hemi has the worst combustion system. longest spark lead, which increases knock, and also the high surface area which loses heat and again makes it the most prone to knock. top fuel runs on knock for most of the run.
you obviously never tuned a modern G3 Hemi, we can make more Power Per CI with less spark advance.. the major limit to power in the G3 Hemi is it's limited Cam lift in OEM form.
Yet in non Top Fuel they still worked. How can that possibly be?
@@ThePaulv12 because
@cstavro CLOWN has NO F'N clue as to what he writes. We make dam near 1000hp in Hemi Super stock with less than 28* of timing. on a 4.32in Bore.
Well...I think the question is quite much what you are looking for and what you are ready to do for... original hemi combustion chamber can be not so good in the street car but excellent in right kind of racing. But it is possible to get some "street manners" also for hemi engine. Depend on what you are ready to do.