I just watched Joe simpson tune a 6.0 Single turbo 11lbs boost on pump gas 93 650whp. Man I wish I had the time and brain power to Understand how to tune. 👍
thanks for this! My truck made 492 wheel and i have one of these laying on the floor. I think its time to throw it on and put the hater pipe on and go back tot he dyno and make 525 wheel, lol. Good video man, keep it up
Good comparison, at around 17:34 in the video you mentioned that because of the torque converter that the engine makes the majority of its available power at the beginning of the pull. This is very encouraging to me as I would to build a twin turbo LS in my next project and don't want to have to wait until 6000rpm-7000rpm to see the maximum power from the engine, as I would like to be able to occasionally use it as a daily driver. Or would I still need to wait until the higher rpms to actually see 700HP-800HP+ ? Of course I could always use axle gearing to get into higher rpms at lower speeds but would rather not unless necessary since it would have a severe hit to mpg if I were to use it as any kind of daily driver. Thanks for any advice, opinions, or answers. Regards
From the all the builds we have done, we are seeing peak power around 6000, but I limit power down between 4000-6000 by lowering the ignition timing. That's where you'll typically have the most cylinder pressure, thus making it more likely to bend connecting rods. However this is really only an issue when pushing up around 1k hp, so if you're around 700-800 you won't need to pull as much timing down there and you'll notice the engine feels like it makes all the power by 4000 and will carry it to 6000 no problem! I would just suggest a smaller cam, like around 215 duration on a 4.8 and around 222 on a 6.0 and you'll like the power band
It's not a problem so far, if it were a restriction I would see a drop in pressure between the intake and the turbos, but pressure is the same (within 1/2 psi) at the turbos as it is inside the intake manifold.
@@LS1FREEK I agree with the gentleman on increasing the size of the charge pipe. The reason why I state that yes it doesn't seem to be a Flow Restriction but when he's slow they are down and reduce the turbulence you can pick up efficiency which in turn will make a little bit more power. Two two three feet from the opening of the throttle body back. Not all the way from the intercooler
Because my torque converter flashes close to 6000rpm when all the boost hits, so even if it would build boost down at 2000rpm as soon as the turbos spool it'll go to 6000 rpm, no good data at 5200
@@LS1FREEK this isnt an effective display for power production in the usable rpm ranges. And. 2k stall just helps lock the rpms at 2k before all the power is transferred into the trans.
@@62saki91 I understand that, but I can't do that with my combo. This test accurately shows power gains from 6000-7000 rpm on my combo. Which is where most people would expect the biggest gains going from a stock 99-06 truck intake to a TBSS intake.
@@LS1FREEK LOL the TBSS intake is on an LS2, however is it still a long runner intake, you would see high gains down low, unlike a short runner. I would expect highest gains in the 3-5 K RPM range. with a plateau/taper in the 5-7K range this is actually reinforced by your own dyno considering the high torque starting value on your runs then drops down.
@@62saki91 this would make sense if I was going from a short runner intake to this one, but I already had the best tq producing intake (99-06 truck intake) on it. Besides, as soon as I leave the starting line, the converter flashes to 6000rpm, so I have no care what it does below that. Anyone else running a combo like mine wouldn't either. But again, like I said my, combo didn't allow me to dyno 5he way you said since the turbos don't come into full boost till after 5000rpm at least, and my converter flashes to 6000rpm, I can't lug it down
Very good info. Been thinking about making this swap on my Orange turbo truck. Just bought that throttle bracket too, lol. Interested to know how it feels NA driving it around.
I was kinda surprised to see gains wer similar at every boost level, was expecting more gain with more boost. But just goes to show its not a flow issue but rather a design difference that makes it act differently
What the fuck does it matter if you have a bigger throttle body on there or not. You have a fucking reducer right on the front of it bringing it right back down to the stock throttle body size. Why don't you spend a little bit more money and get the properly sized cold air intake system designed for the 90mm TB.
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Good video bro. In the process of doing the same on my silverado
I just watched Joe simpson tune a 6.0 Single turbo 11lbs boost on pump gas 93 650whp. Man I wish I had the time and brain power to Understand how to tune. 👍
My new 6.2 combo is a SBE LSA on 10 psi and 87 octane it did 130mph in a 1/4 in my truck haha
@@LS1FREEK That is friggin gettin it. And on 87🤯 Sounds like you could teach the hole world to sing 🎶 in perfect harmony, on Diet coke. Ha
@@kevinwest3689 😂
Those fuel rails are Fasster. Very little on his website but text the number and he'll get back to you right away.
thanks for this! My truck made 492 wheel and i have one of these laying on the floor. I think its time to throw it on and put the hater pipe on and go back tot he dyno and make 525 wheel, lol. Good video man, keep it up
Thank you!
