@@ramirodiaz4545 Thank you to both of you and appreciate your support and heartfelt comments sirs! These kind of grateful responses is what keeps me doing these things to help better my gearhead friends.
When you talk about the sound of the intake @ 23 minutes, it took me back to the time when I would flip the air cleaner top upside down on the 1975 Chevelle I drove in the late 80s to early 90s when I cracked the block in my 1985 Mustang 5.0
The hole in the exhaust trick sounds like A.I.R. emissions systems designed to ignite the unburned fuel in the exhaust before it reaches the catalytic converter.
Thank you Ben, we've talked a few times, I'm getting ready to drill my header primary pipe at the bottom side at the turn with a 3/16 drill bit. Thank You, You have given me sound advise about my compression, cam timing, and LSA. Keep up the good work. Jerry in Mt. Washington. Ky. Have a great day :)
I remember all the quadra jet carbs with the waaa! Bog. Those guys didn't understand why I would blow them away. I got to know Ralph Johnson. He taught Me alot in a very short time. I am a nobody and he sat me down and laid some great information on me. I really enjoy you Ben, laying on us. You are on my bucket list of people I really want to meet. Just to thank you in person.
@@benalamedaracing2765 I would also like to know your opinion regarding the STI boxer engine sound, is it only the length of the long merged 3 and 4 runner or is there some sound from intake as well! What is it that gives it the so mythic sound! Thanks in advance!
What I LOVE about your videos is how simple the core concepts are explained. I understand fully what is being taught and shown. I love it! Even if I don't plan on applying every bit of tech to maximize a combo, having the knowledge to maximize it, or just get in the ballpark, is worth the tiny amount of time invested in watching the videos. For example, if I install XYZ long tubes and the collector is tested to be an inch short or longer than ideal, I probably won't cut and mod them, but I'll at least know how close to ideal I am, so if I decide to mod in the future I know where I'm currently at. Another great tech video! Thank you!
Rich, thank you for your input and your are correct that it shows you are close to ideal or at the best set up as it is! I had one guy who called me from the East Coast and he used his kids crayon and showed he was about an inch too long by the coloring. He cut it at that length and pick up about .5 mph on a bike that is already going close to 200mph on the 1/4. He repeated the runs and they all shown that much increase and told me with a hack saw and some sweat he gained that much more power without spending money. Lol
In the modern era, people aren't taught to use and trust their senses. Instead, we are taught to trust some unseen experts. This breeds low confidence and poor performance, and not just in the performance engine game. Loved your video. Thanks
Sometimes newer engine builders or race tech. people depend too much on technologies and fail big time by not listening to basic understanding like what I have shown here.
Ben, every video you grace us with, reminds me of a verse in The Bible, "It's the Little Fox's that Spoil the Vine!" For so many, especially in Academia, they try to think in such complex terms that they completely overlook the Basics of what is actually going on! Much appreciation, and Bravo, from an Island in The Philippines...
Stephen, having a degree in Engineering does not mean anyone will be successful in racing but it surely helps for sure! However, racing experience is irreplaceable for anyone who want to succeed in this sport or business. I have done both at a high level thru the years and the results is obvious on videos I try to produce as consistently as possible. Thanks for your support and together we all learn and get a better understanding of what is going on.
Excellent lesson from the white board. It seems like our old school v8s got a cylinder head that directed traffic through a space that was always more like a detour than a highway. The upside is the ways of improving the detour have given rise to the sport. Start with a mess and go fast.....tweaking junk is intriguing.
Yes the detour and bends are not always a net negative due to the fact, when we have a straight shot intake port there will be less mixture motions that does not mix fuel with the air effectively! Therefore the intensity of the flame ignition front is less intense or magnified many times leading to a loss of power and response. This has been a struggle sometimes and now you gave me an idea on a future white board explanation of how things bend or turn is not necessarily bad. Thanks again for your support and comments I will write a note to myself to expound on this in a future video!
Just after the collector is where the crankcase evacuation valve goes. After watching the video is seems it's the worst place to put it because that where the exhaust speed drops off.
They actually merge in there and velocity picks up big time as opposed to positioning on individual pipes where reversion comes into play giving you erratic signal to pull in vacuum.
Regarding the vaccuum thing. At sea level we humans experience 14.7 psi of air pressure. A vaccuum means zero pressure, but you can have increasing negative pressures thats what they mean when they say 3 inches at vaccuum its 3 inches of below zero pressure. Thats what MAP gauges reference atmosphere, positive boost and vaccuum
Therefore you are measuring more of nothing correct? If it is zero it is exactly that and "saying you have more of nothing" ???, 3x or ten thousand more times means nothing. This said a perfect "0" ultimately achieving true 0 is impossible to achieve! There is absolute pressure and gauge pressure so choose wisely. For ex. a flat tire will read zero pressure on the tire gauge but in reality it has 14.7 of atmospheric pressure which is the absolute number inside the confines of the flat tire.
