I bought a L83 5.3L LT 5 years ago to replace my LQ4 in a turbo fox. What I found was completely rebuilding my hot side, completely re-configuring my accy drive(s), buying DI block offs, buying LT1 rods, buying the different crank, jumping over the challenge of the oil pan being one piece with the oil pick up, and dealing with ditching the VTAK was all too much vs the $800 alum 5.3L gen4 that bolted right back in and is good for 1000whp anyway.
One more thing. I have 1.6L fiesta ST that’s made 340whp for the last 5 years. 10.8/1 compression and 30psi. So I am a fan of DFI. But the stock ECU is epic.
90% of people can*t handle what a basic turbo 4.8/5.3 can do, let alone how many even finish a project. Stupid power is nice, but 500 to 600 rwhp turn key, relatively cheap and reliable is the sweet spot between.hassle and the bad ass on the block.
@@zero2Stevepreach. My gen3 LQ4 was built before I knew better. 750whp 9.1@150mph 9 times in a row in 4 hours. Then chucked a rod first street pass after adding an anti-roll bar lol. But all my friends think they need to be Cleetus and run 6.9 when they have never run 9.99 lol. 400whp in a shit box will rock your world. 500-600whp will kill ya pretty quick.
at 61, im still reving the old gen. 1 small blocks and having the time of my life doing it. this stuff looks great you are building, but its above my head and price ha ha. keep rocking.
I still like my old small blocks, but revving the snot out of a carbureted 5.3 with a cam is a riot. My buddy got one with 170,000 miles, cleaned it up, and reused everything including the rings. Found a used msd box for the coils, set up an intake and a used carb. Decent cam and valve springs. Reminds me of dz302 or a serious 327. Snappy. And he has less than 1500$ in it total.
I agree, having fun with my custom built 383 with a roller cam and 6.0 rods. Gets me down the road just fine without tons of electronics and stays simple
I was going to go to LS, but then I started pricing everything. I can make 500 hp way cheaper, because I already have parts. If I was starting over from scratch I’d go coyote.
The LT will dominate the market in 10 years. Saw it with the LS engines. It just takes time for enough engines to be available and cheap enough to start messing with.
Just plugs them by leaving old injectors in just stop using them.. company make a drill pit thats the shape of ls7 injectors to drill the intake.. Gdi i think. @@moabman6803
LS looks an awful LOT oiling passages like my AMC 360-401 design. It needs “oil mods” that resolve POOR gem design , yet these engine DO need oil mods if pushing over 350HP on them. The MODS o AMC, some are needless hacks while others are very sensible reliable. Like the Lifter valley Oil bypass line MOD. It works 100% successfully. IF it's does right. Some ppl in AZ (claimed Expert AMC guy) loose their minds Over this, yet LOTSA us did it 100/% successfully. So ends the stupid arguments there!!!!. Like ALL engine stuff, It’s the ppl workin on it are the “problem, More then the MODS.
Interesting view point, however, just a little fun fact. The addition of port injection to the gen v engine is not to give it extra fuel for thousands of extra HP it was added because the back sides of the valves were carboning up heavily to the point of choking off-air flow to the engine as was the case with Ford, Nissan and other carmakers that made direct injection. The port injectors typically, from what I found out, are used during idle, and it keeps the back of the valves clean.
For the super budget guys, running the gen 3/4 engine with the stock pcm unlocked will be the cheapest option. At least until this becomes available for the Gen 5.
We sport 3 LS cars here too. The one thing we were not happy with on the LS was getting into them late. We will continue to work on every engine and look for a ard the Coyote and Hemi projects in a few years.
@@BEANS-O-MATICtransmissions It's not just the expense, different LT years have different sensors and you NEED to get a transmission with a compatible OS for your PCM's OS. No mix-match like the LS. Not to mention - the tcm is inside the transmission, and later models need it removed & sent in for unlocking.
@@hydrocarbon82 for peace of mind of better and more durable hardware and not wasting time building an LS or min changing rods, its easier to unlock ecus or at least join the megasquirt forums who have been toying with LTs for over a decade now.
I'm not saying it's a bad engine, just way more complicated and expensive for most of us. yeah, these improvements will help the top crust of LS racers, but most of us will just be throwing money away with one
The only "oiling" issue I have run in to with LS are the cam bearings. I have put hundreds of thousands of miles on 6.0 LQ9's (with a shipping business) and take them apart after 400+K and mains and rods are perfect. I do like the idea of a supercharged LT from Chevy though, very nice!
LS/LT family has No Black Sheep. Use what you have or can afford. LT not difficult swap as DI system is built in. Lotsa development on going since it's been production 10 years . Port injection keeps intake valves cleaner of restrictive carbon build-up which is a plus
I had 3 of those Novas. 75,76 and a 77. All three had factory buckets and floor shifts. The 75 was an SS black with gold markings. That was in the late 90s. I believe they were actually lighter then the Z28s of the same years.