Good comparison, at around 17:34 in the video you mentioned that because of the torque converter that the engine makes the majority of its available power at the beginning of the pull. This is very encouraging to me as I would to build a twin turbo LS in my next project and don't want to have to wait until 6000rpm-7000rpm to see the maximum power from the engine, as I would like to be able to occasionally use it as a daily driver. Or would I still need to wait until the higher rpms to actually see 700HP-800HP+ ? Of course I could always use axle gearing to get into higher rpms at lower speeds but would rather not unless necessary since it would have a severe hit to mpg if I were to use it as any kind of daily driver. Thanks for any advice, opinions, or answers. Regards
From the all the builds we have done, we are seeing peak power around 6000, but I limit power down between 4000-6000 by lowering the ignition timing. That's where you'll typically have the most cylinder pressure, thus making it more likely to bend connecting rods. However this is really only an issue when pushing up around 1k hp, so if you're around 700-800 you won't need to pull as much timing down there and you'll notice the engine feels like it makes all the power by 4000 and will carry it to 6000 no problem! I would just suggest a smaller cam, like around 215 duration on a 4.8 and around 222 on a 6.0 and you'll like the power band
@LS1FREEK Thanks, for clarifying your video for me.
Good content I had to swing by sub and check you out..can’t wait to do an update on my build
What’s up man, had no idea you had a channel. Subbed. 🤙🏼
Shoot yeah, I'm still wanting to get back into making more videos, it's just been super busy lately
the throttle body is bigger,but you put a reducer before ??? put your charge pipe bigger i think...
It's not a problem so far, if it were a restriction I would see a drop in pressure between the intake and the turbos, but pressure is the same (within 1/2 psi) at the turbos as it is inside the intake manifold.
@@LS1FREEK I agree with the gentleman on increasing the size of the charge pipe. The reason why I state that yes it doesn't seem to be a Flow Restriction but when he's slow they are down and reduce the turbulence you can pick up efficiency which in turn will make a little bit more power. Two two three feet from the opening of the throttle body back. Not all the way from the intercooler
What Size tap did you use for IAT sensor?
What Heads and Camshaft did you have?
317 heads and 231/234 cam
why you only boosting that high up in rev range? why not show a dyno run from 2K to redline so we can see the HP/TQ crossover @ 5250
Because my torque converter flashes close to 6000rpm when all the boost hits, so even if it would build boost down at 2000rpm as soon as the turbos spool it'll go to 6000 rpm, no good data at 5200
@@LS1FREEK this isnt an effective display for power production in the usable rpm ranges. And. 2k stall just helps lock the rpms at 2k before all the power is transferred into the trans.
@@62saki91 I understand that, but I can't do that with my combo. This test accurately shows power gains from 6000-7000 rpm on my combo. Which is where most people would expect the biggest gains going from a stock 99-06 truck intake to a TBSS intake.
@@LS1FREEK LOL the TBSS intake is on an LS2, however is it still a long runner intake, you would see high gains down low, unlike a short runner. I would expect highest gains in the 3-5 K RPM range. with a plateau/taper in the 5-7K range
this is actually reinforced by your own dyno considering the high torque starting value on your runs then drops down.
@@62saki91 this would make sense if I was going from a short runner intake to this one, but I already had the best tq producing intake (99-06 truck intake) on it. Besides, as soon as I leave the starting line, the converter flashes to 6000rpm, so I have no care what it does below that. Anyone else running a combo like mine wouldn't either. But again, like I said my, combo didn't allow me to dyno 5he way you said since the turbos don't come into full boost till after 5000rpm at least, and my converter flashes to 6000rpm, I can't lug it down
Very good info. Been thinking about making this swap on my Orange turbo truck. Just bought that throttle bracket too, lol. Interested to know how it feels NA driving it around.
I was kinda surprised to see gains wer similar at every boost level, was expecting more gain with more boost. But just goes to show its not a flow issue but rather a design difference that makes it act differently
I swapped to a tbss intake manifold in my 2000 silverado (1st gen 5.3) I felt a the difference at 3k to 63k but a huge difference at high rpm.
Kyle, it has better throttle response for sure. Otherwise feels the same honestly.
*fasster fuel rail
What the fuck does it matter if you have a bigger throttle body on there or not. You have a fucking reducer right on the front of it bringing it right back down to the stock throttle body size. Why don't you spend a little bit more money and get the properly sized cold air intake system designed for the 90mm TB.