@@benalamedaracing2765 if you keep thinking of measuring more of nothinf then thats archaic thinking. But not wrong, because you can have negative pressure.
@@km6832, ok then check for info if vacuum is possible here on our planet and let me know what you find. Your last statement about negative pressure can be referred to as absence of pressures, in engineering and aerospace which I graduated from, does not exist or is even possible. Just like referring to an engine as a motor is inaccurate but look at the distinct difference between an engine and a motor. It has been used so long that it is an accepted terminology but is actually factually wrong.
Thank you for sharing your experience mr alameda.if your intake makes noticeable sucking noise through throttle body is that a good thing our is there to much turbulence.peace
I have to hear it because with a flow bench for example, the more efficient the intake is the quieter it gets! Too much turbulence creates the crazy sucking sound or more like a gurgling sound most evident when you take off the air filter and listen to the carbs/throttle body at full throttle!
Ben, when you talk about the intake causing fog, it seems to me that fog would be depenant on the humidity of ambient atmospheric conditions, the more humidity in the air, the more you can see the fog! I live in Arizona, here the humidity is drastically different, lower than SoCal. It would be nearly impossible to produce a fog at 3% humidity, but very easy to produce a fog when the humidity is up around 90%. This is just what I feel , I’m trying to wrap my head around what you are expressing!
Good question and what I am referring to is the fog on top of the carb/throttle body when you smash the throttle wide open! That is actually reversion that can upset a carb venturi and screw up its metering and the FI is a non issue. Regardless of the humidity you will see it specially if it is severe like bad exhaust port or hedders.
The fog he's referring to is not moisture in the air, it's some of the fuel air mix flowing backwards. You see it a lot on 2 strokes or itb dyno videos.
I learned the hot pipe method when I was a kid from on old speedway racer..run it round the track as fast as you dare then where the paint stops peeling cut it.
I've always ran smaller tailpipes, thinking they would help velocity as the exhaust gasses cool. Strictly street cars. No idea if it helped or not. Thanks for sharing your knowledge.
When they cool or lose heat they get heavy and lazy flow wise contributing to back pressures. You need to maintain diameter but not smaller or it will costs you.
Ben, sir, I've been in the automotive field 22 years now. I've worked hard to achieve the level of Senior Master Technician with FoMoCo. Some of these tried and true techniques you're sharing I learned when I was green at my first dealership or prior to that in school with my professors at UTI Houston. I've kept these "ancient Chinese secrets" close to the heart. I was instructed to by my mentors. I had always intended to ask them, "Why" some day, but alas they have passed without my knowledge. My request or rather question is, in your opinion; why have tips, tricks, game changing modifications, etc been such a "hush hush” sort of knowledge over the years? Was competition that fierce and necessary? I'm only asking for an opinion of those times. Thank you sir.
Arturo, racing tricks and secrets have been around as long as racing itself! Many engine builders who have won many times have their own formulation for bore and stroke, runner length and cam specifications etc. etc.! I would run out of pages here to describe if possible all of them. It continues on and some of those I show on these videos but the very sensitive I still leave out because it is just part of the competition edge we try to maintain.
I heard a saying that goes along the lines of "Use CFD to get the bassis of the design, then use real world measurements to finalize" somewhere on the YT platform. Maybe it came from Julian Edgar? Or somebody else?
Thank you a lot for sharing your knowledge. If i may, i think there are disclaimers to be made about the exhaust manifold holes, but i'd love to be wrong. It seems like the technique would work on a carbureted engine (and that is if engine is running rich but it's a carburetor so i guess it'll eventually happen) but on a fuel injected engine, the holes will bring a lot of fresh oxygen to the lambda sensors and the engine will run as rich as the ecu is allowed to run it. In fact the secondary air injection emissions system which is mentioned in the comments and does a very similar thing, only lets fresh air in knowing the engine is intentionally running rich just to torch the cat and after the desired temperature is reached, the ecu shuts it off and we'll have the fully closed exhaust. I'd love to know your opinion.
I made a statement in one of this videos wherein I would put clamps over the holes on FI engines so as not to confuse the exhaust sensors and it was always a concern. When tuned then that is the time i opened them up as long as the computer does not retune the engine when it see's this change in exhaust temperatures. Glad you are asking this question.
Most common sense editorial I've ever watched! Been telling guys for 20 years you're running to big a carb! The math doesn't add up! A vacuum secondary carb with the right jetting and springs along with the bosters will win most street races! You can't use what you can't hook up!😂😂😂
@benalamedaracing2765 well, I think that with vacuum secondary carb, on the street, it's pretty flexible! Ran 3310s on 306 Ford successfully for years! Just play with the springs! But, a 600 for strictly street use has better throttle response with real street converters! Daily drivers! But with a stick shift? Every street race I lost was in the first 50 feet! Three light poles ain't alot of real-estate if you back peddle twice!
