LET'S TALK TURBOS-4200 ATLAS AMERI-BARRA (WHAT HAPPENED?)
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- Опубликовано: 23 май 2021
- THE 4200 ATLAS LOVED BOOST, BUT WHAT WAS GOING ON UP ON THE BIG END? LOT'S MORE TESTING TO DO! TURBOS, CAMS, INTAKES, HEADS PLUS UNBOXING SOME SUPER COOL STUFF TONITE!
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As for Likes, Mr Holdener...If you don't ask, you don't get...but plenty of us here like first, then watch the video. Then go back, watch, and Like Again. Rinse, Repeat...is Sweet!
I’m putting my money on beehive valve springs and LS ignition coils fixing the issues at the top end.
Oh nice!!! Now boost a inline5!!! Give Colorado/Canyon a kick in the ass!!
There ya go ! Richard said it again ! “ Can’t wait to test a Barra !! “
I can’t wait either !
For now loving the Ameribarra and see what it can do!!
Atlas tugged
I really like your discussion about handling and road course driving. The best money a noob can spend to make his car faster is sticky tires. After that, the best money he can spend is on more track time to become a better driver.
So true. Upgrade the stuff that keeps you stuck to the planet first.
Exactly! By upgrading any worn suspension parts with "better" parts will actually make the vehicle "seem" faster because it does what it's told, and responds quickly.
Making it more predictable, and raising it's limits (but you'll better know what those limits are by testing what you have)
..then upgrade the BRAKES!
I would love to put one of these LL8's in a murdered out CTS coupe, boost it, remove all Cadillac badges and make it a GNX !!
Old, I know. But others are running 2jz springs, from what I understand
Hey the later 4 cylinder and 5 cylinder versions use a larger 95.5mm piston to pick up some cubes compared to the 92mm that is in all of the 4.2Ls. not sure why they never used the larger piston but it would be near 4.4L with the larger pistons. Be a cool test
You do know that you can't just put larger pistons into the engine without boring the block, right? There may not be enough material in the smaller bore blocks for them to be bored out to 95+ mm.
There is not enough material in the cylinder to put such a big piston in there.
I can find the 4.2l all day long out in the yard near me. Glad to see they have some potential.
Hey I just got 4 of these motor all most free since no one wants them n going to fully build motor and other videos that I found but this motor I'm noticing and all the videos that I found with this motor they are making crazy horsepower with little boost
Richard; How about a link to full dressed dimensions/weight to help out the 'swapping' crowd?
Wiring harness offerings etc..
Thank you for all the videos!
check out nivlac57
whats shinier? the turbo or his dome piece? Hey great content man thanks
That mr clean 🤣 much love 🤝
I was stoked!!! I really want to boost my 2002 Trailblazer, now!!!
Try locking the cam phaser out and see if the top end problem gets better? Just a guess..
I love all these "The other guys" videos!
I've only recently become interested in the 4.2& 3.7. I'm currios why upgrading the cam, springs, retainers,etc. Is it because of the exhaust variation why they don't run solid lifters instead of stacking spacers?
keep up the good work!
I love the slant , it's my favorite dodge engine
I'd love to see a large turbo feeding into something like a centrifugal pro-charger super charger, setup to start as a compound that transfers into a sequential thru the use of wastegate and bypass valves.
The value spring are the same as the 3.6L LLT in LFX V6. Mace down in Australia has 100 lbs spring.
Being an Aussie with a few barras; the turbo motor and NA are very similar. The better motor for both is a FG over a BA or BF. Better head and cam profile. The crank and head is exactly the same between NA and turbo but the turbo runs incolnel exhaust valves. The turbo is at 8.7 to 1 comp and the NA around 10.3 to 1. Wikipedia spells us out. The NA rods are junk. Both motors will valve float from 12psi up as the springs aren't great. I'm loving the atlas 4200 if it's anything like the barra I'd love to get one here and run it in a C10 truck to be different. You were right though with the basic barra mods, valve springs, pump gears and backing plate, headstuds and balancer upgrade considered essential for 20psi - we don't tend to bother with rods pistons cams or such till looking at 800 and up wheel hp. You'll find too the barras also eat timing chain guides being plastic and crap
Would you happen to have any barras for sale by any chance or know where I could get one
This is exciting! To see how my 4.2 L cousin does 😁
K24 Miata, heck I always wanted to rotary swap one, brap brap, Miata!
magic levitating turbo waayehhh
Richard’s specific quirkiness makes me feel like he’s a DJ at a skating rink part time on the weekend. Love the content though!
time for all skate
Great motor
Do the have to harden the cams after they grind them on this application?
One of these would go well in a late 60's or early 70's Aussie Kingswood, or better yet, in to a '78 to '80 UC Torana hatchback, waaaay better choice then a modded 202. That 481hp dyno result, dropped in to a car that masses under 1200 kilos (about 2600 lbs) would be, fun.
Nah, put one in a 1970 'Cuda. The world's first Barra 'Cuda! Like the song by 5,6,7,8!
@@exploranator MoPars reject GM heart transplants, tends to result in trouble.
Can you source us a cheap replacement for comps oiless turbo lube? I’m not paying $200 for a 3oz lube of $10 high temp/water resistant lube.
great stream mate cant wait see the na dyno of the turbo barra. the 4200 is still gonna be better. all my fellow aussie may not like it but a pump is a pump. did your book turn up? question do you think a tri y header would be better than your 6-1?
Thnx Julius-I did a book opening on the live feed! Thanked you live
Good question. I'm hoping he tries that option.
My father has an 08 trailblazer with this motor in it.. when he got it I thought it was pretty cool being what it is.. cool to find out i wasn’t alone lol. 06-07 better than 08? Or is it just ecu?
