No really guys, what can I type here? I just went on for 18 minutes without shutting up. I apologize for deviating from my normal format, but we're almost there...
...when I port a head, there will be no voiceover, and it will be a 200-series video.
Edelbrock Foundries and Manufacturing
Edelbrock produces all of our cast items right here in the USA at our two
state of the art foundries. You can be assured that when you are purchasing
an edelbrock casting it is the best quality available. Check it out from
start to finish.
Cutting Excess Guide from ProComp 210 SBC Head, custom Porting Combustion Chambers 4
Part Four of Port modificatins on ProComp 210cc aluminum SBC heads. Guide
over hang from installation and correcting the combustion chambers to
unshroud the spark plug is a big deal on these heads. China castings leave
a lot to be desired, but still with all the work you must do it is still
the bargin of the year and is a force to be reckond with when "bang per
buck" is needed. The base of the spark plug should not be exposed in the
chamber, and any valve guide "Overhang" will obstruck flow and create fuel
"sheer" which seperates vapor to droplets that wont burn. Most Big Name
companies will not take time to detial these issues as production cost
prohibit these mods, so have your local machine shop take apart your heads
and look for these problems before you bolt them on your prize engine.
How to build HORSEPOWER - Ford 461ci Windsor V8 by Dandy Engines
Engine specialists Dandy Engines building a small block Windsor 461ci
stroker for Pat Staplton. Follow the engine assembly as the guys aim to
make more than 820hp naturally aspirated on regular pump unleaded. Pat
plans on putting this brute of an engine into a Ford Falcon XD/XF Ute. [
Creative Commons music license CC 3.0
Jahzzar - Breaking Bad
How To Torque Cylinder Head Bolts - EricTheCarGuy
How To Torque Cylinder Head Bolts - EricTheCarGuy
Well this was a fun one to make. I believe I covered everything but if you
feel I haven't please let me know in the comments below as well as any tips
you might have to add as well. I'm not trying to make a big deal about
"pound feet" or "foot pounds" I'm just trying to put that out there, the
important thing is that you get the proper torque and get the job done
right in my opinion, what you decide to call it is up to you.
Click below and Stay Dirty
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Due to factors beyond the control of EricTheCarGuy, it cannot guarantee
against unauthorized modifications of this information, or improper use of
this information. EricTheCarGuy assumes no liability for property damage
or injury incurred as a result of any of the information contained in this
video. EricTheCarGuy recommends safe practices when working with power
tools, automotive lifts, lifting tools, jack stands, electrical equipment,
blunt instruments, chemicals, lubricants, or any other tools or equipment
seen or implied in this video. Due to factors beyond the control of
EricTheCarGuy, no information contained in this video shall create any
express or implied warranty or guarantee of any particular result. Any
injury, damage or loss that may result from improper use of these tools,
equipment, or the information contained in this video is the sole
responsibility of the user and not EricTheCarGuy.
Cylinder Head Re-Polish
UPDATE: INgrooves and Believe Digital have filed fraudulent strikes
against my YouTube Channel for this video. They do not respond to
disputes. If my disputes expire without first being dismissed by these
labels, I will never remove this text because others deserve to know about
the copyright abuse of the recording industry. Record labels file claims
on YouTube to content they don't own because they want to steal other
people's creative property, install their own advertising, and profit from
works they had nothing to do with creating whatsoever. It's their new
business model. They are doing to the public what they've been accusing
the public of for decades.
They and the artists they represent can not legally stake any claim against
my audio content as it was created 100% with loops owned and provided
ROYALTY-FREE by Apple Computer, Inc. These USAGE RIGHTS come with the
PURCHASE of Logic Pro Studio. APPLE INC. RESERVES OWNERSHIP RIGHTS of this
royalty-free content used to produce my audio track, not the artists that
these entities have fraudulently submitted for waveform scanning to the
Content ID system. The license agreement can be found here:
Anyone claiming ownership of any part of this video other than Apple, Inc.
is committing fraud. Blocking my monetization is harassment. A DMCA
violation would be extortion. I composed and recorded this song. It's my
original composition. I own ALL THE RIGHTS to the content in this video,
the equipment used to produce it, and possess the receipt, packaging and
printed license agreement included with all of the products used in this
4 other un-named labels have also filed claims on this one video. 2 were
dismissed within hours of submitting the dispute, 2 required more than 2
weeks of digging through public web forums until someone provided me their
private email addresses and it still required several emails. The two
remaining have completely ignored their responsibility to respond to the
dispute process, which takes 30 days to expire. One of them will be
immortalized here permanently as of October 10th, 2013.