Hello mr ben thank you for sharing your knowledge,i have a question. do you have suggestions for optimizing stock airbox for better performance daily use car?
Depends on the car and some came with a trumpet which is restrictive to flow and is there for sound/noise compliance. Check to make sure remove it and at least run a K&N filter.
Awesome information for an amateur engine builder like myself! Very simple and effective checks to verify if what I'm actually doing works without expensive tooling / machinery. I wanted to know, which do you tune first, the exhaust or the intake? I'm assuming changing one would have some effect on the other.
Tuning the intake is important specially if it is NA and the exhaust because it is under pressure will be easier and less sensitive in making mistakes.
Thank you Ben. There are quite a few who know the truth, but most lie to you to keep the upper edge. This man, and David Visard tell the truth because, one, they hope to pass on their knowledge and because they are not deeply vested in the race scene like they once were. No disrespect. CFD has it's place, however there is nothing like real experience.
Hi Ben and thank you for sharing your knowledge. What happen I slept overnight after watching your video and I was thinking to ask you a question about port recovery: Does less duration help higher rpm port recovery, because the valve is longer time closed? Thank you and happy easter, -juhana
On my 1.3 Samurai engine. What size exhaust hole would you suggest? Like a # drill bit or bigger? The headers are wrapped & probably oversized with 2” exhaust coupled to a turbo style muffler, seems to flow well, but will that restriction counter the hole idea and just blow gas out instead of sucking it in? Would love to see videos on water- vapor injection. Piston and chamber coatings. Exhaust wraps and coatings all dealing with heat.
Use the smallest drill bit you have and start with that. A lot of trial and error until you get it right and every engine is different and I have not much experience with a 1.3 so you have to do some testing. It is important never forget to drill at the bend immediately after the hedder flange so it would pull in the fresh air and that is the first order of doing it correctly. I will do some videos on exhaust coatings and wraps soon.
@@benalamedaracing2765 is this extra air in the headers primary pipes going to false read the wideband afr readings to the sensor? Or is the flame in the headers only so much hotter and better burning that the sensor wont see any "extra" air and i dont have to worry about it?
Yes sir! Joe Mondello tried hard to get me to move to Santa Maria and worked @ his Tech. Racing School years ago. Got on the same plane and talked my ear off going from Indy to California. He was one of the greats of our industry!
@benalamedaracing2765 yes he was I learn a lot from him flow bench & oldsmobile heads I still port flow test do many harley head & some sbc & bbc heads , keep up the good work Ben
I feel the closer you have the turbo's installed nearest the exit of the ports the better it will perform! Doing the heat technique will not work because if you are trying to determine ideal length with the changes in coloring it will only hurt a turbo spool up time. It needs closest to where the velocity is highest- Closest to the exhaust flange to exert as much heat energy as possible to help spool the turbos.
You need an into that plays at the beginning of every video if you want the views. If you can’t or won’t mention the name or location of a story it’s fake or not one you should share. Good luck with the channel, I’m watching
Differences pressure differences particles, You sound like one of my old professors that took the real approach also. Did you make it to the Ford nationals and Pennsylvania last weekend?
When they just looked at you with that look. Hopefully they understood that you are a thinking Man. And they realized that they haven't been doing any real self thinking.
Hi Ben. Enjoyed seeing you on UA-cam. Me and my buddy Nick used to chat with you at Irwindale. I appreciate you. Hey I have been watching David Vizard Power tech 10 and he seems very saavy. You watched any of his stuff? Analysis?
Tom, Thanks for supporting my channel and Vizard is good at what he does and the difference with both of us is I am very active and still racing like a madman! lol A lot of my videos reflects this very much and I think you feel the same way.
Drill about a 3/16 right below the bend of the after the hedder flange. You want this lower pressure area to inhale some fresh air to re ignite the leftover unburned mixture in the pipe and should it relight then it is all good!
I feel that doing so in the exhaust track will definitely help in evacuating the exhaust gases and preserving the incoming AF mixtures which usually gets contaminated and will burn inefficiently making less power and torque.
