Info: Stuff and things...

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JoshH

JoshH

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juddski88 said:
Diesel Technology Source
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I've seen you post in several different threads about their stuff and that you switched to them from SoCal. What kind of results did you get after switching, and what exactly did you change?
 
Gmclbz

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juddski88 said:
I had cooler EGT, faster throttle response, more power above 4000 rpms, less manifold pressure, and that's just what I know from not tearing the motor down again since rebuilding. The SoCal Stage 2 heads are flawed for a big single application (just speaking for my own truck since I didn't test them on any other setup myself) because Guy ports the intake side too much and uses bigger valves. He leaves the exhaust side almost stock, basically just radiusing the transfer area of the port. The result was a flow increase over stock of only 60 CFM, burned intake valve seats, and extremely high cylinder temps at full boost. What David did to compensate for what was already flawed was take the exhaust ports out as far as was safe by hand porting them as far into the ports as PAST the valve stem. The accuracy in which he did this is amazing. I won't speak for him in his reasoning for doing what he did, other than I asked him to do what he could with what he had to work with. I am confident my results could be even better with a virgin set of heads and his work...with a big single. I am building very large twins as soon a financially possible. I think what we went with for flow capabilities and characteristics will work better with the twins. I should mention his cam compliments my setup too, adding to the flow capabilities of the engine itself. I have a .040" over bore. Keep that in mind also. Guy usually recommends the larger valves with the overbore motors....just like he recommends billet mains and girdles for a fun street truck build....nonsense...not needed....not optimal...except to line his pockets..I could go on for days explaining each detail I have learned about his theory just from looking at how this motor was setup....I could go on for hours explaining why I would never use Tony Burkhard's machine shop ever, ever again. Hopefully he uses a different one now than the one that machined this block or that tried to pin an oil pump...

I changed:
Different porting theory for heads
Cam (longer duration, more lift, different LSA, degreed differently than the Cheesy Socal Extreme Cam)
Valve springs (more seat pressure and different design to accomodate higher lift and more boost for twins)

for the first day of getting the motor on the street in September, tuning stayed the same, it was written in Denver, by Ben, for high altitude, and sucked for this elevation before the broken crank....was much more responsive and had all of the enhanced qualities as stated above with no changes.
Click to expand...

Interesting...
 
Tony Burkhard

Tony Burkhard

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juddski88 said:
I had cooler EGT, faster throttle response, more power above 4000 rpms, less manifold pressure, and that's just what I know from not tearing the motor down again since rebuilding. The SoCal Stage 2 heads are flawed for a big single application (just speaking for my own truck since I didn't test them on any other setup myself) because Guy ports the intake side too much and uses bigger valves. He leaves the exhaust side almost stock, basically just radiusing the transfer area of the port. The result was a flow increase over stock of only 60 CFM, burned intake valve seats, and extremely high cylinder temps at full boost. What David did to compensate for what was already flawed was take the exhaust ports out as far as was safe by hand porting them as far into the ports as PAST the valve stem. The accuracy in which he did this is amazing. I won't speak for him in his reasoning for doing what he did, other than I asked him to do what he could with what he had to work with. I am confident my results could be even better with a virgin set of heads and his work...with a big single. I am building very large twins as soon a financially possible. I think what we went with for flow capabilities and characteristics will work better with the twins. I should mention his cam compliments my setup too, adding to the flow capabilities of the engine itself. I have a .040" over bore. Keep that in mind also. Guy usually recommends the larger valves with the overbore motors....just like he recommends billet mains and girdles for a fun street truck build....nonsense...not needed....not optimal...except to line his pockets..I could go on for days explaining each detail I have learned about his theory just from looking at how this motor was setup....I could go on for hours explaining why I would never use Tony Burkhard's machine shop ever, ever again. Hopefully he uses a different one now than the one that machined this block or that tried to pin an oil pump...

I changed:
Different porting theory for heads
Cam (longer duration, more lift, different LSA, degreed differently than the Cheesy Socal Extreme Cam)
Valve springs (more seat pressure and different design to accomodate higher lift and more boost for twins)

for the first day of getting the motor on the street in September, tuning stayed the same, it was written in Denver, by Ben, for high altitude, and sucked for this elevation before the broken crank....was much more responsive and had all of the enhanced qualities as stated above with no changes.
Click to expand...
That motor was first done about five years ago. Alot has changed since than.
 
Trippin

Trippin

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Aug 10, 2006
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lb7dirtymax01 said:
That's what I did when we pulled your heads off.
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And you have some sort of experience as a cylinder head engineer?
Or did your buddy's friend's cousin who knows someone that ports heads in his basement tell you what a cylinder head is supposed to look like.
 
Evan@InglewoodTrans

Evan@InglewoodTrans

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Trippin said:
And you have some sort of experience as a cylinder head engineer?
Or did your buddy's friend's cousin who knows someone that ports heads in his basement tell you what a cylinder head is supposed to look like.
Click to expand...

Honestly I just felt like getting you going because of your post ;)
 
juddski88

juddski88

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Guy, you provided NOTHING productive by that post except tooting your own horn. I'm not one to make many enemies, i tell the truth, and the whole truth. If you have any explanation as to why we saw those results, please, contribute something intelligent. But to play the pity card because you have kids who play sports....please buddy, save it....I'm sure your standard heads are fine for some applications, just not mine. Don't take it too personally;)
 
S

S Phinney

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Aug 15, 2008
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With the head porting there is a very fine line between enough and too much. Like Guy said too much and they don't hold water. That's a very bad thing. I do have David's heads and like the performance but have had issues with them too.
 
juddski88

juddski88

Freedom Diesel
Jul 1, 2008
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Chesterfield, Mass.
You have had issues with everything except your block Shane....you defend your machining and assembly like they are hallowed....but all your issues are other peoples problems...i wish i could turn off the bluntness tonight but i cant...i don't have any problems with you personally, but it gets old hearing all the complaints
 
hondarider552

hondarider552

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Where did David learn how to hand port cylinder heads? Since were on the topic of heads... Who actually welds in "his" LB7 cups?
 
hondarider552

hondarider552

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juddski88 said:
Call him and ask him Brian. But they picked up a half second on maxed out when Rob put them on:thumb:
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Dont care about what results they make, just asked a question since I know David dosnt do some of the stuff he says, like the cylinder cups.. Whos shop down in Georgia does them? Same one that built Dean's engine? Or maybe im getting my info wrong..

ChevyDieselLLY said:
Hard to believe it was from JUST heads
Click to expand...

x2..
 
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