As someone who has been wanting to build up his Lr4 for last 20 odd years and finally FINALLY starting to look like a possibility. I wonder what the 4.8s numbers would look like stuck into a truck and dyno'd. My engine has earned a fair bit of loyalty from me. I've had my 2002 Silverado it's entire life, I had it built to order while stationed in Japan and was getting ready to go back stateside. I have not been kind to it, and has more or less been raced everyday for 20 years and has NEVER failed in its duty. In honesty if someone asked me if I mean it's never failed to start in 2 decades it has 3 times BUT it was I who failed it by running batteries long past when they should have been changed. So remove me from the equation and yes it's been an engine that hits 7k rpms every day with flawless functionality. And if that's not impressive than maybe this bit is, I'm a disabled veteran some of that is brain injuries so a few of those 20 years have seen 1 maybe 2 oil changes because my memory decided to go on vacation yet it's none the worse for it. I love that damn engine so much if the truck ever got wrecked the engine would be pulled and put into something else.
Being a MOPAR guy, I get tired of seeing the ls put into everything, but seeing these hp numbers and over 7000 rpm with a stock bottom end, I see why these engines have turned into the go-to engine. Would I put one in my Cuda? Hell no! One thing GM has missed out on, which Mopar picked up early on is chrome valve covers are always worth more hp (lol). Add a chrome air cleaner and it's possible to reach near turbo numbers (lol again). Nice to see dyno work that makes a reliable engine and keeps those without access to a dyno from buying parts that don't work and engines that grenade. Course you know chrome adds to reliability (lol).
They're also significantly smaller and easier to swap. It's effectively the perfect V8 for garage mechanics with anything without a MOPAR-sized engine bay.
That 4.8 build was very impressive……..I’ve gotta hi compression 370 lq9 with about 12lbs boost from a lsa supercharger in my nova,on my c10 I have a 220 cammed 4.8 that I’m putting a vortech centrifugal supercharger shooting for 10/12lbs ……
Thanks for the useful info Richard ! As I'm in Australia about to receive my imported 5.3 LS all this info will be put into my gt45 turboed 5.3c at only 2400 pounds for the car all up should make for a quick little street car
When are we ever going to hear compression ratios for specific combos? Would be extremely relevant information. Also - why in the world do these dyno pulls stop as soon as you see a peak. If you're gonna test a short runner manifolds like the Hi ram, you gotta show the curve 700-1000rpm past the peak because that's where it's gotta shift to see its best average power.
@@richardholdener1727 the 4.8 and both 5.3s I don't see any info on chamber sizes or compression ratios. The 6.0 liter has more detail on the cylinder head volume, but not the pistons. Unless I'm flat out missing it somewhere (and I could be) I don't see a single compression ratio cited anywhere. I love all the tests, just want to fully understand the relevant details - fuel type and compression ratio obviously mean a great deal to NA combinations. I'd love to see dyno pulls that run 700-1000rpm beyond peak hp, or to the reasonable practical limit of the valvetrain. That's meaningful data for shift point selection, and those differences in the manifolds will really show up there.
Richard, are you saying with a sbe LQ4 the comp cam 54-469 will fit with Texas Speed 2.5 243 heads milled .020? I plan to change from a Cleetus Bald Eagle N/A cam and Edelbrock RPM to the Comp cam and Holley split intake.
If I have a stock 6.0 lq4 with stock dished pistons and a set of 243 heads, can I run the 469 cam in this video with no piston to valve clearance issues? Or would I be better off using a 459 cam and milling down the head? Looking to get north of 550 at the crank. Thanks in advance!
Your DZ302 vs Boss302 demo was small head big cam vs big head small cam. There were theorist who believed big heads small cam will surprise you with the results.
Racers knew. My first introduction to that concept was around 1998. I was in chats that had Brian Tooly and Jay Brown where it was discussed. Jay was big on big head and small to medium cam. I have to suspect that they gleaned this information from the Cleveland days.
@@richardholdener1727 Big head small cam is in play in many DOHC situations. 320-350cfm intake port flow with big port and a small 200@.050" or smaller cam and yet it rips up to 7000 rpm. How Jay described it is the big head with the small cam acted like a smaller head with a bigger cam. He looked at the head flows per degree of rotation and utilized that curve.
Ok here is something I want to do but do t have the means to do it right now so I’m gonna through the idea out there to you. I want to take a Holley high ram, will probably need a spacer for the lid. Take some velocity stacks that are the same size as the Holley runners and use them to extend the runner length. I feel like you could get a great manifold by doing that. Just use the stacks to extend runner length and then put the lid back on (probably with a lid spacer to get area back) and run that thing. Seems like it would do really well. Some day I’ll get to do this….
After seeing a lot of your videos I see the truck Norris cam seems to do better than all other truck cams in a good na setup. With what you being said that what we see in a na setup translate directly to a boosted setup, would I be best to get the truck Norris cam for my 5.3 turbo build. 03 Silverado looking for the best spool I can get not necessarily worried about making “so much power” because I have seen how much can be gained but turning the boost up. I want to do it right the first time turbo is likely gonna be a 7875 vsracing or eBay special would you say I’m on the right track ?? Not trying to sound ignorant in sense that I won’t do the research because I have been trust me been watching your videos for days on end but always good to have someone’s brain to pick. Appreciate it regardless your videos are killer keep it up.
Or would I be better off getting a btr “turbo cam” parentheses because yes any cam is a turbo cam but will I be better optimizing the setup by going with a stage 1 turbo cam or be on the same exact route with a truck Norris.