YouTube is not taking adequate measures to ensure the record labels own the
materials they submit for waveform scanning. YouTube does not provide
contact information to YouTube partners for any of these entities who file
fraudulent content ID claims and then ignore disputes. YouTube does not
remove the works submitted by record labels that include public domain,
royalty free, fair use or licensed samples. It appears they don't do any
screening of the works submitted by the labels. YouTube needs to fix these
issues for the sake of your quality entertainment because uploaders are
suffering from the lack of these features, and this kind of e-bullying will
stop channels from producing and uploading quality original content for you
to watch. Time I spend disputing claims and ownership rights is time I'm
not wrenching, filming and editing. The recording industry has devolved
into a waste of everyone's time. Their usefulness in modern media
distribution has driven them to these desperate measures to remain relevant
and profitable. Now they just resort to harassing other self-made artists
that they don't represent over content they don't own.
Hey, you know this is just one of those extraneous things I have to do that
takes time. This car won trophies for this, and it has a reputation to
When we're putting this thing back together, there's a certain order I have
to do things in. Polishing comes before the final cleaning and parts
installation. After that, it never ends.
This is purely cosmetic. I created the soundtrack using Logic Pro.
Because I can. It's mine.
Many of you have seen this one before. I apologize if bringing it back
Domestickilla gave me a crankshaft, and it's a nice one that I want to
clean up and use again. You'll be seeing a lot of it and because of this,
this video deserves to be here. I fixed what I broke, and this was my
In this video Ballos Precision Machine demonstrates magnetic dye penetrant
testing, crankshaft polishing and inspecting the balance of a "butchered"
4g63 6-bolt crankshaft.
How to port and polish high performance v8 heads,tips,tricks and trade secrets exposed
*******CHECK OUT PART 2 *****
COMBUSTION CHAMBERS http://www.youtube.com/watch?v=D63jgJs95gY
I look at porting and polishing high performance heads,I been
building engines for 30 years, most of that time in research and
development,I explain in real simple terms air flows and velocities,these
308ci General Motors Holden heads have been transformed over 70 hours,I
show you all the do's and dont's,keep a lookout for the rest of the
rebuild vids, as we head into final assembly,especially dialing in
camshaft's,compression ratio's and everything else that makes internal
combustion engines cranky,Aussie Heads and Race Engines-One Man One Shop
Hot Cams Cylinder Head and Valve Inspection Part 1
Hot Cams' Tom Morgan begins to take us through the inspection and assembly
process on a CRF 250R cylinder head. Tom explains how to inspect the valve
seats, valve guides, installing the valve springs, valve guide seals and
then reviews how to inspect the cam chain and guides before bolting the
cylinder head down.
Cylinder Head 105 - Valve Job Basics
Valves not sealing? Valves not bent? This is how you fix that problem.
In this video I outline the basic valve job procedure. Cleaning the
valves, cleaning the seats, cleaning the combustion chamber and lapping the
valves in to make a better seal.
Here I cover the process start-to-finish. It's the same exact process for
pretty much all non-rotary combustion engines. It takes patience and
perseverance to do this job, but anyone can do it. Reference your service
manual for measurements and service limits. Everything else that's not in
your service manual is in this video.
I apologize for not having broken busted crap to work with in this video.
It's more beneficial to all of you when bad fortune falls on me because it
gets well documented, and many people watching these videos are looking for
answers. If you have bent valves, you will discover it quickly once you
chuck one up in the drill. You'll see the face of the valve wobble around
while it spins. You'll see evidence of this damage on the valve seat. If
it's bad, you may see damage on the valve guides in the form of cracks or
missing pieces where the valve guides protrude through the head ports.
Give all that stuff a good visual inspection. ...and if you doubt yourself,
never hesitate to get a second opinion or consult a machine shop. They
will have access to expensive tools that you wont find in your average
Block Preparation Part 1
Preparation for powder coating and Glyptal application. Audio track is an
original performance by Rojo Del Chocolate.
My block is being powder coated rather than painted. It's just something I
do. The GSX had it on the last block so it's getting it again.
Since the tools are so similar and the mess is the same, I'm going ahead
and preparing it for the Glyptal application as well. These 2 coatings
will require being baked separately. The powder coating is baked on at a
hotter temperature than the Glyptal, so it's going first.