Check out Newcomer Racing, former NASCAR guys, new 4.0 turbo header and purpose built turbo intake. Shazzzzam, Deja vu!
What would be the rev limit of these motors and how high can it go???
Wonder if they can de stroke and send it
The reason these dont rev very high is because they experience a crank vibration around 6500 rpm. There is a company called bhj that makes harmonic damper for them that allows you to rev out to 7500 and i believe there is one for 8500 rpm too. Either that or if you are going to use this for racing only, you need to start out at 7000 rpm
Hey man it’s like your the only person I actually learn from IF ITS POSSIBLE CAN YOU DO A VIDEO ON THE SLOPPY 3 CAM IM VERY INTERESTED IN TOO SEE YOUR DATA AND INPUT ON IT WILL LITERALLY BE ME CHOOSING IT IF U SAY AND PROVE ITS GOOD IN MY DESIRED POWER RANGE
what is the motor size, intended application and cam specs-i'll tell you what it will make
@@richardholdener1727 lm7 5.3 Gen 3
I have 4 ls applications two 2003 surburbans and a 75 & 96 caprice all have 5.3 lm7 706 heads in all of them
have you ever tried running the PCV into the exhaust after the turbo. Run it in at a angle in the direction of flow to achieve a venturi effect.
that's a pan evac system-guys been doing that for years
@@richardholdener1727 just curious if you had tried it to help cure the excess positive crank case pressure. im also curious how effective it actually is as acting as an evacuation system. wonder if you could test it. PCV into intake vs Collector. with a dyno results comparison
How many 90 degree elbows till it makes no boost? 1 elbow, 2 elbow, 3 elbow, 4 elbow, 5 elbow, 6 elbow, 7 elbow, 8 elbow, 9 elbow, 10 elbow, 11, elbow, 12 elbow = no boost, just a pugged muffler? +30psi at the compressor -5psi at the throttle body.
check out the remote turbo test-with long (big) discharge tubing
I know a lot of guys run unlocked stock ecu’s on LS engines, is that possible on the 4200 for a swap and if so what’s the drawback?
it is possible to tune the stock 4200 ecu with hp tuners etc like the ls.
I was looking at the specs for the Atlas engines and noticed that the 5 cylinder 3.7 has a bit more bore but the same stroke as the 6 but also makes power a bit earlier? Both HP and torque happen a few hundred rpm lower on the I5 but they both redline at 6300. What's going on there?
cam timing difference? intake runner length?
On peak power Rpm...Check the idealized Stan Weiss website and cross check with the Australian Alex G Bell. Each has the peak power rpm chart for cylinder bore size verses port intake size. As bore size goes up, it changes the power peak. Specfic power rpm drops as you add cylinders. In Australia, the 2/3rds of a 173 in line six was rhe 1900 Four. It made 80 hp at 4800 rpm while the 2850 cc six made 102 hp at 4200 rpm. Thats how it goes when you lop cylinders off an engine. Specufic power per cube and peak power rpm goes up. The Atlas has a 4.05" bore spacing; with 95.5 mm pistons that is an almost 400 Chevy like siamesed bore spacing of 0.290. For a dry linered 6 cylinder aluminum block...not much cooling gping on between cylinders
@@deanstevenson6527 you actually hit pretty well on why I'm baffled on the I5 making power lower. Like you say, specific RPM power drops as you add cylinders, so why is the I5 making power lower than the I6? The I6 also has a 93mm bore to the I5's 95.5 which should also shift power lower on the I6.
I rummaged through some technical specs last night, intake and exhaust runner length are pretty close, the valves are the same size across all the engines. I wasn't able to find cam specs though, so I'm wondering if the I4 and I5 have less cam in them to improve low rpm torque.
Lv1 Lv3 turbo please for colorado and gmc vans!!!
Rich, tonight I scattered my turbo LS. Have you ever seen or heard of too low of timing under boost breaking rods or pistons? For reference I run 30° base timing and pull it down to 12° at 15psi. Only saw 10 psi on a boost spike tonight but still windowed the block.
It’s my understanding that setting timing too retarded under boost can cause heat buildup in the combustion chamber, but I’ve always thought that was going to burn a valve or torch a head before anything else. Perhaps the rings butted? That timing sounds pretty safe to me, but my expertise is in 4g6x 4pots. Was this on pump gas?
low timing usually shows in high egts-were you on it for a very long time
@@richardholdener1727 it blew up at about the 1000’ mark. So 10 seconds WOT. logs show 12psi peak boost at 14° of timing on pump gas. I did notice the pull prior to this was shooting a large orange flame out the exhaust for the entire pass. It’s got a relatively short length 5” hood dump so I’m not sure if that’s normal or not. First hood dump experience. I never noticed the blow torch out the exhaust when it was a fender dump with a smaller turbo.
@@mikescherrer4923 pump gas yes, 12psi 14° when it grenaded. Based on a video I shared on a blow thru page of my concerns about the flame coming from the exhaust during the pull I was told my timing was too retarded. I had more in it last year with the smaller turbo but I wanted to be safe so I dropped a couple degrees out of it everywhere in the curve.
Back in the day, they would put a vacuum pump on the crankcase vent. Still relevant ?
it works
Still relevant. Many race engines have one. 👍
Si es así de fabrica consume gasolina y imagínate con turbo
Did anyone else notice the guy in the background at 15:45? 😂
Isnt that Eric the Power Junkie looking for a Fix Mr L!
It could be "just me", but Richard, doesn't that exhaust manifold look TOO small?
You just told me,"No", because you wanted to take 3" diameter - 2-21/2"
it is fine
Videos good but need a couple more ads
those engines are trash