Very cool video Ben.👍 I have an interesting question for you regarding exhaust sound.With my fresh 505ci Big Block Mopar build ,I have a very distinctive "chirp" sound out the back of my exhaust at idle. I have searched many many forums and no one seems to have a definitive answer as to what causes this phenomenon? Some say it's a very efficient exhaust port??,, others say it's fuel related??,, some say its header design?..most replies are something like .. " every engine I've ever heard that "chirped" at idle ran like a bat outta hell".. lol. This new combo is very responsive and I'm very happy so far, but I was wondering if you have any fist hand experience with this phenomenon or,, perhaps you could offer some insight as to what may cause this "header chip" ?.. thanks for any input. My combo : 440 block - zero deck .030 over bore 4.35" Eagle 4.25" crank Eagle 7.1" rod Mahle Flat top pistons 1.5/1.5/3mm ring pack 8cc valve reliefs Felpro .039 head gasket 11-1 static CR Promaxx heads (Edelbrock RPM Copy)- basic port work by me 86.5 cc chamber- after chamber work Push Rod Pinch opend from 2.1 Sq in. To 2.43 Sq in. [I know still way too small] Worked the exhaust port opening into a slight D shaped outlet. Custom Bullet "Street Solid Roller" 254/261@ .050. .585/.585 lift split 109 lsa Comp cams 1.5 ratio shaft roller rockers 3/8" trickflow pushrods Tall Trickflow single plane/ 1" Wilson tapered combo spacer 950 CFM E85 Double Pumper -Down leg boosters (upgrading to annulars very soon) 1 7/8" ceramic long tube primaries into 3" collectors 3" exhaust into 18" long Dynomax "race bullets"( LOUD ).. LOL. Hopefully this info will shed some light on to what might be causing this "chirp" in your opinion. Thanks - Dave Giannini
If we are talking about the same thing it has something to do with a very tight quench creating a hissing sound coming out of the exhaust! Usually when I hear this sounds the engine runs very very good! Maybe you call it chirping but I call it hissing so maybe we are talking of the same thing.
Thanks for supporting my channel! I always confirm like watching the plug reading and the color of the collector and that tells me a lot and not just depend on the computer.
I call them over under educated's. But don't get me started on that. Doesn't matter how good the computer programs are, while they can be of use, Nothing beats years of hands on Experience, acquired learned knowledge, and actual live Engine Test and Tune. Somewhere I have a mathematic Not computer generated formula that uses the speed of sound to calculate runner length and exhaust lengths. Computers, dyno's, flow benchs, measuring devices are only a tool, and they are only as good as the user. As Ben Pointed out, little tricks here and there can make a huge difference to the way an Engine runs. Even when you think know it all, believe me You don't. You Never Stop learning when it comes to Engines.
Thanks for the gracious reply. You're a real gentleman! BTW, any experience with methanol injection? I'm helping a couple different sprint car guys, and so far, Kinsler seems to have written the book on that.
Also, I have raced a corvair engine in oval, drag and pikes peak. Did 11.98 @112 at terminal island with that car back in the 90s while you were running there. Your car was so unreal we were stunned then. Now I got corvair in a fiberglass buggy for drags and street legal (barely) lol! I want to convert to e85
Sir Ben, you are giving a whole lot of free knowledge for THE PEOPLE, you are way too kind…..
I've been binge watching his videos and subscribed. Thank you for introducing me to this great man. I'm absorbing his knowledge like a sponge.
@@ramirodiaz4545 Thank you to both of you and appreciate your support and heartfelt comments sirs! These kind of grateful responses is what keeps me doing these things to help better my gearhead friends.
When you talk about the sound of the intake @ 23 minutes, it took me back to the time when I would flip the air cleaner top upside down on the 1975 Chevelle I drove in the late 80s to early 90s when I cracked the block in my 1985 Mustang 5.0
Those were the good old days Vincent!
The hole in the exhaust trick sounds like A.I.R. emissions systems designed to ignite the unburned fuel in the exhaust before it reaches the catalytic converter.
Thanks again Evan!
I love the sound effects 🤣
Thank you Ben, we've talked a few times, I'm getting ready to drill my header primary pipe at the bottom side at the turn with a 3/16 drill bit. Thank You, You have given me sound advise about my compression, cam timing, and LSA. Keep up the good work. Jerry in Mt. Washington. Ky. Have a great day :)
Thanks Jerry and keep me posted!
Great info, thanks. !
Thanks Peggy!
I remember all the quadra jet carbs with the waaa! Bog.
Those guys didn't understand why I would blow them away.
I got to know Ralph Johnson.
He taught Me alot in a very short time. I am a nobody and he sat me down and laid some great information on me.
I really enjoy you Ben, laying on us. You are on my bucket list of people I really want to meet. Just to thank you in person.
Thanks and Ralph if I am not mistaken worked with Smokey Yunick on the Dominator carbs before it was eventually mass produced!
I have just understood the whole principle of exhaust and flow dynamics, thank you sir!
I will be stepping up the tech. videos to make more complex understanding of what is really going on.
@@benalamedaracing2765 I would also like to know your opinion regarding the STI boxer engine sound, is it only the length of the long merged 3 and 4 runner or is there some sound from intake as well! What is it that gives it the so mythic sound! Thanks in advance!
Thanks again Ben!
Thanks Don!
