Piston Information And Brodix BRX Heads

[@jakeblack4095]

Thanks for the information! I used it for my pistons in my 572 build.

[@mastertek383]

Wow man that's a nice looking chamber. Those inlet runners are as big as my kitty door

[@WeingartnerRacing]

Yep

[@donaldhalls2189]

Not that I would ever go to those extreme but all the modern things are amazing, thank you, all the best to you and your loved ones

[@WeingartnerRacing]

thanks

[@davidleary823]

Nice video, that motor will make 1000 easy.

[@v8packard]

Thanks for the video. I have been trying to use thinner metric rings with a reduced radial wall thickness in everything for over 12 years, along with Napier second rings. I am constantly suggesting to people to look at pistons that can accommodate these rings. Many don't get it though.

[@WeingartnerRacing]

Yep. The only downside is the rings are more expensive.

[@mikeclark740]

Awesome info bro

[@WeingartnerRacing]

No problem.

[@billrobison6314]

Nice info. I smell a BBC intake swap testing in the future. The right intakes on the bigger motors really seem critical compared to SB's.

[@WeingartnerRacing]

I hope to test that.

[@rotax636nut5]

As an engine tuner and builder of 40 years experience now retired I'd like to pass on a couple of tips, when using Weber Side Draft carbs you can get rid of det or run 2 points higher compression ratio (everything else remaining the same) by altering the relationship between the main jet and the air corrector sizes, for example a 'normal' air/main relationship might be 160 main and 160 air with say an F16 tube, instead of these sizes in order to reduce any tendency to det change the relationship between the air and main to 240 main and 280 air and dial in the air for best power on a dyno to suit that big main jet and retaining the same F16 tube. Using this technique on Ford 2.0l and 1.6l Pinto engines I was able to use 13.5/1 compression ratio on pump fuel with a 25 hp gain over the previous 11/1 CR at the top end of the powerband, this was on the same fuel and with a similar safe resistance to detonation, after long term testing in circuit cars we found we had complete reliability as far as combustion issues was concerned, the engine used slightly more fuel on the big jets but not too bad and the exhaust gas analysis was much the same as before. This effect only happens with Weber side draft carbs, I tried it on Dellorto's and Solex's but got no good results, it has to be Webers, don't ask me why. We also used Champion M10 surface gap spark plugs with adaptors to change from the original M18 plugs to M10, these little surface gap plugs were originally intended for use in old Johnson 2 stroke outboard motors but ran perfectly in the Pinto's with any ignition system we tried them on, changing to these little Champion plugs reduced the heat take up in the plug area of the head and eliminated the tendency for cracking around the plug when using very high compression and racing over long distance in high ambient temps, I'd recommend this practice to anyone using high compression and 18mm spark plugs, 'Sausage' HT Racing Ltd

[@hotrod320]

the piston on the rt looks like a modified ricardo slipper piston, i think im very glad i found this channel.

[@WeingartnerRacing]

Thanks for watching.

[@johnhennery8820]

Loved your video on this with wat I've learned from you and David Vizard I'm glad I haven't tried it port my heads for my 289 ford yet but Ive

[@SealofPerfection]

I try to learn something every day. Lateral gas ports, hadn't seen them before. Mission accomplished for today, lol. Thanks. I will get them done for the pistons of my next build.

[@WeingartnerRacing]

Im glad you got something out of it.

[@my87z28]

Oh, something cool; a prominent local grudge racer recently posted a picture of his engine. I noticed that he had Weingartner Racing Brodix heads. People kept commenting "them high dollar heads". Shout out to Johnson Brothers Racing in Hurlock, MD.

[@WeingartnerRacing]

I have stuff everywhere.

[@needmoreboost6369]

Another great vid! It’s great to see more chamber content,just softened the chamber’s on my 3800 for boost and pump gas and expected a noticeable drop in low end response and torque but no difference was noticed down low if anything it makes more top end and 9.3:1 comp and 27psi boost on 98 and no pinging yet!

[@drivinwithdrew7676]

Another sweet video man, I love the details! And can’t wait for everything coming up! I haven’t bought a shirt yet, but I’m going to, make sure you advertise those suckers at least every other video! I’ve always wanted to see the dyno comparison from a simple combo, where one is put together real simple with thick rings, cheap oil pan, cheap bearings, no coatings, you get the idea, vs the same motor, “ airflow wise”, but throw the kitchen sink at it to make it as efficient as possible, just to see how much power and efficiency is offered by modern technology! I wouldn’t be surprised if it was 80-100 hp on a hot street motor!