The surface preparation instructions for Glyptal is as follows:
Surface to be painted should be dry and free from dirt, wax, grease, rust
and oil. Remove all grease and oil by washing surface with mineral
spirits. Wipe or scrape off all loose dirt, rust or scale.
The last sentence is what's covered in this video. The 2nd sentence
happens next (although it's already degreased), and I'll get it back from
powder coat with it in the state described in sentence #1 completed. If
following these instructions to the letter of the law.
Second and third opinions in... the main journal is fine.
You'll notice that I didn't coat the main caps, or "suitcase handles". I'm
not going to. You bang around on these installing and removing them, and I
don't want to risk chipping them once they're coated. They're below the
windage area, and there will also be an un-coated main bearing girdle down
This video covered 25 hours of actual work. Yes, I kept changing into the
same filthy clothes every shoot because I wanted it to look consistent.
You have to take your time doing this kind of work, and be VERY VERY
CAREFUL! If for some reason you're crazy enough to attempt what I do in
this video, you do so at your own risk. This is an elective treatment that
I've never done, but I am by no means the first person to do it. I'm
learning about it just like the rest of you.
New Year's Eve Hyundai Teardown
It goes like this. One of the best friends I've ever had built this car
from junk parts. He said it best, "it was built from literally a box of
scraps". It ran an 13.2 in the quarter mile using no aftermarket
performance parts of any kind. That quarter mile time was limited by
traction. I know this car had more in it, but I never managed to get it to
stick before encountering this.
More on this build...
The proper bolts were not always available, but the builder knows isht from
Shinola. Even though this engine defies all engineering logic from
Mitsubishi, the builder knew what would work and what would not. Budget
was of the most primary of his concerns, and it shows at every turn, and
it's what brought us to the kind of failure we find in this video.
I asked him what bearings he used. He said, "...the least expensive ones I
could find. Picture Aluglides. Now picture generic Aluglides. I paid
half-as-much for those bearings as I would for generic Aluglides.
Bolt too long? Put a nut on it and shorten it. Oil pan too close to the
pickup? Hammer a big dent in it to make clearance for it. Wrong water
pipe? Put a brass hardware store tee in the line to tap a turbo coolant feed. Forget buying ARP's, this is
an all-standard re-used factory fastenere'd no-oil-squirter .030"-overbore
6-bolt with the cut-off balance shaft mod. It's using a small combustion
chamber head off of a 1.6L Mirage with a 2.0L non-turbo block. The plug wires are used. The
radiator hoses were used. Everything but the head gasket came from a junk
car. The FWD turbo gearbox is from my
150,000 mile old Plymouth Laser that donated the block to the Colt. This
is one of the most amusing cars I've ever wrapped my fingers around because
of these kinds of character-building attributes. Nevermind that the
chassis has less than 70,000 miles on it (not bad for a '92), it's just
that it's built without using any new parts. Parts were substituted when
they were not available, and it's ridiculously powerful.
Thank you Jamie. You discovered your answer. I'm happy to help. I'll be
changing some things like the oil pan bolts, bearing quality, some of the
plumbing and fixing a few wiring harness problems, but I'm not changing
anything else if I can avoid it. This car was never intended to have
anything upgraded to deliver raw power, and I'll do my best to keep it that
way, replacing and restoring what failed so that we can keep pushing these
generic non-turbo .030" over pistons to
the limit. Apparently, 24 PSI from a 14b is not enough.
In the meantime, my diagnosis is that excessive oil pressure lead to the
breakdown of the #1 bearing. After all, it's the 1st bearing in-line in
the oil system on the main gallery. It's the most isolated from clutch
harmonics, yet it was the one that spun. The #1 bearing supplies the oil
pump. The teardrop on the head is nearly gone from head resurfacing, and
this is a no-balance-shaft no-oil-squirter block. I think high oil
pressure is why it falls on its face above 6000 rpms. There's a
restriction upstream from the lifters and they deflate at high RPMs, losing
lift. I'll fix it. I've got the parts.
Porting an aluminum intake manifold, basics of porting and polishing.mpg
Porting and Polishing Basics. Porting on an aluminum intake. A few
principles and techniques for porting. The therory and approach discussed
can be applied to porting most intakes and porting and polishing in
general. Abrasives, carbide burrs, surface finish, porting tools and tips.
Equipment from CC Specialty Tools (ccspecialtytool.com)