Do you think the 16 deg or timing is a little aggressive here? Made a little over 30psi, a/f was a touch fat at 3.6ish. Blower with gear drive eating up some power but your 4.29 is flying.
There is a secret sauce to keep in those motors alive Keeping them down on torque and up on hp in higher RPM Maybe talk to the guy at squirrel tuned. If I remember correctly they were pulling a couple degrees of timing during peak torque helps with head gaskets and rods. I think the head gaskets are a fuse this time.
In the LS world when people advertise that they have a "stock block" "stock crank" and "stock bottom end" it gives a lot of people the illusion and false hope that it's perfectly normal and totally within reality to go out and grab an old LQ9 with 160k miles on it out of a junkyard Suburban and put a bunch of boost or spray on it and go out and make 1500hp and run 4.90s all day in the 8th like it's nothing. I hate to tell you kids. But that's not the case. It's very misleading.
Dang, sucks ending a session with issues. We use regular ol ls9 gaskets around 1100-1300hp on a few setups. The gaskets should be up to the task of 900ish no problem. May be an issue elsewhere 😕 hope it’s a simple fix!
@@TurboJohnRacing yeah I mean it’s tough to say, I think you are right about the afr vs timing. I think the afr was hiding some ignition advance. If the combustion mark was showing at the bend you could actually be beyond it a little with that afr. Seems like normal ignition timing though honestly but that jagged rpm would have me on edge. Wondering if there is a sync issue. if there is then your ignition could be fine when it’s sync’d properly but for brief moments through the run be out of sync and doing sone random damaging timing. Something that may be easy to verify is just seeing if your ignition sync is good at both low and high rpm and maybe sacrifice one of the pulls to do a system log. We have had some dumb stuff like a little side market harness bulb create a short that was wigging out the ecu and ruining our cam and crank signal intermittently during a run. Drove us nuts. Once resolved rpm was back to smooth as silk . I’m not sure though. Always so many variables we are unaware of when watching a video. I hope it’s something simple, whatever it is!
I’d have to agree. Those ls9 gaskets been pushed upwards of 13-1400 at the tire. I’m not up on methanol tuning quite yet but i would definitely say keep the timing out of it below 6k. Trickle 2-3 * back in after 6k. Should be able to spin that thing to 7500. Peak torque is where it likes to self destruct sbe stuff.
I’m glad I decided to oring and copper gasket instead of ls9 gaskets. SCE and Cometic told me no more than 20 lbs. of boost with the Athena or the MLX. Not saying it doesn’t work for some people. I’m just going by what the gasket companies told me.
Dang that fella pushes that thing HARD!! He spends some serious money on that car. You'd think he'd set that stock motor on about 800hp and enjoy it till his good motor is finished.. It definitely looks better everytime he redoes it though!
A little aggressive on spark! The RPM that the engine is running is a big issue in terms of making as much power as it can. That spark plug can reallllllllyyyyyy mislead you especially if its an NGK -10 on a stock bottom end deal! The engine was begging you to lean it out with that high rpm breakup, I agree 100%. The EGTs looked really soft to me depending on sensor location, weve seen 1400 on our stock bottom end stuff.
@@TurboJohnRacing honestly the 15-16* number at 7000+ would probably be fine but you need to creep up to that point. 12ish at 30psi below 6500 is going to keep the gasket down much better and keep torque under control. We have a combo with a stock head that will consistently rattle the head gasket at anything above 13* below 6500 at 40psi. Honestly I’m speaking from experience with turbo sbe stuff so it’s not exactly a 1:1. The pro charger is going to tend to come into peak torque more violently and rattling a head is going to just in general be easier to do. Your main goal is the flatten the torque curve as much as you can and keep big cylinder pressure swings to a minimum. Put a coolant pressure sensor in the rad end tank and it will tell you when it’s getting mad at you and creep slowllllllyyyy until you see the sensor start to jitter. PS: I know that you know that timing numbers don’t mean much but I think I saw y’all verify it haha. Put an ngk8 in it lean it up a bit and soften the timing up especially below 6500 if the blower will still climb with the timing out! The other biggest thing to me is when the dyno says you’re making 700tq to the tire it’s going to be closer to 1000 on what the engine is actually having to produce to make that with that combination and that’s reallllllllyyyyy close to where these things get unhappy fast.
Athena gaskets, add an expansion tank and roll with it. If you're not changing plugs each pull, reading the timing mark won't do you much good. There's too much junk on those plugs
That's such a sweet car!! The baddest ride on your channel in my opinion, definitely worth the most! That right there is enough power for any back of the track stuff, can't wait to see it make some hits!
is really hard to believe the nice built like that will be stock rods hum,no way Jose ,that Procharger cover along is expens e the car is really nice ,and has lot money on !!!!!!!!!!!!!!!!!