[@WeingartnerRacing]

Thanks for watching.

[@michaelk7572]

Hey Eric, how did the 582 build go. Is it finished and did you exceed your goals? Did you increase the as cast BRX head runner size much or did you just clean up the castings. How did they flow from as cast to what Brodix advertises?

[@ryanmaloney7832]

Check out total seal’s gas ported rings

[@derrelcarter9401]

What about like Total Seals gas ported rings?

[@WeingartnerRacing]

I like the idea but expensive and with gas ported pistons you only buy them once.

[@cfmechanic]

I am using a 2nd ring Napier gapless. Seem very durable. Daily driver streetcar deal 440 ci small block

[@stevesolo16]

Hey, Eric, I was wondering if you have ran a sr20 intake manifold allowing the fitment to more than just VM2100? Victors or AFR Magnum etc...

[@WeingartnerRacing]

I haven’t

[@bettygregg1884]

Brodix heads are new to me I've built several small block Chevy 355 that are stock I went to a estate auction and I bought a engine that had been built very well callies crank & rods brodix head hunter heads.I ending up winning the bid at 600.00 dollars it has never been run since the build it was in one of those plastic boxes that engines come in.But it didn't have a intake manifold on it .There was a intake laying on a shelf over from it .The lady gave it to me it was a edelbrock high rise when I got home with every thing I set the gaskets and intake on it I noticed it would never seal up left to much of a gap between intake and heads does it take a certain intake for those heads .sorry to ask but I never run any thing but Chevy heads 186 or 041 .I would appreciate some info

[@dondotterer24]

I see that Total Seal has a top ring that has notches inside to act like gas porting.

[@WeingartnerRacing]

I like the idea but having them in the piston you only pay once.

[@dondotterer24]

Softened chambers also helps with nitrous and forced inductions.

[@WeingartnerRacing]

yes

[@bobistuff]

so whats the problem with the brx heads and a 4.500 bore?

[@michaelk7572]

Hey Eric, did you end up dyno the pump gas BRX BBC? How did it go. How much cam did you give it? What intake did you go with. ED SV II ?

[@WeingartnerRacing]

I never heard back from customer.

[@ictcarguy3162]

Is that Redco Reeves in Wichita KS or do I have the wrong place? If it is the place I'm thinking of I know it locally as Reeves Custom Metals but not sure if it is one in the same.

[@trdscfjc]

Can we get this with a 2.25" intake valve?

[@JC-gw3yo]

Do gapless rings work as advertised ?

[@WeingartnerRacing]

I have only used them once. I can't say I saw a difference but it was only one engine. There is not much loss of pressure in the small time of combustion.

[@AaronAnderson323]

Great content and beautiful heads. Check out the Total Seal AP Plus ring set with a gas-ported top.

[@pault4513]

Can a good head porter hand finish a cnc head and improve it ???

[@AB-80X]

Yes. That is what Weingartner does a lot of the time, including with the BRX.

[@iandoyle238]

What’s the best head for 3-4K going on a 511bbc, 13 to 1, 500 on a nitrous plate. Looking for 850hp on engine before I hit it with nitrous

[@stevesolo16]

I wouldn't run Inconel on anything except a turbo engine.

[@BEANS-O-MATICtransmissions]

What are the long term effects of gas port vs non? How much faster does it accelerate cylinder and ring wear? Or it's not a concern because these types of engines get refreshed more ofen?

[@WeingartnerRacing]

I haven't seen any effect on longevity.

[@AB-80X]

It really depends on a lot of factors. Remember that if you run a very high cylinder pressure and boost, you are also squeezing that ring outwards much harder as the pressure in the cylinder is what forces the ring out. That said, the thinner rings have shown to wear cylinders slower, and parting is part of why you can make the rings thinner. If you ever have had your hands on a modern pro stock engine that runs super thin rings and try to turn the crank, you'd be shocked at how easy it is to turn. That's the effect of thin rings. The way the piston is designed i.e compression height, where the ring gaps are in relation to the land etc. also affect wear. Fact is this. When you talk to a piston manufacture that really know what they are doing, they also know how to keep your wear in check for your application. If you want to deal with a company that really listen when you talk about your needs, Diamond is the place to go.

[@aaronanderson6892]

The softened chambers, is that similar to what the Singh groove theory is trying to achieve?

[@WeingartnerRacing]

Not really.

