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REC Seminar content'

General engine tech -- Drag Racing to Circle Track

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pastry_chef
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Re: REC Seminar content'

Post by pastry_chef » Tue Jun 18, 2019 7:55 am

Does the Torque Master program have inputs for flow values? I thought it was only valve sizes.
Mike R

David Vizard
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Re: REC Seminar content'

Post by David Vizard » Tue Jun 18, 2019 11:32 am

digger wrote:
Tue Jun 18, 2019 2:59 am
Vizards cam program ( full one ) has limits on bore size that preclude more than the typical domestic being used which is unfortunate.
DIGGER,
I am assuming you have Torque Master for small blocks. This has a bore size limit if about 4.2 inches. I am currently working on the BB part of the program and will have this up and running before the REC date.
It will be a free upgrade for all registered Torque Master programs.
DV
David Vizard Small Group Performance Seminars - held about every 2 months. My shop or yours. Contact for seminar deails - davidvizardseminar@gmail.com for details.

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Re: REC Seminar content'

Post by David Vizard » Tue Jun 18, 2019 11:42 am

pastry_chef wrote:
Tue Jun 18, 2019 7:55 am
Does the Torque Master program have inputs for flow values? I thought it was only valve sizes.
TorqueMaster takes care of flow by using a typical discharge coefficient curve starting at 0.71 and finishing at 0.6. The 0.71 CD at low lift caters for a well prepped 3 angle 45 degree valve seat.

I am doing a module that will allow the input of the flow in the 0.0 to 0.300 range when I get to do that particular upgrade. This will take are of the required changes from any valve seat angle from 30 to 55 degrees. For now Torque Master accurately covers way better than 90% of the cases it may be called upon to predict a cam for.

DV
David Vizard Small Group Performance Seminars - held about every 2 months. My shop or yours. Contact for seminar deails - davidvizardseminar@gmail.com for details.

pastry_chef
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Re: REC Seminar content'

Post by pastry_chef » Tue Jun 18, 2019 12:02 pm

David Vizard wrote:
Tue Jun 18, 2019 11:42 am
pastry_chef wrote:
Tue Jun 18, 2019 7:55 am
Does the Torque Master program have inputs for flow values? I thought it was only valve sizes.
TorqueMaster takes care of flow by using a typical discharge coefficient curve starting at 0.71 and finishing at 0.6. The 0.71 CD at low lift caters for a well prepped 3 angle 45 degree valve seat.

I am doing a module that will allow the input of the flow in the 0.0 to 0.300 range when I get to do that particular upgrade. This will take are of the required changes from any valve seat angle from 30 to 55 degrees. For now Torque Master accurately covers way better than 90% of the cases it may be called upon to predict a cam for.

DV
Thank you David.
I was considering Torque Master. An option for manual inputs would be a worthy addition, it would be nice to have it output target cam specs for Pontiac V8. I would not be concerned with the suggested part # aspect, just getting valve timing suggestions would be great!
Mike R

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Re: REC Seminar content'

Post by David Vizard » Wed Jun 19, 2019 10:16 am

pastry_chef wrote:
Tue Jun 18, 2019 12:02 pm
David Vizard wrote:
Tue Jun 18, 2019 11:42 am
pastry_chef wrote:
Tue Jun 18, 2019 7:55 am
Does the Torque Master program have inputs for flow values? I thought it was only valve sizes.
TorqueMaster takes care of flow by using a typical discharge coefficient curve starting at 0.71 and finishing at 0.6. The 0.71 CD at low lift caters for a well prepped 3 angle 45 degree valve seat.

I am doing a module that will allow the input of the flow in the 0.0 to 0.300 range when I get to do that particular upgrade. This will take are of the required changes from any valve seat angle from 30 to 55 degrees. For now Torque Master accurately covers way better than 90% of the cases it may be called upon to predict a cam for.

DV
Thank you David.
I was considering Torque Master. An option for manual inputs would be a worthy addition, it would be nice to have it output target cam specs for Pontiac V8. I would not be concerned with the suggested part # aspect, just getting valve timing suggestions would be great!
Mike,

PM me your contact details - I may be able to help you here.
DV
David Vizard Small Group Performance Seminars - held about every 2 months. My shop or yours. Contact for seminar deails - davidvizardseminar@gmail.com for details.

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Re: REC Seminar content'

Post by David Vizard » Wed Jun 19, 2019 4:04 pm

For those of you who port 4 valve per cylinder style heads I have just come up with a way to get the same results but potentially cut the cost by about $1000-1200 form a PolyQuad modified head.

Is that likely to interest any attendees to the REC seminar???
DV
David Vizard Small Group Performance Seminars - held about every 2 months. My shop or yours. Contact for seminar deails - davidvizardseminar@gmail.com for details.

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Re: REC Seminar content'

Post by David Vizard » Sun Jun 23, 2019 11:16 am

It just occurred to me that in the largely V8 populass of ST that many might not be aware of what I meant by the term 'PolyQuad'
So for the benefit of such here is a quick description.

PolyQuad is a method of having the benefits of variable valve timing without any extra parts on an otherwise conventional 4 valve setup. When used with variable valve timing it adds to the low speed torque output to about the same extent as the VVT did in the first place. As for top end power this usually shows an increase of a percent or two although on the race Mitsubisi that I did the head for back in 2004 produced 110 lbs-ft and 95 hp more than the regular ported head done by a nationally recognized expert.

The 'polyquading' of a 4 V head involves usig 4 different size valves, changing intake to ex elevation, port biasing and chamber reshaping. All this boils down to a decrease in cross flow at low rpm and an increase in mixture motion. This 2 L Mitsubishi engine made 1172 observed RWHP on slicks in the middle of a hot and humid Florida summer day. But how, you may ask, did it do when raced. Well at the final round of the import nationals at Palmdale Ca. it did not beat the opposition - it annihilated the best the rest of the country could throw at it. This proves once again the BS stops when the flag drops!!!
DV
David Vizard Small Group Performance Seminars - held about every 2 months. My shop or yours. Contact for seminar deails - davidvizardseminar@gmail.com for details.

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Re: REC Seminar content'

Post by David Vizard » Tue Jul 02, 2019 8:06 am

If you are a cash constrained hot rodder getting more with less is always a goal to strive for. Although it may seem a luxury at first sight having a small lath capable of machining valves proves to be a valuable asset. I have a Smithy wich I use to do many things. One that proves extremely good value for the investment of the lath is the ability to rework valve forms and also lighten them. Here I am talking about stock valves or reasonably priced mid range valves that are good for street performance. If you know what to do re-shaping and lightening the valves can really pay off. How about 250 rpm more before loss of valve train control and 15 lbs ft more low speed torque (2200 rpm). As rpm climbed the torque increase dropped off progressively. Peak torque went up by about 5 lbs-ft and peak power (at 6750 rpm) increased by 3-5 hp. Granted the top end output increase is hardly worth shouting about but the domino effect comes into play here. If the low speed torque was satisfactory before the valve mods then with the modified valves the motor could stand having a little more cam in it without loss of drivability. that can return as much as 25 hp increase! I hope to have all the details of this including a bunch of graphs by REC date.
DV
David Vizard Small Group Performance Seminars - held about every 2 months. My shop or yours. Contact for seminar deails - davidvizardseminar@gmail.com for details.

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