LTs are cool but for us budget guys, LS engines are a dime a dozen these days and far cheaper than the new LTs. Maybe in a few more years when the price comes down. I literally just bought a LS1 from a 4th gen camaro for $250 yesterday
Gen 4 ls introduced vvt and its nothing but a headache no matter if its ohc or ohv, it is not a robust system and just creates another major point of failure. I recently did 1 on a toyota corolla that was sounding like the furd 4.0 ohc (casset failure)
The l8t is going to be a game changer. For those that dont know, its an lt based 6.6l motor. Theyve made crazy power from these with the factory crank. Get on while they're semi cheap.
All of the LT GenV's are capable of making fantastic power, it's just that the L8T/L8P uses an iron block and forged rotating assembly (minus pistons) and lastly, a big stroke from the get go....but most people who are using them are swapping the entire rotating assembly for a 4" stroke crank, rods, and bigger 4.125 bore sized pistons (and bore from the 4.065 of stock) to make a cheap 427... with DI and the naturally higher compression you're able to run with DI.... even with boost, seeing as the LT4/LT5 are running 10:1 on boost, only the stock L8T/L8P run lower compression to be able to run 87 octane and be able to tow in a 2500/3500 series truck at full weight and not have the chance to detonate.... once you're not pulling a combined 20k lbs, you can definitely bump up your end L8T 427ci stroker's compression ratio to 12.0:1 easily on 93....as long as you're smart and haven't deactivated your direct injection like too many people do because they'd rather go with stupid ecu's instead of one's that work with direct injection 😅 Edit: forgot to add, you can run it at "stock" displacement, just swap out for a forged set of higher comp pistons, get your stock heads ported and polished (Katech is where I'd send mine, and get them built there with their valvetrain), then one of Katech's cams, and you'll be ready for whatever you want to do and she'll make phenomenal power at a stock displacement....or, you can search the web for a used LT4 blower and you'll be really set (even though it's hard not to want a 3L GenVI Whipple 😅)
You can bore the L8T to 4.125" and it should take at least a 4.125" stroke if not a 4.25" and is nearly as strong as an LSX block for $2400 new vs $3600-3800 for an LSX bare block or Dart SHP. If I could put 821/823 heads in an L8T with an LS3 intake, LS grind cam, 4x cam/58x crank sensor ecu I would in a second.
Excited to see how this car turns out impressive motor mounts for the 4.2 old school bodies I would love to see a cam company work with you guys on some cams and spring combos for it please keep putting out content we are watching love from Tn
I've been messing with LS engine for 15 years. Done a lot with old school stuff too. I'm not yet convinced that LTs are worth the extra cost. I have a L86 sitting in my shop to play with, though. The changes from a carbureted, old engine to a LS were huge for the extra cost. Well worth it to get a stronger bottom end, better heads, EFI, serpentine drive, and OD transmission. It's diminishing returns to spend all the extra money on a LT vs a LS. Say you want a 6.2. A L92 is $3000 at a junk yard. Less if you part out a cheap Yukon. A L86 is $5500 at my local junk yard. Every upgrade part for the LT is more money. Both are capable of huge power. It's all just how much you want to spend.
@@crash5811 There are parts of the country where there are no cheap engines, SBC, SBF, LS, are expensive out here in the west where cars don't rot in half, truck frames don't just disintegrate into dust, there is no cheap replacement engine out here especially when you're competing with Mexico for parts. Stuff that would be scrapped and gone to the salvage yard in a lot of the country goes to Mexico to get rebuilt and sold on their secondary market. There are no cheap motors, and they're definitely ain't no cheap LT's
Yeah I'm guessing the gains are still a result of not having to worry for the fuel to atomize in the intake port design. Resulting with a smaller more efficient raised intake port or atleast what I read somewhere.
Trick I’ve used a SEVERAL times on the VVT stuff (Ls and LT) is to time the gears correctly, and finger tighten the cam gear bolt. Stick 1-2 pushrods/rockers on to make the cam stay still and slowly/gently turn the crank until the cam gear drops onto the dowel. Have used it atleast 3 times now when buddies missed and even tried to start the engine. Gears are still in time, so just back the cam gear bolt off, touch it back down and rotate till it drops into place.
Always wondered about this, as it has a lot of improvements. Would be expensive, but would love to see a N/A Dual-injected LT performance build. He is a plethora of knowledge. Even using the cam phaser! Nice!