Looking to do LS swap on a 70 C10 what would be your choice on which LS 5.3, 6.0 etc and what modifications intake, headers etc. for a badass everyday driver with Getty up! Thanks and keep up the great videos!
I'm impressed that these 2 valve pushrod V8s are able to get so close to 100hp/liter. One helluva feat for no variable cam lift or timing. I wonder what kind of street manners these would have and how short their lifespan is compared to other built but less crazy engines.
@@adamdodsy84 yeah this kind of NA performance without any timing or lift variation is going to be fairly limp lower than it's main power curve, very race specific. I've never experienced one myself and am curious to how it would really feel. Emissions and warranty are definitely the other main factors why these don't come from the factory this way.
@@blitzerman8 it won't be limp at low rpm. Typically the larger cammed stuff likes higher rpm.....but that also necessitates a gear change typically offsetting any low end tq loss. Plus as one adds cam they should also add compression....offsetting or gaining low end tq.
If you change the oil and coolant at regular intervals, along with regular tune-ups, they last a long time. Valve spring replacements at 10-30k miles are the down side but don’t take long.
Richard I love your videos, awesome work, you've always tested anything I've ever thought about! I wish you'd invest a little more time/effort into telling folks that they will not be able to get these kinds of numbers out of their motors, because your average joe is never going to have a bare engine with zero parasitic drag. A lot of us have been around Dyno's and we get how it all works, but for those who haven't, they don't know what they don't know.
100hp/L is a pretty tall order for a 2 valve OHV setup and even more so if you want it to make that power in the same way it’s going to be driven, with accessories and a real exhaust system with mufflers. Usually quite on the edge of streetable.
howdy richie, just got a 2008 trailblazer ss super cool for me and my first full tilt project. on a car anyway. i have no fear of working on most anything. cars included. just cant find out a bunch about it, limited at best. think roots blower under the hood. 650 hp. magnason? Too much, I think not....help more cowbell!!!!!!!!!!!! joe the nut
@@Ws6Ms I remember the head test Richard did awhile back... and I remember even with a stock cam, etc. The 823s made almost 40 more than 317s. I know the AFR 230s are a far cry from stock 317s, but a ported or aftermarket set of LS3 style heads "should" yield similar gains IMO.
Man how do I get a job like this that’s what I wanna know this is my dream building motors testing going back testing taking them apart idk gets my blood pumpin 🤓🤓
I wanna see you do a high compression 6.0 with a bigger hyd cam. I has to cut my factory pistons to fit my cam in my l98 but was wondering how much id gain if i changed the rods and pistons and bumped it up to 12.1 plus the 300 shot ive been running on it
What would your suggestion be. L98 with 823 heads. Because if i cut the heads or deck the block then i might have a problem with the intake fitting . Being a nitrous motor it needs all help it can handle with out messing up the flame travel
Richard I think I found an 5.3 L33. Is there any way to tell that it’s actually an L33. I understand that they should have a deep rear sump oil pan and came in 4x4. So should it have a hole through the pan? Thanks for your time and reply!
Both my motorcycles make at least 100hp per liter... 70hp from the 650cc and 110 from the 1,000cc... power to weight ratio is a bit better thana car though, both bikes weigh just under 400lbs
Would it be better or more cost efficient to start with a junkyard 4.8L, 5.3L, or 6.0L ? If you're going to either turbocharge, twin turbocharge or bore it to a 383 stoker with an end goal of around a reliable 600HP + ?
@@richardholdener1727 Thanks I appreciate it, I was just asking before I tell my mechanic friend about starting another project. I had helped him complete his last drag car project.
What about us guys with the 6.2 in our trucks. I'm trying to make a cam selection that's going to pick up good power, especially low end torque and not lose towing ability
@@BuckCity229 sounds about right....you're combo is terrible. It's not even a combo really because no thought was put into that besides wanting a cam that would chop
Cool! You responded! Huge fan of your work. There’s soooo many videos I wasn’t sure if my application was covered. I’m finally switching from SBC 350 carb to LQ4 F.I. Now I’m going to find those vids. Thank you!!!
If anyone cares to actually look, the HP rating for the DZ302 was completely ACCURATE! It was rated at 290HP @ 4500 -4900 rpm. Look at the Dyno sheets & you'll see for yourself that it did in fact make that much HP "down" @ 4500 rpm. But if you've ever been in a car with that engine, you will have witnessed how crappy it runs below about 5000 when it really wakes up & gets into its power band! Had GM rated that motor at its full potential, it would have been in fact up at the 340+ rating up at 6000 & above! You can even look at modern dyno sheets & see for yourself!
@@richardholdener1727 . Look at it. It certainly was rated under 5000 rpm in EVERY advertisement I've ever seen. Look at Chiltons factory ratings. Look pretty well anywhere. If I am incorrect, please tell me where I could look and what the rpm ratimg actually was advertised at? Also if you look at dyno sheets, you will see that in that 4500-5000 rpm range, its right in there between 280-300 HP. You are likely correct in that it was under rated, but the rating was accurate for the rpm output. If I'm incorrect, please lert me know where I could s1ource that info! Btw, I love all the content you provide. I've been reading your articles in Hot Rod, Car Craft etc since as far back as I can remember! Thanks fir all the cool info! You provide answers to questions we have all been asking fir decades!
100 hp/liter for a built NA engine is great and all, but that just shows how amazing 100 hp/liter is from factory NA daily-driver engines with full warranty, fuel economy and emissions/noise compliance: Voodoo 5.2; the 5.0 in the 2024 Mustang; Audi R8 (4.2 V8 and 5.2 V10); Honda S2000 (120 hp/liter 20 years ago); Ferrari F430 and 458, and others that I'm sure I'm missing. All hail the factory hot rodders! By now, though, shouldn't the 6.2 in the C8 make 620?