What I LOVE about your videos is how simple the core concepts are explained. I understand fully what is being taught and shown. I love it!
Even if I don't plan on applying every bit of tech to maximize a combo, having the knowledge to maximize it, or just get in the ballpark, is worth the tiny amount of time invested in watching the videos. For example, if I install XYZ long tubes and the collector is tested to be an inch short or longer than ideal, I probably won't cut and mod them, but I'll at least know how close to ideal I am, so if I decide to mod in the future I know where I'm currently at.
Another great tech video! Thank you!
Rich, thank you for your input and your are correct that it shows you are close to ideal or at the best set up as it is! I had one guy who called me from the East Coast and he used his kids crayon and showed he was about an inch too long by the coloring. He cut it at that length and pick up about .5 mph on a bike that is already going close to 200mph on the 1/4. He repeated the runs and they all shown that much increase and told me with a hack saw and some sweat he gained that much more power without spending money. Lol
@@benalamedaracing2765 Crayon and sweat? Guess he was willing to do just about anything to wax that azz.
Thank you very much mr.ben
Thanks as well Raz!
In the modern era, people aren't taught to use and trust their senses. Instead, we are taught to trust some unseen experts. This breeds low confidence and poor performance, and not just in the performance engine game. Loved your video. Thanks
Sometimes newer engine builders or race tech. people depend too much on technologies and fail big time by not listening to basic understanding like what I have shown here.
Ben, every video you grace us with, reminds me of a verse in The Bible, "It's the Little Fox's that Spoil the Vine!"
For so many, especially in Academia, they try to think in such complex terms that they completely overlook the Basics of what is actually going on!
Much appreciation, and Bravo, from an Island in The Philippines...
Stephen, having a degree in Engineering does not mean anyone will be successful in racing but it surely helps for sure! However, racing experience is irreplaceable for anyone who want to succeed in this sport or business. I have done both at a high level thru the years and the results is obvious on videos I try to produce as consistently as possible. Thanks for your support and together we all learn and get a better understanding of what is going on.
Smokey holes and Computer Free Designs- excellent real world experiences
Thanks for your support!
I have enjoyed every video !!! It would be fun to see the computer geeks get showed up 😂
Sometimes high does not mean good tech!
Excellent lesson from the white board. It seems like our old school v8s got a cylinder head that directed traffic through a space that was always more like a detour than a highway. The upside is the ways of improving the detour have given rise to the sport. Start with a mess and go fast.....tweaking junk is intriguing.
Yes the detour and bends are not always a net negative due to the fact, when we have a straight shot intake port there will be less mixture motions that does not mix fuel with the air effectively! Therefore the intensity of the flame ignition front is less intense or magnified many times leading to a loss of power and response.
This has been a struggle sometimes and now you gave me an idea on a future white board explanation of how things bend or turn is not necessarily bad. Thanks again for your support and comments I will write a note to myself to expound on this in a future video!
Very informative, thank you
Thanks Terry!
Just after the collector is where the crankcase evacuation valve goes. After watching the video is seems it's the worst place to put it because that where the exhaust speed drops off.
They actually merge in there and velocity picks up big time as opposed to positioning on individual pipes where reversion comes into play giving you erratic signal to pull in vacuum.
Regarding the vaccuum thing. At sea level we humans experience 14.7 psi of air pressure.
A vaccuum means zero pressure, but you can have increasing negative pressures thats what they mean when they say 3 inches at vaccuum its 3 inches of below zero pressure. Thats what MAP gauges reference atmosphere, positive boost and vaccuum
Therefore you are measuring more of nothing correct? If it is zero it is exactly that and "saying you have more of nothing" ???, 3x or ten thousand more times means nothing. This said a perfect "0" ultimately achieving true 0 is impossible to achieve!
There is absolute pressure and gauge pressure so choose wisely. For ex. a flat tire will read zero pressure on the tire gauge but in reality it has 14.7 of atmospheric pressure which is the absolute number inside the confines of the flat tire.
@@benalamedaracing2765 if you keep thinking of measuring more of nothinf then thats archaic thinking. But not wrong, because you can have negative pressure.
@@km6832, ok then check for info if vacuum is possible here on our planet and let me know what you find. Your last statement about negative pressure can be referred to as absence of pressures, in engineering and aerospace which I graduated from, does not exist or is even possible. Just like referring to an engine as a motor is inaccurate but look at the distinct difference between an engine and a motor. It has been used so long that it is an accepted terminology but is actually factually wrong.
Great Info Ben 👍 You are Full of Knowledge …. Thanks again
Just found this even though it was posted a year ago. Very informative, thanks for sharing.
Should be ok as long as you keep it below the freeze plug or half way on it and it should help stiffen the bottom end.
