He sure doesn’t most up to date info seen

That was very interesting

@@hankclingingsmith8707 yep alot of things going on.

It shows first hand in his work. I have a set of BBC heads he did for me

Six or ten ft/lbs over the budget head? Afr's advertised flow numbers would lead me to believe a much bigger difference. I'd guess the difference between all three at the track would be negligible

​@@travispfannmuller7717Id like to see that test, that would tell all

You learn you really don't know anything without testing it.

​@@shaunheath3236understanding the results and knowing the results aren't the same

kzfaq.info/get/bejne/oMqpdddo2c7Ne6c.html

What's the compression on your 434? Can you run pump gas?

@@bradwhite3294 10.5 to 1 Run 94 octane up in Canada

I think you are correct

How do you know where the harmonic is changing? It's not going to be at a set rpm for each of these tests.

@@garlandjones7709 That is the dark arts of all motor tuning. Fluid dynamics has it's base in quantum physics. It's not about slapping in this shiny part, or that shiny part, they all need to be massaged together to get the best result. Naturally aspirated engine is a wind instrument. All one needs to know, what kind of sound makes the most torque. To get that knowledge, takes decades or a lifetime.

@@oikkuoek you tune around those harmonics with the intake manifold and the headers. My point was that you can't simply say they're from 0-4k, 4-8, 8-12. Every time he swapped an intake manifold, he changed it.

Thanks man

The afr is wrong on the sheets. Quench is .041

You could use a thicker gasket. And when you do it'll ruin quench and bring you closer to detonation even lowering the compression ratio. Piston to head clearance is to be optimized before others variables addressed. The best fix is in the piston itsself. Edit: reread your post. I'm betting his quench is set to a spot to where if he tightens it up any he's going to be constantly nervous about his valves making out with his pistons as it sits. Probably not much more than .005-.007 on the table to play with in his gasket thickness. Not nearly enough to make up ,4-6cc of combustion chamber

No

Everything affects everything else. Im not a fan of testsnlike these, but people want to see them.

​@@garlandjones7709 Can you explain why you're nor a fan of testing like this? It seems like it would be very beneficial. I know most porters test test and test to see what works after they design a head or intake is why I ask.

@@jasonstormoen in a generic way, yes. I'm not a fan of testing like this because out of all of these combos only one can be optimum or none of them will be. Not only are they not equal on compression, but to even it from here could help or hurt either combo. You're trading compression vs airflow loss for the 235s or compression vs airflow GAIN for the AFRs or ruining its quench. Assuming the heads had equal chambers, each has different port sizes, shapes, velocities, cross sectional areas, possibly valve sizes(id have to watch again) etc.... they will want to make their most efficient power in a certain range that is different than the other heads. Meaning they will want a different cam, intake, and headers. Even if the differences are small, the differences add up. They have different intake port alignments as well, not only vertical but horizontal. This was mentioned in the video. I'm making another assumption here that the cam is custom ground. I here you on the head porting...but that's not a and b to what's going on here. Pretend for a moment Eric designed the AFR 227. WHETHER Eric specced this cam or his cam guy did, if he started over with the AFR 227s he'd have a different cam whether he penciled it or his cam guy did. This isn't a knock against Eric. I LOVE this channel and his content. I just think it can be slightly misleading. Part of what I said above is most likely what's going on with the intake manifold issue in this test. But there's no good explanation of why it's happening and most people can't interpret and understand the data whether they know the data or not. On the other hand, it's getting very close to "speed secrets" and business advantages to del e into stuff like that at the same time. People, and I don't blame them one bit, don't won't to let too many cats out of the bag. Sooner or later you have no edge

Yes for most. I don’t know know why you would go bigger there are 1.50 diameter springs good to .950 lift.

@@lollipop84858 slowing down at a larger area and then speeding up at the smaller area. All fluids take on the shape of their container.

You can watch the video I did on it.

@@WeingartnerRacing ha ha ha just fucken with ya. I've seen all your videos.

Yes that’s the next video.

@@WeingartnerRacing awesome 😎

If only it were that simple. I cannot begin to tell you how many comments there have been wanting me to show low rpm torque. Even though I have said numerous times this is not a tow motor.

I disagree, what the curve does under where you leave is very important,it hits the converter harder, not my first rodeo my friend, I probably shouldn't have wasted my time but feel obligated to teach people

​@@billlittle4285 Torque converters multiply torque below stall on a scale from 1.5 to x 2 depending on the stator chosen by the builder. The stators that multiply torque on the high side of the scale are less efficient at finish line rpm's. With that being said, the bottom line is this... Between the two versions of engines in this video, the smaller port version will stall a converter higher than the larger port version because it has a higher peak tq number, it don't matter the larger port version makes more torque at 4200. This is why I say it's not only useless tq, it's useless info. The higher tq number at peak tq version will always stall any specific converter higher. This is also why I say discuss the engine output around stall rpm's if you wanna come to a rational idea of which version engine will produce a better et timeslip at the drag strip. If you're racing dyno's on the other hand, carry on with what you're currently doing-discussing. Which is useless at the drag strip.

So...from 25 years of racing super stock cars, small block engine, any time I picked torque at 4500 while maintaining the HP I went faster in the 60, my engine stalled at 6200 and leave at 38 to 4000, peak power was at 7000 and torque at 5300, shift at 77 and crossed at 8500, have you ever heard of transient torque, that's what the car sees.

Transient torque, torque hanging around peak torque. After peak torque, for as long as the transient torque isn't diminishing at a higher rate than the rpm's are increasing, you're making hp. Below peak torque or above peak torque any time you can inflate torque you're gonna go faster on the drag strip, the problem in this case is the bigger port doesn't inflate the transient torque. That's why I say it's meaningless unless you're racing dyno's. The bigger port higher flowing head needs a bigger camshaft to inflate the transient torque around peak torque. That's where the confusion is in cycling heads and intakes on the Big and small block engines with the same camshaft, what's it really tell anyone useful, when it's a specific combo that'll make a cylinder head or intake shine. It's all about the combination of parts and approach that inflates the volumetric efficiency above and below peak torque. It's really not as confusing as it may sound. I tell the young guys I talk to all the time, if you make changes and the torque converter stalls higher, you're gonna go faster on the drag strip. LoL! It's as simple as that.

Then explain why the largest head made the best power and torque on the Vic jr.

​@@WeingartnerRacingCould ya use 2 gaskets for a situation of misalignment Eric?

​@WeingartnerRacing do you think the bigger ports of your head worked better with the Vic Jr due to the airspeed?

Well it can’t get much closer it’s .041

@@WeingartnerRacing yup, thats tight. R ur pistons flat top?

@@WeingartnerRacing Mayb?

@@WeingartnerRacing i appreciate ur sharing Eric, i enjoy n view all ur stuff. U work hard

@@WeingartnerRacing Thanks to people like u, we all learn

Promaxx not procomp.

@@WeingartnerRacing lol ty