@@richardholdener1727 I guess I will at some point. I'm shoving one of these unloved engines in a mk1 mr2. I was going to turbo charge it, but will probably look at some cam and headwork first.
Great video. I remember when BMW came out with the 5 liter V10 engine for the M5/M6 that made 500 flywheel horsepower or 100 horsepower per liter and they made such a big deal about it in their marketing. That engine had 5 into 1 headers and ITBs from the factory, which was awesome!
@@shadowopsairman1583 the price of cool isn't cheap. I always enjoyed the test drives after replacing the connecting rod bearings. Trust me that repair wasn't cheap either.
Remember, you’d have to have a dedicated race car to make those kinds of numbers. These engines have no air tubing or accessories.. Which would probably account for -25hp/-30hp..
Curious... Have you ever done a test on an LS with the Comp Cams 5481 distributor front cover with a sbf dizzy and a carb? Compare it to the latest aftermarket Holley efi with electronic ignition would be a cool test. 😎🤙
I think there are car classes that require distributor ignition systems. It definitely takes out alot of tuning capabilities but would possibly make better power than the old school SBC.
Pretty easy just buy a BMW M car. Even before turbocharging they were achieving this in the 80’s to the late 00’s with s50b32, s54, s65, s85 and more. I appreciate American cars but they simply fall short in the engineering department in terms of factory performance
AND YET THEY MAKE UP FOR IT IN BIGNESS-BTW-A PRODUCTION 1989 BMW E30 M3 MADE 195 HP WITH THE 2.3/2.5 MOTORS (NOT 100 HP/LITER), BUT THE 1.6L HONDA B16A MADE 160 HP
NOW; Let's talk about the "other" 302, the Porsche M28. This SOHC/DOHC engine was 274, 286, 302, and 330 cubic inches. This was a 90 degree big block all-aluminum V8 that can be bored out to 396 cubic inches if you use an '87 and up block. "A Porsche V8?" you are saying. But yes, Porsche built 60,000 of these engines, and every one has a timing belt. And YES these are big block V8 engines; The bore spacing is 122 mm, which is very similar to a 454 or a 440 Dodge. The "Euro" engines has 310+ hp from 286 cubic inches, and supposedly that is conservative. The water jackets on this engine are ENORMOUS so you can bet that this is a Porsche racing engine that they never took racing. A two valve '85 M28-21 engine could put out nearly 300hp on the chassis dyno; That is why Porsche enthusiasts try to buy these rare cars. Since they are about 200 pounds lighter than the S4 cars, which struggled to put down 260 hp.....
706/862 heads have a 61cc chamber, which are smaller than the Gen 1 SBC heads (76+cc) Trickflow have 58cc chamber heads, you can get flat or domed (not dished) pistons. Just remember the duration of the cam could cause piston-valve slap.
@@richardholdener1727 we have. And right now i have a 5.7 in my old 4gen with 12:1, mahle 1-1-2mm rings with 4cc valve reliefs, 235 .630i 24x .650e solid cam, crank scraper topped with old gmpp ls6 heads, roller rockers and a msd intake. It should be in the 520whp range. My buddy made 540whp on a fuel with a wore out h/c ls1 using that cam and on a fuel.....likely well over 570crank. The old bolt on ls6 made 451whp/423wtq on pump gas....that would be about 500crank give or take a few hp with stock cam, stock heads, sbe. And that was on pump gas. On e85 expect more.....and I'm planning on running e85 with this new engine. My buddy builds race engines for a living. He's made 620 crank out of 5.7s and stock 243s for dirt cars. It's not hard you just have to think it through. That last 6.0 in this vid woulda went over 600 with a crank scraper......more with porting the intake. Throw some e85 at it and mill the heads some and you might be looking at nearly 650. Maybe even more with a solid roller cam and adjustable rockers. We made over 560whp with a h/c 6.2.....likely around 620crank hp on pump gas. Alot of times you're leaving 20-40hp on the table.....the devil is in the details.
@@HioSSilver1999 What mods did the LS6 have to make 451whp? I'm surprised it got to that power level with the stock cam. 405 crank hp to 451whp are big gains for intake and exhaust that I would consider bolt ons. I'm looking to build an LS1 with a goal of 400whp and good street manners so 451whp with bolt ons sounds like a good reference.
@@gstevie97bolt ons....not even really all of them. E85 would've added more. So would a vacuum pump. 470whp out of a bolt on ls6 is completely possible.
I want a 2007 GMC sierra 1500 2WD standard cab truck with a 4.8L v8 engine.How much money 💰 would it cost me to build a 550 horsepower naturally aspirated 4.8L v8 engine powered sierra truck?[550 Hp. @ wheels & 550 Trq. @ wheels] No supercharger,no turbo chargers,no nitrous.I would build the custom modified engine myself & modify automatic transmission.I will work with a professional automotive machinist for other performance enhancement🔧
you would be hard pressed to get 550 hp from a 4.8L. and suck a motor would not be very drivable (big cam, high comp, short runner intake etc...) but 550 lb-ft won't happen without a power adder
100hp/litre is not impressive (to me atleast). That wouldn't have been impressive in 1999 when 125hp/liter engines were in mass production. I wish the big three had put effort into valve-train stability, but there was no reason to.