Thank you for sharing your experience mr alameda.if your intake makes noticeable sucking noise through throttle body is that a good thing our is there to much turbulence.peace
I have to hear it because with a flow bench for example, the more efficient the intake is the quieter it gets! Too much turbulence creates the crazy sucking sound or more like a gurgling sound most evident when you take off the air filter and listen to the carbs/throttle body at full throttle!
thanks for video!
Thanks for supporting my channel!
Ben, when you talk about the intake causing fog, it seems to me that fog would be depenant on the humidity of ambient atmospheric conditions, the more humidity in the air, the more you can see the fog! I live in Arizona, here the humidity is drastically different, lower than SoCal. It would be nearly impossible to produce a fog at 3% humidity, but very easy to produce a fog when the humidity is up around 90%. This is just what I feel , I’m trying to wrap my head around what you are expressing!
Good question and what I am referring to is the fog on top of the carb/throttle body when you smash the throttle wide open! That is actually reversion that can upset a carb venturi and screw up its metering and the FI is a non issue. Regardless of the humidity you will see it specially if it is severe like bad exhaust port or hedders.
The fog he's referring to is not moisture in the air, it's some of the fuel air mix flowing backwards. You see it a lot on 2 strokes or itb dyno videos.
Thanks Ben.
Thanks for supporting my channel!
I learned the hot pipe method when I was a kid from on old speedway racer..run it round the track as fast as you dare then where the paint stops peeling cut it.
You seems to hang out and race with smart guys at the track! More power to all of you.
I've always ran smaller tailpipes, thinking they would help velocity as the exhaust gasses cool. Strictly street cars. No idea if it helped or not. Thanks for sharing your knowledge.
When they cool or lose heat they get heavy and lazy flow wise contributing to back pressures. You need to maintain diameter but not smaller or it will costs you.
Ben, sir, I've been in the automotive field 22 years now. I've worked hard to achieve the level of Senior Master Technician with FoMoCo. Some of these tried and true techniques you're sharing I learned when I was green at my first dealership or prior to that in school with my professors at UTI Houston. I've kept these "ancient Chinese secrets" close to the heart. I was instructed to by my mentors. I had always intended to ask them, "Why" some day, but alas they have passed without my knowledge.
My request or rather question is, in your opinion; why have tips, tricks, game changing modifications, etc been such a "hush hush” sort of knowledge over the years? Was competition that fierce and necessary?
I'm only asking for an opinion of those times.
Thank you sir.
Arturo, racing tricks and secrets have been around as long as racing itself! Many engine builders who have won many times have their own formulation for bore and stroke, runner length and cam specifications etc. etc.! I would run out of pages here to describe if possible all of them. It continues on and some of those I show on these videos but the very sensitive I still leave out because it is just part of the competition edge we try to maintain.
The paint trick is pretty cool
great video. Another good data grab is a EGT sensor.
Any information you are given is good so you can do a proper assesstment or adjustments.
Good common knowledge
Thanks Dertick!
Used to use wax hot side scavenge point
That will work!
I heard a saying that goes along the lines of "Use CFD to get the bassis of the design, then use real world measurements to finalize" somewhere on the YT platform.
Maybe it came from Julian Edgar? Or somebody else?
Perhaps and CFD is the start and must dyno and then track evaluate to make sure it works as intended.
Miss those days tatay ben. We hope to see you again soon. Thank you so much.
Thanks or Salamat! Take care and for your support of my channel.
Please share my channel to our Kabayans over there as I desire to expand my base and help our racing efforts there. Thanks again Daniel.
Your Cool!!!
Thanks for supporting my channel and subscribe!
Thank you a lot for sharing your knowledge.
If i may, i think there are disclaimers to be made about the exhaust manifold holes, but i'd love to be wrong. It seems like the technique would work on a carbureted engine (and that is if engine is running rich but it's a carburetor so i guess it'll eventually happen) but on a fuel injected engine, the holes will bring a lot of fresh oxygen to the lambda sensors and the engine will run as rich as the ecu is allowed to run it. In fact the secondary air injection emissions system which is mentioned in the comments and does a very similar thing, only lets fresh air in knowing the engine is intentionally running rich just to torch the cat and after the desired temperature is reached, the ecu shuts it off and we'll have the fully closed exhaust.
I'd love to know your opinion.
I made a statement in one of this videos wherein I would put clamps over the holes on FI engines so as not to confuse the exhaust sensors and it was always a concern. When tuned then that is the time i opened them up as long as the computer does not retune the engine when it see's this change in exhaust temperatures. Glad you are asking this question.
Most common sense editorial I've ever watched! Been telling guys for 20 years you're running to big a carb! The math doesn't add up! A vacuum secondary carb with the right jetting and springs along with the bosters will win most street races! You can't use what you can't hook up!😂😂😂
Many overcarb their engines and turn it too slow!
