STOCK 6.0L LQ4-WHAT SHOULD I TEST? LET'S TALK TECH
HTML-код
- Опубликовано: 7 окт 2024
- I MIGHT HAVE RUN ACROSS A STOCK 6.0L LQ4 THAT CAN BE USED FOR TESTING. WHAT TESTS SHOULD I RUN? WHO WANTS TO SEE SOME HOW-TO-MAKE-TORQUE TESTS? MAYBE 706 HEADS, THE LOWBUCK TRUCK (OR SMALLER) CAM, LONG TUBES, TUNE ETC... TO RELAIZE THE EXTRA TORQUE DOWN LOW. LET ME KNOW WHAT I SHOULD TEST. LET'S TALK TECH
I’m glad you’re going to use the engine, Richard. It was definitely a runner when I got it and I loaned it to a boy scout troop for a learning tool. They basically disassembled the big parts of the engine to show how it worked, and that’s how I got it back. Everything is there and I’m happy to pass it along to someone who will use it to continue the learning process. Whatever you do with it I’ll be watching.
Thnx Mike
Someone asked about header fitment on a lowered ‘86 C10. I recently swapped a 6.0/4L80 into a lowered ‘81 C10. We used Speed Engineering stainless swap long tube headers and they fit beautifully. They DO interfered with an ear on the bell housing, but we fixed that problem in 5 minutes with a grinder and a cutoff wheel. These headers tuck up very nicely ABOVE the bottom of the frame rail. We had to make a new transmission crossmember in order to keep the driveline angles in spec. That gave us plenty of room to run the full length dual exhaust. We even retained the factory column shifter, but we had to relocate the mount for the shift rod that runs from the frame to the transmission. The truck hasn’t been on the dyno yet, but it’s a BLAST to drive on the street. The Sloppy Stage 2 cam we installed doesn’t have great low-speed drivability, but the 2800-ish stall speed converter and 3.73s make sure that the engine doesn’t spend much time at low rpm.
I'd like to see a stock lq4 with a truck Norris cam thanks
And add 862/706 on top of that. And then put a 4.8 crank in it with 243
Best cam, springs,long tube headers and tune on stock Lq4 for a 3.73, 4l65 (2800 stall) daily driver. Thanks 4 all your builds!
I put flat tops in my LQ4 with pocket ported 706 heads. ELGIN 218 cam. Starts pulling right off idle. TBSS intake and ported TB. Rarely even down shifts to pass people. Usable torque everywhere.
1st time commenting. I'd like to see a set of 799 heads cut to the same chamber volume as a 706 head to eliminate the compression ratio from the low end gains of the 706. This would show the benefit of lack of from the smaller valve and port design.
I'm doing this build stock lq4 out of my 05 express van and putting my stock 243 heads from my 05 corvette into my 56 chevy 210
Finally a lq4 test. Please test the stage 2.5 PRC 243 heads and the Cleetus McFarland Bald Eagle NA cam with the split Holley intake. I am absolutely amazed how this runs and would guess around 545 crank hp.
Yes sir Richard go one using oil and it doesn't even smoke doesn't show where the oils go in no leaks and you check the pipe and it ain't residue have a great week Richard 💪🏼 and
Draw through turbo vs blow through, if there is a difference, what sizing changes make them similar. How is throttle response, boost, etc. This one needs a data point on a stock engine.
agree
Not sure if you'll get this, but i would be interested if we could see how combustion chamber/compression ratio, ignition timing and power are related. In my opinion a bigger chamber would take more timing to burn the extra volume and the smaller chamber would make more power because of cylinder pressure/expansion ratio.
more compression adds power, smaller chamber usually wants less total timing
After you do all the test you want with. Try taking a lot of torque away and try to reach gen 4 big bang power level.
Eric Weingarter has a theory that most 6.0 builds would do better with the LS3 small-bore head such as Promaxx's than with standard bore LS3 heads. Maybe you could compare something like that? I know your 243 vs LS3 head test showed similar results, just that one was better for low-end and the other was better for high-end.
a small bore, small valve ls3 head should be better than a stock ls3 head
I reckon if u deshroud the chamber both sides to suit a 4inch bore, compression would be spot on with 6.0l / 706 heads
With flat tops
And a late closing intake
I have a LQ4. Planing on putting in flattop pistons, BTR stage 2 maybe 3, with a carb. Yes, I’ll be using the 317 heads because that’s what I have. I think the flattops would be money better spent to raise the compression than changing heads.
Head shaving 317s. What is minimum chamber size. Same cam, only compression change. More for Richard than huntinghogs.
you can mill the 317s
How much power can you make with different heads and cam combinations using premium gas as a limiting factor. Include using a turbo with premium gasoline. No E85
turbo wins that
Build a 402 out of it use factory heads with rocker upgrades and put a blowthur carb on it and shiw the EFI guys that you can make crazy power with this setup... then go for the moon and see what the limit is
Do you do consultations on builds for people that don't have the time or knowledge on LS builds..for a small fee...or a big fee🤣👍.