🥝✔️ ( The two valve per cylinder 375 HP net Lamborghini LP400 Contach made 95 HP per liter, the early Euro spec 4 valve per cylinder 2 liter Lotus, 81 HP per liter, all net. It's pretty hard to get 100 HP per liter! S2000 Honda, 120 HP per liter. Yum, Yum, Yummi! 🥝✔️
I think torque per liter is a better comparison of VE. You could have a very inefficient engine that revs high and makes over 100hp per liter, doesnt mean it has good VE necessarily. On the flip side, i think hp curves are the best way to compare different engines, since some are bigger, some are faster, but they are essentially air and fuel pumps.
@@richardholdener1727 the Cosworth V12 for the Aston Martin Valkyrie might be higher unless you know of something that I don't remember. It is a 6.5 liter V12 making 1,000 flywheel horsepower @ 10,500 rpms for 153.8 horsepower per liter.
@@richardholdener1727 The Ferrari 812 Competizione 830HP net from the 6.5 liter V12, for 127.7 HP per liter! Chevs 1972 SAE Net to SAE Gross conversion was 1.31. So if your Pushrod or OHC US engine is doing 131 HP per liter, you'll easily be out doing a Lamborghini, but Maybee not a good Honda.....or Ferrari. Or that Aston Martin...
![I.N "HALLUCINATION" | [Stray Kids : SKZ-PLAYER]](http://i.ytimg.com/vi/n5B5q1Hwt_U/mqdefault.jpg)
As someone who has been wanting to build up his Lr4 for last 20 odd years and finally FINALLY starting to look like a possibility. I wonder what the 4.8s numbers would look like stuck into a truck and dyno'd. My engine has earned a fair bit of loyalty from me. I've had my 2002 Silverado it's entire life, I had it built to order while stationed in Japan and was getting ready to go back stateside. I have not been kind to it, and has more or less been raced everyday for 20 years and has NEVER failed in its duty. In honesty if someone asked me if I mean it's never failed to start in 2 decades it has 3 times BUT it was I who failed it by running batteries long past when they should have been changed. So remove me from the equation and yes it's been an engine that hits 7k rpms every day with flawless functionality. And if that's not impressive than maybe this bit is, I'm a disabled veteran some of that is brain injuries so a few of those 20 years have seen 1 maybe 2 oil changes because my memory decided to go on vacation yet it's none the worse for it.
I love that damn engine so much if the truck ever got wrecked the engine would be pulled and put into something else.
Love these shorter videos! Always packed with good info, even for a guy who hasn't built a hot rod in almost 40 yrs.
He's been too busy
blowing shit up and testing for us.....lol jk
Being a MOPAR guy, I get tired of seeing the ls put into everything, but seeing these hp numbers and over 7000 rpm with a stock bottom end, I see why these engines have turned into the go-to engine. Would I put one in my Cuda? Hell no! One thing GM has missed out on, which Mopar picked up early on is chrome valve covers are always worth more hp (lol). Add a chrome air cleaner and it's possible to reach near turbo numbers (lol again). Nice to see dyno work that makes a reliable engine and keeps those without access to a dyno from buying parts that don't work and engines that grenade. Course you know chrome adds to reliability (lol).
They're also significantly smaller and easier to swap. It's effectively the perfect V8 for garage mechanics with anything without a MOPAR-sized engine bay.
It would be cool to do a super buget junkyard build with all junkyard parts collected in one trip. Like a ls with powerstroke turbos or something.
People really call nitrous cars "all motor" 😂
It is till the bottle 🍼 is open 😂
Love the videos Richard, thank you for all that you do.
That 4.8 build was very impressive……..I’ve gotta hi compression 370 lq9 with about 12lbs boost from a lsa supercharger in my nova,on my c10 I have a 220 cammed 4.8 that I’m putting a vortech centrifugal supercharger shooting for 10/12lbs ……
I may be first. People used to say that all the time on my channel
No cap
Really liked seeing the fast lxrt intake compared to the holley intake. I like the broader curve from the fast intake 👍
As you've said easy work .... How about an easy 200 ho per liter... GOT BOOST... Thanks Rich I got the itch.
Thanks for the useful info Richard ! As I'm in Australia about to receive my imported 5.3 LS all this info will be put into my gt45 turboed 5.3c at only 2400 pounds for the car all up should make for a quick little street car
Love the content. Great teacher!!
Keep it comin...
As always great info Richard.
When are we ever going to hear compression ratios for specific combos? Would be extremely relevant information.
Also - why in the world do these dyno pulls stop as soon as you see a peak. If you're gonna test a short runner manifolds like the Hi ram, you gotta show the curve 700-1000rpm past the peak because that's where it's gotta shift to see its best average power.
the compression was provided
@@richardholdener1727 the 4.8 and both 5.3s I don't see any info on chamber sizes or compression ratios. The 6.0 liter has more detail on the cylinder head volume, but not the pistons. Unless I'm flat out missing it somewhere (and I could be) I don't see a single compression ratio cited anywhere.
I love all the tests, just want to fully understand the relevant details - fuel type and compression ratio obviously mean a great deal to NA combinations.
I'd love to see dyno pulls that run 700-1000rpm beyond peak hp, or to the reasonable practical limit of the valvetrain. That's meaningful data for shift point selection, and those differences in the manifolds will really show up there.
@@andrewcammer2535 I’m doing research here
Richard, are you saying with a sbe LQ4 the comp cam 54-469 will fit with Texas Speed 2.5 243 heads milled .020? I plan to change from a Cleetus Bald Eagle N/A cam and Edelbrock RPM to the Comp cam and Holley split intake.
you need to check
If I have a stock 6.0 lq4 with stock dished pistons and a set of 243 heads, can I run the 469 cam in this video with no piston to valve clearance issues? Or would I be better off using a 459 cam and milling down the head? Looking to get north of 550 at the crank. Thanks in advance!