@benalamedaracing2765 well, I think that with vacuum secondary carb, on the street, it's pretty flexible! Ran 3310s on 306 Ford successfully for years! Just play with the springs! But, a 600 for strictly street use has better throttle response with real street converters! Daily drivers! But with a stick shift? Every street race I lost was in the first 50 feet! Three light poles ain't alot of real-estate if you back peddle twice!
Hello mr ben thank you for sharing your knowledge,i have a question. do you have suggestions for optimizing stock airbox for better performance daily use car?
Depends on the car and some came with a trumpet which is restrictive to flow and is there for sound/noise compliance. Check to make sure remove it and at least run a K&N filter.
Awesome information for an amateur engine builder like myself! Very simple and effective checks to verify if what I'm actually doing works without expensive tooling / machinery.
I wanted to know, which do you tune first, the exhaust or the intake? I'm assuming changing one would have some effect on the other.
Tuning the intake is important specially if it is NA and the exhaust because it is under pressure will be easier and less sensitive in making mistakes.
Human "sound board" is on point! Another excellent video...but I may have to watch the second half again; lots to take into this old noodle.
Thank you sir!
Thank you Ben. There are quite a few who know the truth, but most lie to you to keep the upper edge. This man, and David Visard tell the truth because, one, they hope to pass on their knowledge and because they are not deeply vested in the race scene like they once were. No disrespect. CFD has it's place, however there is nothing like real experience.
Thanks and real world racetrack experience is the best teacher!
Hi Ben and thank you for sharing your knowledge. What happen I slept overnight after watching your video and I was thinking to ask you a question about port recovery: Does less duration help higher rpm port recovery, because the valve is longer time closed? Thank you and happy easter,
-juhana
On my 1.3 Samurai engine. What size exhaust hole would you suggest? Like a # drill bit or bigger? The headers are wrapped & probably oversized with 2” exhaust coupled to a turbo style muffler, seems to flow well, but will that restriction counter the hole idea and just blow gas out instead of sucking it in?
Would love to see videos on water- vapor injection. Piston and chamber coatings. Exhaust wraps and coatings all dealing with heat.
Use the smallest drill bit you have and start with that. A lot of trial and error until you get it right and every engine is different and I have not much experience with a 1.3 so you have to do some testing. It is important never forget to drill at the bend immediately after the hedder flange so it would pull in the fresh air and that is the first order of doing it correctly. I will do some videos on exhaust coatings and wraps soon.
@@benalamedaracing2765 is this extra air in the headers primary pipes going to false read the wideband afr readings to the sensor? Or is the flame in the headers only so much hotter and better burning that the sensor wont see any "extra" air and i dont have to worry about it?
That a old joe Mondello trick learned for him 32 years ago it works
Yes sir! Joe Mondello tried hard to get me to move to Santa Maria and worked @ his Tech. Racing School years ago. Got on the same plane and talked my ear off going from Indy to California. He was one of the greats of our industry!
@benalamedaracing2765 yes he was I learn a lot from him flow bench & oldsmobile heads I still port flow test do many harley head & some sbc & bbc heads , keep up the good work Ben
Great video and information. Do the same rules apply to a turbo charged engine?
I feel the closer you have the turbo's installed nearest the exit of the ports the better it will perform! Doing the heat technique will not work because if you are trying to determine ideal length with the changes in coloring it will only hurt a turbo spool up time. It needs closest to where the velocity is highest- Closest to the exhaust flange to exert as much heat energy as possible to help spool the turbos.
You need an into that plays at the beginning of every video if you want the views. If you can’t or won’t mention the name or location of a story it’s fake or not one you should share. Good luck with the channel, I’m watching
Yes I have been posting my cars on the intro and thanks for your comments.
Differences pressure differences particles, You sound like one of my old professors that took the real approach also. Did you make it to the Ford nationals and Pennsylvania last weekend?
One day I will make it there on the East Coast to race!
When they just looked at you with that look. Hopefully they understood that you are a thinking Man. And they realized that they haven't been doing any real self thinking.
Thanks Steve!
Thank s for sharing,
Thanks as well.
Does this apply to DOHC 4v engines
Yes it applies to all ICE 4 strokes!
Can u make a video in práctice? I hace a 1 single cylinder bike for drag racing. And want to see
More of nothing still uses factors like velocity and friction?
Btw, if you taught this stuff I'd enroll to those classes. Tuition paid up front in stacks of "hundos"!
Absolutely where do I sign up!!!
Thanks for supporting my channel!
Hi Ben. Enjoyed seeing you on UA-cam. Me and my buddy Nick used to chat with you at Irwindale. I appreciate you. Hey I have been watching David Vizard Power tech 10 and he seems very saavy. You watched any of his stuff? Analysis?
Tom, Thanks for supporting my channel and Vizard is good at what he does and the difference with both of us is I am very active and still racing like a madman! lol A lot of my videos reflects this very much and I think you feel the same way.