I will answer any question-come join the live feed-no cost for info
I wanna see real data from The Interchiller that uses the A/C to chill the intake
I would say yes, but dont limit it to 2000 rpm, 4000 rpm isnt unreasonable for a regular rpm. Street power! 🤙
Richard, I have an idea that nobody has ever tried, open long tube headers vs long tube headers with Flowmaster 4-2-1 collectors with an xpipe.
open long tubes with no collector (just 4 open pipes?)
@@richardholdener1727, with a collector
@@richardholdener17278-4-1 would be cool
Treat it like stock car class sbc just lightening rotating assembly and valve train mods stock stuff
I don't think I asked this question properly last time I asked. I'm wondering Roughly how hi of compression a person can run Without Accessive Detonation issues, with Truck norris cam. I know there are lots of variables. I'm talking 91/93 pump gas. .0043 Quench, flat tops. With my 799's I'll be at 10.96 I was hoping I could run it this way Until I can afford the rest of my turbo stuff. Then use my 317's that would drop CR too 10.11 My intention is to run 9-11 pounds on pump gas for 600-650 whp. Heavy vehicle short bed 4×4. Has 35" tires, but is Slightly over geared with 488's Instead of 456's that This would be better suited for the 35's.
ask yourself what do you gain from more compression except getting closer to detonation? The gains don't outweigh the possible problems
@@richardholdener1727 CRAP ! I must have said it wrong again. Unfortunately I don't know how to be more clear. Thank you for your time Mr Holdner.
also depends on cam timing, air intake temp, chamber design, water temp etc...
@@richardholdener1727 I've watched pro builders say, you need more cam for A certain amount of compression. So It got me to wondering the range appropriate for the TN cam. (Ruffly) Instead of just throwing it together finding out. I should have done more research. I really appreciate you're taking the time to respond 🤙
I have a lq4 I want to put in my 85 Camaro and want to put 706 heads and sloppy stage 3 cam you think you can do a test to see where it will be at I want a lil nasty street motor?
I have a test of a SS3 cam on a 5.3l up
@@richardholdener1727 link to that video?
put ss3 or sloppy stage 3 in the search-it comes right up
First test should be milled 243s on it and a x-ram. Both those should increase low-midrange tq. After all it is a truck engine.
Cams are over rated without proper supporting mods.
How about this 6.0 street combination...lq9 with 823 heads and a TN cam! 500hp 500tq?
not sure about the 500 lb-ft
@@richardholdener1727 475ish? 😆
@richardholdener1727 it's worthy of a test up on the dyno
Which carb intake gives up the least from 2500-5k compared to a stock truck efi int
a dual plane might actually be better down low
A lot of times you can make more power with the same hit of nitrous by opening the ex. Valve sooner,test it.
if the cam timing makes a difference in power with the nitrous, it made a difference in power without
@@richardholdener1727 Richard there is much more ex coming out of an engine when nit. Is involved. If the blow down phase doesnt get the cyl. Empty when the piston rolls around the bottom, then you will suffer pumping loses . We proved all this years ago. Dont you wonder why the promod guys use a bigger ex valve and or open the ex valve sooner. Ive seen on your tests engines that made more power than the hit was. It is the ex function that determines that. Test it, that is what you do. With a sbc I cut down and put a bigger valve in the ex side and made 30 more hp with the same jets.
@@richardholdener1727 opening the ex valve early can make a difference na , the engine will lose power.
I've stated time and time again at Pro Mod levels, where massive shots are run, cam timing can become an important element. For a junkyard LS, where we are not exhaust flow limited or not trying to run a very high % of nitrous vs na power, nitrous simply adds to what is there
What horse power can I expect from a lq4 with a sloppy stage 3 cam
near 500 fly hp the way we test it
Richard, would you want to sell a set of 799 heads?
I'll sell you a set for $250 plus shipping
I might be
243 heads with a low to midrange cam
Stock pistons
test E85? or have you done all that?
lots
Test it with a stock ls7-427 cam...
I have compared that stock LS7 cam a few times
@@richardholdener1727 cool, how does a person find that video?. I found the one with the 5.3 test.. do you think that the extra tourqe that the 427 makes is from the extra displacement?..
extra torque compared to what?
@@richardholdener1727 the same cam in the 5.3.. is the extra power made with this cam in the 7.0 just from the extra displacement on the lager engine?..
400hp and 400ft/lbs in a 1500hdv 2005? NA?
AS STOCK 6.0l DOES THAT
Mechanical fuel pump conversion!!!
Why? That seems like a very expensive way to solve a simple problem. Unless you’re racing in a class that prohibits electric pumps, there isn’t any reason to design and build a mechanical fuel pump drive. Belt driven mechanical pumps are already available in the aftermarket. Again, they’re more expensive and harder to package than an electric pump.
@@alantrimble2881 The parts are already available from Gmpp.
The reason?
My LSX identifies as a pre-electronics era engine.