Interested in seeing the ford blower on the 6.0L…
Another great video Richard. I still hope to see the LFX V6 as a "the other guys" segment. They make 1.48 hp per cubic inch stock.
Your DZ302 vs Boss302 demo was small head big cam vs big head small cam. There were theorist who believed big heads small cam will surprise you with the results.
the dyno is better than theories
Racers knew. My first introduction to that concept was around 1998. I was in chats that had Brian Tooly and Jay Brown where it was discussed. Jay was big on big head and small to medium cam. I have to suspect that they gleaned this information from the Cleveland days.
@@richardholdener1727 Big head small cam is in play in many DOHC situations. 320-350cfm intake port flow with big port and a small 200@.050" or smaller cam and yet it rips up to 7000 rpm. How Jay described it is the big head with the small cam acted like a smaller head with a bigger cam. He looked at the head flows per degree of rotation and utilized that curve.
Ok here is something I want to do but do t have the means to do it right now so I’m gonna through the idea out there to you. I want to take a Holley high ram, will probably need a spacer for the lid. Take some velocity stacks that are the same size as the Holley runners and use them to extend the runner length. I feel like you could get a great manifold by doing that. Just use the stacks to extend runner length and then put the lid back on (probably with a lid spacer to get area back) and run that thing. Seems like it would do really well. Some day I’ll get to do this….
I WORKED ON THAT BUT NEVER GOT IT DONE
@@richardholdener1727hopefully it will be visited one day.
After seeing a lot of your videos I see the truck Norris cam seems to do better than all other truck cams in a good na setup. With what you being said that what we see in a na setup translate directly to a boosted setup, would I be best to get the truck Norris cam for my 5.3 turbo build. 03 Silverado looking for the best spool I can get not necessarily worried about making “so much power” because I have seen how much can be gained but turning the boost up. I want to do it right the first time turbo is likely gonna be a 7875 vsracing or eBay special would you say I’m on the right track ?? Not trying to sound ignorant in sense that I won’t do the research because I have been trust me been watching your videos for days on end but always good to have someone’s brain to pick. Appreciate it regardless your videos are killer keep it up.
Or would I be better off getting a btr “turbo cam” parentheses because yes any cam is a turbo cam but will I be better optimizing the setup by going with a stage 1 turbo cam or be on the same exact route with a truck Norris.
Get the Truck Norris cam and psi springs and call it a day, it's great for NA and Forced induction
By psi springs you mean like .650 lift ones from btr??
please see the truck norris cam video compared to a ss2 where i ran them both with a turbo
Excellent information!
Awesome video Richard!!!
Your 5.3 with stock 706 heads and comp cams 54-459 made 513 bhp and 483 lb-ft. 96.3 bhp/L with small valves and smaller cam.
when did i make 513 hp with a 5.3L
Can you show us how to get 100hp per litre out of a 408 or a 418 stroker?
Have you made a gen 3 hemi junkyard build like adding upgrades from the newer 5.7 yet? Eagle heads or srt8 intakes?
no sir
Looking to do LS swap on a 70 C10 what would be your choice on which LS 5.3, 6.0 etc and what modifications intake, headers etc. for a badass everyday driver with Getty up! Thanks and keep up the great videos!
see the many ls vids I have up and choose the power curve and level you want
I’m running a magic stick 3 in my 4.8, I spin it to 7,000 no ptv problems. 238/242 .600/.600
how does a 238 cam with stock p-v?
I'd love to see a video of Richard blowing engines on the dyno
I'm impressed that these 2 valve pushrod V8s are able to get so close to 100hp/liter. One helluva feat for no variable cam lift or timing. I wonder what kind of street manners these would have and how short their lifespan is compared to other built but less crazy engines.
@@adamdodsy84 yeah this kind of NA performance without any timing or lift variation is going to be fairly limp lower than it's main power curve, very race specific. I've never experienced one myself and am curious to how it would really feel. Emissions and warranty are definitely the other main factors why these don't come from the factory this way.
@@blitzerman8 it won't be limp at low rpm. Typically the larger cammed stuff likes higher rpm.....but that also necessitates a gear change typically offsetting any low end tq loss. Plus as one adds cam they should also add compression....offsetting or gaining low end tq.
If you change the oil and coolant at regular intervals, along with regular tune-ups, they last a long time. Valve spring replacements at 10-30k miles are the down side but don’t take long.
Richard I love your videos, awesome work, you've always tested anything I've ever thought about! I wish you'd invest a little more time/effort into telling folks that they will not be able to get these kinds of numbers out of their motors, because your average joe is never going to have a bare engine with zero parasitic drag. A lot of us have been around Dyno's and we get how it all works, but for those who haven't, they don't know what they don't know.
What fuel was used??
91 on na
100hp/L is a pretty tall order for a 2 valve OHV setup and even more so if you want it to make that power in the same way it’s going to be driven, with accessories and a real exhaust system with mufflers. Usually quite on the edge of streetable.
Great info knowledge thanks
howdy richie, just got a 2008 trailblazer ss super cool for me and my first full tilt project. on a car anyway. i have no fear of working on most anything. cars included.
just cant find out a bunch about it, limited at best. think roots blower under the hood. 650 hp. magnason?
Too much, I think not....help more cowbell!!!!!!!!!!!!
joe the nut
what will the awd handle hp wise i can do the custom tunable style suspension a few heim joints with misalignment stuff. just for giggles
id like to start by pulling the pistons and check ring gap and look for bad things inside
NO IDEA ON HOW THE 4WD HOLDS UP
Different supercharger test??? For 6.0L
Great job, Richard, thanks, is there any way to get those numbers from a gen 1 engines n.a.?