Ben when ya talk about drilling a hole in exhaust how big?thank you peace
Drill about a 3/16 right below the bend of the after the hedder flange. You want this lower pressure area to inhale some fresh air to re ignite the leftover unburned mixture in the pipe and should it relight then it is all good!
Any thoughts on anti-reversion chambers?
I feel that doing so in the exhaust track will definitely help in evacuating the exhaust gases and preserving the incoming AF mixtures which usually gets contaminated and will burn inefficiently making less power and torque.
@@benalamedaracing2765 Thanks, Ben!
Very cool video Ben.👍 I have an interesting question for you regarding exhaust sound.With my fresh 505ci Big Block Mopar build ,I have a very distinctive "chirp" sound out the back of my exhaust at idle. I have searched many many forums and no one seems to have a definitive answer as to what causes this phenomenon? Some say it's a very efficient exhaust port??,, others say it's fuel related??,, some say its header design?..most replies are something like .. " every engine I've ever heard that "chirped" at idle ran like a bat outta hell".. lol. This new combo is very responsive and I'm very happy so far, but I was wondering if you have any fist hand experience with this phenomenon or,, perhaps you could offer some insight as to what may cause this "header chip" ?.. thanks for any input.
My combo :
440 block - zero deck .030 over bore 4.35"
Eagle 4.25" crank
Eagle 7.1" rod
Mahle Flat top pistons
1.5/1.5/3mm ring pack
8cc valve reliefs
Felpro .039 head gasket
11-1 static CR
Promaxx heads (Edelbrock RPM Copy)- basic port work by me
86.5 cc chamber- after chamber work
Push Rod Pinch opend from 2.1 Sq in. To 2.43 Sq in. [I know still way too small]
Worked the exhaust port opening into a slight D shaped outlet.
Custom Bullet "Street Solid Roller"
254/261@ .050. .585/.585 lift split 109 lsa
Comp cams 1.5 ratio shaft roller rockers
3/8" trickflow pushrods
Tall Trickflow single plane/ 1" Wilson tapered combo spacer
950 CFM E85 Double Pumper -Down leg boosters (upgrading to annulars very soon)
1 7/8" ceramic long tube primaries into 3" collectors
3" exhaust into 18" long Dynomax "race bullets"( LOUD ).. LOL.
Hopefully this info will shed some light on to what might be causing this "chirp" in your opinion.
Thanks - Dave Giannini
If we are talking about the same thing it has something to do with a very tight quench creating a hissing sound coming out of the exhaust! Usually when I hear this sounds the engine runs very very good! Maybe you call it chirping but I call it hissing so maybe we are talking of the same thing.
What happened? Did they make changes and experiment or just trust the computers program?
Thanks for supporting my channel! I always confirm like watching the plug reading and the color of the collector and that tells me a lot and not just depend on the computer.
I call them over under educated's. But don't get me started on that. Doesn't matter how good the computer programs are, while they can be of use, Nothing beats years of hands on Experience, acquired learned knowledge, and actual live Engine Test and Tune. Somewhere I have a mathematic Not computer generated formula that uses the speed of sound to calculate runner length and exhaust lengths. Computers, dyno's, flow benchs, measuring devices are only a tool, and they are only as good as the user. As Ben Pointed out, little tricks here and there can make a huge difference to the way an Engine runs. Even when you think know it all, believe me You don't. You Never Stop learning when it comes to Engines.
You got it right sir and will be a good builder knowing experience and wisdom goes a long way!
Oh Btw, I have a poster in my living room of Irwin's 66 mustang doing a wheelie at Irwindale.
Thanks for supporting my channel! Erwin is a brother to me for many years and consider him family.
Thanks for the gracious reply. You're a real gentleman! BTW, any experience with methanol injection? I'm helping a couple different sprint car guys, and so far, Kinsler seems to have written the book on that.
Also, I have raced a corvair engine in oval, drag and pikes peak. Did 11.98 @112 at terminal island with that car back in the 90s while you were running there. Your car was so unreal we were stunned then.
Now I got corvair in a fiberglass buggy for drags and street legal (barely) lol! I want to convert to e85
or you could just use a pistol grip thermometer instead of spray painting your pipes
Kind of hard trying to hang on while you are at full throttle and pointing that thing all over the pipe! Impossible to do that is for sure.
@@benalamedaracing2765 id think it would be harder to spray paint the exhaust while at full throttle than holding a thermometer...lol
@@quitethecontrary1846 first you spray paint the primary pipes and let it dry! Get it???
Who would spray paint anything while at speed. smh.
@@benalamedaracing2765 it was suppose to be a joke...but i guess it wasnt funny
THE COMPUTER PROGRAM IS ONLY AS GOOD AS THE PERSON WHO DESIGNED IT.
You are right 110%!