[@1crazypj]

Honda motorcycles have used Napier rings since at least mid 1960's. (I'm not old enough to have worked on earlier Honda's) Biggest issue I've found is uneducated 'mechanics' think they are 'ridge dodger rings' and fit them upside down in the top groove. One thing, why do you give flow at lifts that 'no one uses'? After following David Vizard since early 1970's he's always seemed to promote low and mid lift flow as valve spends much more time being opened and closed than it does at max lift. Are 'big numbers' just for bench racing?

[@WeingartnerRacing]

People do use them as I have explained in other videos before many times. I know of a few people that have 1inch lift with these heads.

[@1crazypj]

@@WeingartnerRacing Hi Eric, I haven't watched all your video's yet although being retired I do have more time nowadays to 'do nothing' Always been fascinated by big block motors spinning bucket sized pistons at 'insane' rpm

[@ericsmcmahan]

Eric Weingartner, does superflow 750 have enough capacity to flow these heads or did u have to use the saenz?

[@WeingartnerRacing]

I flowed on both but super flow couldn’t pull 28inches at higher lifts.

[@ericsmcmahan]

@@WeingartnerRacing did u flow it at them at less of a depression and then convert?

[@ericsmcmahan]

Or are u saying that u connected both benches together to get the flow u needed?

[@WeingartnerRacing]

@@ericsmcmahan on the superflow I flowed at 28inches until it couldn’t do it then converted it to 28inches. The Saenz pulls 28inches easy.

[@sc358.]

@@WeingartnerRacing what do you think it'd take to build something that could pull 150 on a mountain motor head at 1.3" (flow about anything at more realistic peak pressure drops)? Maybe the flow bench "lie" would occur less

[@YerkitRacingChannel]

Used metric ring pack in my build with Napier second rings and steel plasma moly top rings. Wanted to gas port the stock pistons but didn't feel like it was worth it on the factory pistons I'm currently using. Next set will have the ports for sure!

[@racerd9669]

If we do some simple math and look at pressure over area, on a 4.600 bore engine w 13 .040 vertical gas ports. The total area of the 13 gas ports is .016314 Sq In and if we look at the area around the top of the piston to the cylinder clearance of .040 and calculate that area it comes out to .288 Sq. In. So I would love to have someone explain to me how air can be forced down the vertical gas port when the difference of area is 229 times greater?

[@my87z28]

I kind of kick myself for not having gone with BRX/SR20 heads to begin with. It stinks that they only offer them with such small chambers. It guarantees that you have to completely tear down the whole engine and change pistons if you wanted to run them later on. I know the 24* vs 20* would make it so you would have to atleast flycut the pistons, if you could get BRX/SR20's in 115-119's. I checked my JE pistons, they are the lateral ports with .043 rings. I don't know that my builder has gotten the rings for the engine yet.

[@WeingartnerRacing]

You can't flycut a regular piston to work with BRX because the valves are in a completely different location.

[@AB-80X]

Like Eric said, you can't modify your stock 24* piston to work with the BRX. If your engine builder is doing that, I'd find a different engine builder who has an idea about what he is doing. You can always sell your old pistons or save them for a different project. That will recover some of the cost spent on the new slugs.

[@my87z28]

@@AB-80X no, my engine builder hasn’t suggested that at all. He’s got engines out there everywhere from 500hp to 4500hp, he’s more than competent. I understand the valves are canted in a different angle, however, I wasn’t aware they were in a different location. That makes sense though.

[@magnusdanielsson2749]

Have you tried the gas ported rings from Totalseal? Those seem pretty nice also. But might be more expensive that having the piston machined.

[@WeingartnerRacing]

I haven't because gas porting pistons are cheaper and you only pay once.

[@goratgo1970]

Good points on head design. With pistons, I was planning on getting total seal gapless ring set for my stock 502 bottom end to handle the single Tstorm charger - street use. Will that work out?

[@WeingartnerRacing]

I would do standard gap but thats me.

[@jacksonbermingham2168]

what ignition timing u expecting with the diamond piston..

[@AB-80X]

With that dome, 32-34 is a good guess.

[@midwestdave33]

It would help me concentrate on the comparison of the flow numbers if you underlined the lines at .400 .600 and 1.000

[@itseithergonnaworkoritaint7852]

Another advantage of a shorter wristpin is it's harder to bend the shorter the pin, less leverage. Yes, I do like the forged side relief design(FSR) piston as well, NASCAR uses that design mostly.(that's what I mainly see on eBay when they're selling them used anyway so....?)