GEN 1 WHAT?
@@richardholdener1727 gen 1 chevy small block
Nice one!
Very cool video !
I wonder if ported rec ports on a flat top piston 6 liter would get that 600 HP number...
Probably... ls3 heads support 600hp with enough cam and cubic inch should be very possible
@@Ws6Ms I remember the head test Richard did awhile back... and I remember even with a stock cam, etc. The 823s made almost 40 more than 317s. I know the AFR 230s are a far cry from stock 317s, but a ported or aftermarket set of LS3 style heads "should" yield similar gains IMO.
STILL LIMITED IN P-V WITH STOCK PISTONS
@@richardholdener1727 so still limited to something in the 230s on intake and exhaust? Or would that 231/247 fit?
@@Ws6Ms considering there are LS3 style heads for LS1 now...
What video did he blow up the motor on?
SEARCH BIG BANG
Man how do I get a job like this that’s what I wanna know this is my dream building motors testing going back testing taking them apart idk gets my blood pumpin 🤓🤓
Richard I’m a big fan. Can I get a list on what I need to make a 700hp in my 5.3. Please
watch the many 5.3l turbo vids-it's all there
I wanna see you do a high compression 6.0 with a bigger hyd cam. I has to cut my factory pistons to fit my cam in my l98 but was wondering how much id gain if i changed the rods and pistons and bumped it up to 12.1 plus the 300 shot ive been running on it
better to add compression without a big dome
What would your suggestion be. L98 with 823 heads. Because if i cut the heads or deck the block then i might have a problem with the intake fitting . Being a nitrous motor it needs all help it can handle with out messing up the flame travel
Richard I think I found an 5.3 L33. Is there any way to tell that it’s actually an L33. I understand that they should have a deep rear sump oil pan and came in 4x4. So should it have a hole through the pan? Thanks for your time and reply!
IS IT ALUMINUM?
what about the hp per liter on a destroked motor?
ANY SMALLER DISPLACEMENT IS EASIER
Both my motorcycles make at least 100hp per liter... 70hp from the 650cc and 110 from the 1,000cc... power to weight ratio is a bit better thana car though, both bikes weigh just under 400lbs
Would it be better or more cost efficient to start with a junkyard 4.8L, 5.3L, or 6.0L ? If you're going to either turbocharge, twin turbocharge or bore it to a 383 stoker with an end goal of around a reliable 600HP + ?
if you turbo an ls, then a 4.8 or 5.3l will be cheapest-they are usually easier to find and cost less than a 6.0L
@@richardholdener1727 Thanks I appreciate it, I was just asking before I tell my mechanic friend about starting another project. I had helped him complete his last drag car project.
So are you going use same heads cam and intake on 4.8 5.3 and 6.0. Only changing displacement lol
please see the stock 4.8, 5.3 and 6.0 video
What about us guys with the 6.2 in our trucks. I'm trying to make a cam selection that's going to pick up good power, especially low end torque and not lose towing ability
BTR Truck norris for LS3(6.2L)
You get rid of the tq management and you'll think you changed the cam.
@@HioSSilver1999 I have the BTR stage 3 V2 in my 2012 escalade and ran neck and neck with my homeboys bone stock escalade.
@@HioSSilver1999 then you blow up your transmission
@@BuckCity229 sounds about right....you're combo is terrible. It's not even a combo really because no thought was put into that besides wanting a cam that would chop
I got a LQ4. What’s the best parts combo for high HP and reliability for road course car
see the many, many 6.0l videos and pick your power curve
Cool! You responded! Huge fan of your work. There’s soooo many videos I wasn’t sure if my application was covered. I’m finally switching from SBC 350 carb to LQ4 F.I. Now I’m going to find those vids. Thank you!!!
Hey Richard what was the compression ratio of the modified HCI 6.0 ???
near 11
What were the compression ratios for these combos?
9.5 ish for the 4.8 and 5.3l, 10.5 ish for the 6.0l
Was this test done on pump gas? Not sure if I missed the fuel use or not.
I didn't see the fuel mentioned, I was wondering also.
91 octane
Great content
Richard I'm gonna send you my truck to work on my engine while on deployment lol
Send it to Nivlac57
I'd love to get 570 horsepower out of the LT1 in my 96 Buick Roadmaster sedan.
BOOST
lt5 6.2 next
Howe could i make 600hp with 706 heads or is that even possibule
With a 6.0
WITH BOOST OR HEAVILY PORTED
I Wana see someone mess with the new 6.6 vortec, plenty of videos on supercharged 7.3 gassers from ford but none on the gas 6.6
Now let's max out the torque!
and bend al the conrods :)
what octane fuel would you need for the 6.0
91
If anyone cares to actually look, the HP rating for the DZ302 was completely ACCURATE!
It was rated at 290HP @ 4500 -4900 rpm.
Look at the Dyno sheets & you'll see for yourself that it did in fact make that much HP "down" @ 4500 rpm. But if you've ever been in a car with that engine, you will have witnessed how crappy it runs below about 5000 when it really wakes up & gets into its power band!
Had GM rated that motor at its full potential, it would have been in fact up at the 340+ rating up at 6000 & above!
You can even look at modern dyno sheets & see for yourself!
it was not rated at 4500 rpm-it was purposely under rated for race classification
@@richardholdener1727 .
Look at it. It certainly was rated under 5000 rpm in EVERY advertisement I've ever seen. Look at Chiltons factory ratings.
Look pretty well anywhere.