Hi, this is a lot off subject, but do you have any idea of where to get china rail spacer for the 8.2 runner victor heads? Back to the video, that LS stuff make stupid power, bang for the buck you can’t beat it. Thanks
The HP to boost ratio seems off big-time. Had anyone verified the cam timing? My sbe 5.3 deal with a small cam and stock heads made 960hp at 27# through a TH400 on e85. That was with Nick's (TNT) early s485. I put the newer 85 on a forged 6.0 and it made 950 at 21# in the same car . 18-19° timing . Capizzi tuned. Those head gaskets should handle a ton more power than that. Something is fishy! Good luck gentlemn
@@danmyers9372 Well you don't make full dyno pulls multiple times in a row spraying water out trying to get air out unless you want to nuke head gaskets or torch heads. At any rate it will be interesting to see if the head gaskets are lunched at this point, I hope not and hope he can get to racing the car and exercise the demons...lol.
Methanol engines don’t have a fuel ring down in the plug. A/F is shown on the base ring. This one is still way fat, the cadmium is not started to turn white on the face of the base ring.
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I used to crack jokes about the swap, now I feel bad for dude. This car just won't act right. I wish you the best and hope you get her sorted.
An LS makes a killer trotline wieght 😲
This this car is screaming for a Hellephant crate motor.Hope things turn around in his favor for this race season!!!
Not a Hellephant. It’s an LS.
@@danmyers9372 lol. He knows that. He is saying it needs a Hellephant. 😉
We’ve been 4.29 on LS9 gaskets. This was Trickflow 220 heads so better deck seal then OEM. Blowers are way harder on everything though.
Do you think the 16 deg or timing is a little aggressive here? Made a little over 30psi, a/f was a touch fat at 3.6ish. Blower with gear drive eating up some power but your 4.29 is flying.
There is a secret sauce to keep in those motors alive Keeping them down on torque and up on hp in higher RPM Maybe talk to the guy at squirrel tuned. If I remember correctly they were pulling a couple degrees of timing during peak torque helps with head gaskets and rods. I think the head gaskets are a fuse this time.
Yep
That thing sounds mean!!!!
In the LS world when people advertise that they have a "stock block" "stock crank" and "stock bottom end" it gives a lot of people the illusion and false hope that it's perfectly normal and totally within reality to go out and grab an old LQ9 with 160k miles on it out of a junkyard Suburban and put a bunch of boost or spray on it and go out and make 1500hp and run 4.90s all day in the 8th like it's nothing. I hate to tell you kids. But that's not the case. It's very misleading.
They are time bombs.
Can’t beat dyno pulls , love it ..
Dang, sucks ending a session with issues.
We use regular ol ls9 gaskets around 1100-1300hp on a few setups.
The gaskets should be up to the task of 900ish no problem. May be an issue elsewhere 😕 hope it’s a simple fix!
What timing do you think? We were fat for sure, but that last pull picked up good power.
@@TurboJohnRacing yeah I mean it’s tough to say, I think you are right about the afr vs timing. I think the afr was hiding some ignition advance. If the combustion mark was showing at the bend you could actually be beyond it a little with that afr.
Seems like normal ignition timing though honestly but that jagged rpm would have me on edge. Wondering if there is a sync issue. if there is then your ignition could be fine when it’s sync’d properly but for brief moments through the run be out of sync and doing sone random damaging timing. Something that may be easy to verify is just seeing if your ignition sync is good at both low and high rpm and maybe sacrifice one of the pulls to do a system log.
We have had some dumb stuff like a little side market harness bulb create a short that was wigging out the ecu and ruining our cam and crank signal intermittently during a run. Drove us nuts. Once resolved rpm was back to smooth as silk .
I’m not sure though. Always so many variables we are unaware of when watching a video. I hope it’s something simple, whatever it is!
I’d have to agree. Those ls9 gaskets been pushed upwards of 13-1400 at the tire. I’m not up on methanol tuning quite yet but i would definitely say keep the timing out of it below 6k. Trickle 2-3 * back in after 6k. Should be able to spin that thing to 7500. Peak torque is where it likes to self destruct sbe stuff.
I’m glad I decided to oring and copper gasket instead of ls9 gaskets. SCE and Cometic told me no more than 20 lbs. of boost with the Athena or the MLX. Not saying it doesn’t work for some people. I’m just going by what the gasket companies told me.
I think oring is far superior
Dang that fella pushes that thing HARD!! He spends some serious money on that car. You'd think he'd set that stock motor on about 800hp and enjoy it till his good motor is finished.. It definitely looks better everytime he redoes it though!
Hell yea John
Mls gaskets are riveted together, double check, and make sure the rivets aren’t sandwiched between the block & cylinder head.
Nice suggestion, thanks
She a strong runner! There might be an air pocket in the engine! 🤩🤩
That last pull was air from the cylinder, lm pretty sure
Asking a lot from a sbe LS on that type of blower. Impressed.