If I am incorrect, please tell me where I could look and what the rpm ratimg actually was advertised at?
Also if you look at dyno sheets, you will see that in that 4500-5000 rpm range, its right in there between 280-300 HP.
You are likely correct in that it was under rated, but the rating was accurate for the rpm output.
If I'm incorrect, please lert me know where I could s1ource that info!
Btw, I love all the content you provide. I've been reading your articles in Hot Rod, Car Craft etc since as far back as I can remember!
Thanks fir all the cool info! You provide answers to questions we have all been asking fir decades!
A couple more valves per cylinder would help :)
I wanna see him do a higher torque 5.3 like a motor for normal use. From 2k to 4k rpm. When I travel, those are the rpm I use
make it bigger
100 hp/liter for a built NA engine is great and all, but that just shows how amazing 100 hp/liter is from factory NA daily-driver engines with full warranty, fuel economy and emissions/noise compliance: Voodoo 5.2; the 5.0 in the 2024 Mustang; Audi R8 (4.2 V8 and 5.2 V10); Honda S2000 (120 hp/liter 20 years ago); Ferrari F430 and 458, and others that I'm sure I'm missing. All hail the factory hot rodders! By now, though, shouldn't the 6.2 in the C8 make 620?
Yeah which most of those are unobtainium. Give us a break
@@shadowopsairman1583, that makes them less amazing for having factory warranty and being emissions compliant? Sorry, no.
Do you think similar things could be accomplished with a 3.9L LZ9?
never tried
@@richardholdener1727 I guess I will at some point. I'm shoving one of these unloved engines in a mk1 mr2. I was going to turbo charge it, but will probably look at some cam and headwork first.
Can you do a 289 windsor motor to 470hp?
yes-with the right parts
Great video. I remember when BMW came out with the 5 liter V10 engine for the M5/M6 that made 500 flywheel horsepower or 100 horsepower per liter and they made such a big deal about it in their marketing. That engine had 5 into 1 headers and ITBs from the factory, which was awesome!
Yeah and costs how much? Brand new with the car!?
@@shadowopsairman1583 the price of cool isn't cheap. I always enjoyed the test drives after replacing the connecting rod bearings. Trust me that repair wasn't cheap either.
Remember, you’d have to have a dedicated race car to make those kinds of numbers. These engines have no air tubing or accessories.. Which would probably account for -25hp/-30hp..
No drive train loss either.
Are you still gonna do a gen 2 302 lt1
yes
Honda K series. K20A1, K20z3 Vtec power
they work well
Hey Richard, what length of runners (short, med, long) do you normally run and prefer in the FAST intakes ?
long
Build specs on the 6.0 ?
SHOWN IN THE VID
@@richardholdener1727 really? I'll watch it again , stock bore and stroke?
Oucheeeee for the heads on the 6 liter they are $3000, but I guess you’re looking at a lot of hp there.
Whats the cr on the 6.0?
11 or so
What’s the compression on the 6.0?
11
Hondas were putting out 100hp/L in the early 90's in the B-series engines. B16A, B17A
stock-I've owned and raced several B series
Curious... Have you ever done a test on an LS with the Comp Cams 5481 distributor front cover with a sbf dizzy and a carb? Compare it to the latest aftermarket Holley efi with electronic ignition would be a cool test. 😎🤙
NO THANKS-DIST IS NOT A GOOD UPGRADE FOR AN LS
I'd love to see it. No Richard, it's not an upgrade, but would still be interesting regardless.
I think there are car classes that require distributor ignition systems. It definitely takes out alot of tuning capabilities but would possibly make better power than the old school SBC.
U should try the lsx hr intake on the 5.3 with a sloppy stage 3 cam😎
that cam won't fit stock p-v
All modern sports bikes make 200 horsepower per liter or more boonstock
You should do a series on the ford 4.0 and 3.0
Pretty easy just buy a BMW M car. Even before turbocharging they were achieving this in the 80’s to the late 00’s with s50b32, s54, s65, s85 and more. I appreciate American cars but they simply fall short in the engineering department in terms of factory performance
AND YET THEY MAKE UP FOR IT IN BIGNESS-BTW-A PRODUCTION 1989 BMW E30 M3 MADE 195 HP WITH THE 2.3/2.5 MOTORS (NOT 100 HP/LITER), BUT THE 1.6L HONDA B16A MADE 160 HP
@@richardholdener1727 boomer turn the caps lock off. EVO 2 euro e30 m3 made 238 out of a 2.5 litre 4 cylinder
NOW; Let's talk about the "other" 302, the Porsche M28. This SOHC/DOHC engine was 274, 286, 302, and 330 cubic inches. This was a 90 degree big block all-aluminum V8 that can be bored out to 396 cubic inches if you use an '87 and up block.
"A Porsche V8?" you are saying. But yes, Porsche built 60,000 of these engines, and every one has a timing belt. And YES these are big block V8 engines; The bore spacing is 122 mm, which is very similar to a 454 or a 440 Dodge. The "Euro" engines has 310+ hp from 286 cubic inches, and supposedly that is conservative. The water jackets on this engine are ENORMOUS so you can bet that this is a Porsche racing engine that they never took racing.
A two valve '85 M28-21 engine could put out nearly 300hp on the chassis dyno; That is why Porsche enthusiasts try to buy these rare cars. Since they are about 200 pounds lighter than the S4 cars, which struggled to put down 260 hp.....
I'm very familiar with 928s.
Take away... Just keep spending $$'s and you can make power! Not always reliably or usable street power but..
Take Away...you watched a different video
Not that hard to get 100/l....maybe using truck motors with 9.5 compression. Gotta get the compression up and it's cake.
IT'S VERY HARD-TRY IT
706/862 heads have a 61cc chamber, which are smaller than the Gen 1 SBC heads (76+cc) Trickflow have 58cc chamber heads, you can get flat or domed (not dished) pistons. Just remember the duration of the cam could cause piston-valve slap.
@@richardholdener1727 we have. And right now i have a 5.7 in my old 4gen with 12:1, mahle 1-1-2mm rings with 4cc valve reliefs, 235 .630i 24x .650e solid cam, crank scraper topped with old gmpp ls6 heads, roller rockers and a msd intake. It should be in the 520whp range. My buddy made 540whp on a fuel with a wore out h/c ls1 using that cam and on a fuel.....likely well over 570crank.
The old bolt on ls6 made 451whp/423wtq on pump gas....that would be about 500crank give or take a few hp with stock cam, stock heads, sbe. And that was on pump gas. On e85 expect more.....and I'm planning on running e85 with this new engine.
My buddy builds race engines for a living. He's made 620 crank out of 5.7s and stock 243s for dirt cars.
It's not hard you just have to think it through. That last 6.0 in this vid woulda went over 600 with a crank scraper......more with porting the intake. Throw some e85 at it and mill the heads some and you might be looking at nearly 650. Maybe even more with a solid roller cam and adjustable rockers.
We made over 560whp with a h/c 6.2.....likely around 620crank hp on pump gas.
Alot of times you're leaving 20-40hp on the table.....the devil is in the details.
@@HioSSilver1999 What mods did the LS6 have to make 451whp? I'm surprised it got to that power level with the stock cam. 405 crank hp to 451whp are big gains for intake and exhaust that I would consider bolt ons. I'm looking to build an LS1 with a goal of 400whp and good street manners so 451whp with bolt ons sounds like a good reference.
@@gstevie97bolt ons....not even really all of them. E85 would've added more. So would a vacuum pump. 470whp out of a bolt on ls6 is completely possible.
I want a 2007 GMC sierra 1500 2WD standard cab truck with a 4.8L v8 engine.How much money 💰 would it cost me to build a 550 horsepower naturally aspirated 4.8L v8 engine powered sierra truck?[550 Hp. @ wheels & 550 Trq. @ wheels] No supercharger,no turbo chargers,no nitrous.I would build the custom modified engine myself & modify automatic transmission.I will work with a professional automotive machinist for other performance enhancement🔧
you would be hard pressed to get 550 hp from a 4.8L. and suck a motor would not be very drivable (big cam, high comp, short runner intake etc...) but 550 lb-ft won't happen without a power adder
Playing with old ish English motor from the 60's, makes 122hp/Ltr total power is 122hp🏋️♀️😂
Ls based 4.3 next ? Lol
THEY DON'T HAVE THAT-BUT DO HAVE AN LT (GEN 5) BASED VERSION
My little 5 cylinder makes 240hp power liter lol
Horsepower isn't Shit without Torque
100hp/litre is not impressive (to me atleast). That wouldn't have been impressive in 1999 when 125hp/liter engines were in mass production. I wish the big three had put effort into valve-train stability, but there was no reason to.
100 hp per liter is impresive only in NA because with boost you cant compare anything
🥝✔️ ( The two valve per cylinder 375 HP net Lamborghini LP400 Contach made 95 HP per liter, the early Euro spec 4 valve per cylinder 2 liter Lotus, 81 HP per liter, all net. It's pretty hard to get 100 HP per liter! S2000 Honda, 120 HP per liter. Yum, Yum, Yummi! 🥝✔️
I think torque per liter is a better comparison of VE. You could have a very inefficient engine that revs high and makes over 100hp per liter, doesnt mean it has good VE necessarily. On the flip side, i think hp curves are the best way to compare different engines, since some are bigger, some are faster, but they are essentially air and fuel pumps.
I THINK FERRARI NOW HAS THE SPECIFIC NA HP CROWN
@@connor3288 and most above are unobtanium.
@@richardholdener1727 the Cosworth V12 for the Aston Martin Valkyrie might be higher unless you know of something that I don't remember. It is a 6.5 liter V12 making 1,000 flywheel horsepower @ 10,500 rpms for 153.8 horsepower per liter.
@@richardholdener1727 The Ferrari 812 Competizione 830HP net from the 6.5 liter V12, for 127.7 HP per liter! Chevs 1972 SAE Net to SAE Gross conversion was 1.31. So if your Pushrod or OHC US engine is doing 131 HP per liter, you'll easily be out doing a Lamborghini, but Maybee not a good Honda.....or Ferrari. Or that Aston Martin...
Personally I blame squirrels
100hp/liter is low rent these days. Time to go Ferrari level, Honda level.....120+hp/liter....C'mon Rich, step it up!
What's your cost per hp?
I raced a guy in a Honda once with my 3000 dollar LT1. He beat me by a fender. He had 30grrr into his motor.
@@blainemonson3414 thank you, I'd rather have a good dependable engine than a stressed out 1.
Honda set the bar for poor man’s power 😂 with 100hp per liter with accessories. B16 160hp and b18 197hp.
Honda had the first production 100hp/l engine in the Del Sol.
You should have started with a Honda engine. Most of mine make 100hp per liter from the factory 😅
If only I knew a thing or two about Hondas
@@richardholdener1727 I agree. It’s not like you’ve written a book on Hondas. 😉. /sarcasm off
Can you speak English?
Not metric!!!
METRIC IS ENGLISH
@@richardholdener1727 Standard measurments aka Cubic Inch Displacement