A little aggressive on spark! The RPM that the engine is running is a big issue in terms of making as much power as it can. That spark plug can reallllllllyyyyyy mislead you especially if its an NGK -10 on a stock bottom end deal! The engine was begging you to lean it out with that high rpm breakup, I agree 100%. The EGTs looked really soft to me depending on sensor location, weve seen 1400 on our stock bottom end stuff.
What would you suggest timing?
@@TurboJohnRacing honestly the 15-16* number at 7000+ would probably be fine but you need to creep up to that point. 12ish at 30psi below 6500 is going to keep the gasket down much better and keep torque under control. We have a combo with a stock head that will consistently rattle the head gasket at anything above 13* below 6500 at 40psi.
Honestly I’m speaking from experience with turbo sbe stuff so it’s not exactly a 1:1. The pro charger is going to tend to come into peak torque more violently and rattling a head is going to just in general be easier to do.
Your main goal is the flatten the torque curve as much as you can and keep big cylinder pressure swings to a minimum.
Put a coolant pressure sensor in the rad end tank and it will tell you when it’s getting mad at you and creep slowllllllyyyy until you see the sensor start to jitter.
PS: I know that you know that timing numbers don’t mean much but I think I saw y’all verify it haha.
Put an ngk8 in it lean it up a bit and soften the timing up especially below 6500 if the blower will still climb with the timing out!
The other biggest thing to me is when the dyno says you’re making 700tq to the tire it’s going to be closer to 1000 on what the engine is actually having to produce to make that with that combination and that’s reallllllllyyyyy close to where these things get unhappy fast.
Athena gaskets, add an expansion tank and roll with it. If you're not changing plugs each pull, reading the timing mark won't do you much good. There's too much junk on those plugs
I saw some of that black paint off a head gasket bubble out the radiator. Looked like the passenger side was puffing a little steam mid run.
Yep, there were a couple floaters in the coolant, looked like the head gasket coating for sure.
That's such a sweet car!! The baddest ride on your channel in my opinion, definitely worth the most! That right there is enough power for any back of the track stuff, can't wait to see it make some hits!
Couldn't agree more!
is really hard to believe the nice built like that will be stock rods hum,no way Jose ,that Procharger cover along is expens e the car is really nice ,and has lot money on !!!!!!!!!!!!!!!!!
As soon as his good motor is done, it's going back in the car.
Wow,,👀😯😲,,,, pretty impressive Guy's...👍👍😎💪💯....
Thanks 👍
That’s a LOT of power on a basically stock bottom end LS.
Are y’all going to Yellow Belly?
No, we have a ton of local races this year.
I’ve never seen Ls based engine with a pro-charger gear drive
Hi, this is a lot off subject, but do you have any idea of where to get china rail spacer for the 8.2 runner victor heads?
Back to the video, that LS stuff make stupid power, bang for the buck you can’t beat it.
Thanks
I don’t, sorry
@@TurboJohnRacing thank you.
Set them rubber couplers on fire
Agree.
The HP to boost ratio seems off big-time. Had anyone verified the cam timing?
My sbe 5.3 deal with a small cam and stock heads made 960hp at 27# through a TH400 on e85. That was with Nick's (TNT) early s485.
I put the newer 85 on a forged 6.0 and it made 950 at 21# in the same car . 18-19° timing . Capizzi tuned.
Those head gaskets should handle a ton more power than that. Something is fishy!
Good luck gentlemn
Thanks, remember this blower is using about 200ish hp. So 879 at the tire is with the blower eating up power too.
Sure glad to see it puke the water on the dyno and not at the top end of the track and under the tires....
Think they were trying to get air bubbles out of the cooling system there.
Should get five passes before it blows this time instead of two🤔😲
@@danmyers9372 Well you don't make full dyno pulls multiple times in a row spraying water out trying to get air out unless you want to nuke head gaskets or torch heads. At any rate it will be interesting to see if the head gaskets are lunched at this point, I hope not and hope he can get to racing the car and exercise the demons...lol.
@@macman231 it’s a video my dude .. I’m sure they let it cool between runs lol ..
That last pull, she gonna blow early.
Have y’all tried the blue devil block sealer. I had to put it in my big block because my copper gasket wouldn’t seal and haven’t had any more problems
6000 rpm, 20 pounds of boost and 600hp just don’t make no sense!
Its a dyno shop wheres the spark plug cutter thats the true way of tuning a engine on a dyno
Methanol engines don’t have a fuel ring down in the plug. A/F is shown on the base ring. This one is still way fat, the cadmium is not started to turn white on the face of the base ring.
I thought projected tip plugs was a no no with boost or nitrous?
That’s not projected.
@@TurboJohnRacing I commented when I saw the first time then after you showed again I realized it wasn't. Lol spoke too soon
The drama queen mopar is back. For all that noise and fanfare that thing should be making 3x that HP.
It sounds like 3000 hp for sure! Them zoomies are loud!
Stock pistons not stock rods ...
Gen 4 stock rods, aftermarket piston
Typical blower car, tossing parts off left and right. Ha Ha Ha!