The way to do it would be a tank of E85 for port injection then pump gas for the Di, then be able to add just enough E70-85 to your E10 87oct pump swill to stave off detonation with either high compression or boost and because you are using minimal E85 you can go through 3-5 tanks for the gasoline before you have to find more Ethanol.
for the test you reference at 5:55 the power difference is not from fuel and air competing for flow in the intake port, what you are observing is the fact that the LT intake port is not designed for wet flow and a significant amount for the fuel is de-atomising resulting in poor mixture preparation and the loss in power.
The simple description that 8% of the mass flow of the head is fuel is close to true. If you are using gasoline it has a molar weight four times that of air, only 2% of the volume of gas flow through the port is actually fuel. You wouldn't have a 9% loss in power and a 7% loss in air flow. If it was flowing liquid fuel in the port, it wouldn't be close to those numbers either. I have a really hard time believing Brian Tooley's test results are representative of what could be expected for real world gains. If people could make 9% more horsepower by using direct injection, everyone would be doing it. You would be able to find aftermarket Gen3/4 heads cast with direct injector bosses in them because 9% horsepower is a ton. You can't. Nobody does that because it's a waste of time.
@@timothybayliss6680carbs make more power than port injection too but most won't go that way either. Port injection is easy, cheap, and 95% as good as either other option.
@@zapa47 carbs don't "make more power than port injection" not useably at least, maybe 2% or some other figure at peak power, but FI can provide more power over the whole power curve. the myth of carbs making more power I suspect comes from the early days of FI in the U.S. enthusiast space
@@zapa47you maybe dont know how much power 9% is. The curve from BTR shown also does not show an airflow restriction, its not 9% at only 7000rpm. Its nearly the same percent drop in power shown at all rpm points. At 3500rpm when airflow isnt nearly as critical, torque falls from ~500 to ~450ft/lbs. Its not the increase in air flow causing the gain in power anywhere under 6000rpm.
There are a few reasons why I haven't gone into LT engines yet: 1. Introducing fuel upstream of the intake valve at any point produces charge air cooling from the latent heat of evaporation of the fuel in the airstream. The further up the intake tract the fuel is introduced, the more pronounced this effect becomes. Charge air cooling also has this fascinating effect of producing a pressure drop and associated pressure gradient along the intake tract. Since nature abhors a vacuum (even partial), this pressure drop due to temperature change entrains the air parcel(s) behind the mixed air to rush in to fill the partial void left behind by the contracting denser air/fuel charge in the port. And to a point, this phenomenon is a positive feedback loop. This is the reason why sportbikes and superbikes over the past 20 years have used both a set of port injectors and a set of Gantry injectors that spray fuel from above the top of the intake trumpets. 2. While overall cylinder head flow is fantastic, the main point of contention, even in direct injection engines (to an extent) is port velocity, because in 2 valve engines, that's the key to getting the swirl mixing action in the cylinder to adequately mix both the fuel and air together, along with retaining relative motion in the cylinder upon ignition to ensure the flame front spreads evenly across the whole air/fuel charge. In 4 valve engines, replace swirl with tumble, then the same rules effectively still apply. Putting the injection site in the cylinder simply puts the point of first mixing action a bit later than port injection, but the mixing action still retains its importance all the same. Port velocity is just as important for contributing towards port energy as overall flow characteristics. 3. Oiling. While I do agree that the oiling characteristics and routing of the LT is a much better solution than what we received on the LS (stock block, at least), if the ability to do at-home machine work exists, then the vast majority of LS problems can be overcome by putting screw-in restrictors into strategic portion of the oil gallery. However, with that being said, a thorough practical understanding of fluid flow and viscosity characteristics is needed to do it correctly. 4. Cost and availability of replacement parts: Until the LT series becomes as ubiquitous as the LS and its forefather the gen 1 SBC, it will simply not be worth it for me to invest that much money into a platform when I'm already working with what accounts to a shoestring budget. I'm willing and ready to do so, I simply don't have the funds necessary to get the job done as of yet. And I can't forget what I was told years ago: Ignition timing to generate torque, fuel mapping for engine cooling. Once you start making enough power per displacement, those two rules start to become more important than: time for torque, jet for power.
@@yucannthahvitt well, yeah. Of course turbocharging anything is going to allow it to make more horsepower. That's just a different way to increase volumetric efficiency. Not sure what that has to do with N/A performance, but alright. As far as the second point is concerned, yeah, correct there too. It's just that that's not the only way to get to the same conclusion. Colder air and/or colder fuel performs similar knock resistance.
DI makes the engine more efficient, you go further on the same tank full of gas. TBI will make more power at Wide Open Throttle, and Port EFI makes the car more driveable, and can be nearly as efficient as DI if the fuel is fired at the back of the hot valve, to turn in to gas vapour (not droplets) before it's sucked in to the chamber. Port also keeps the valve cleaner. DI for the regular car, TBI for the drag racers, Port EFI for the road racers.
@@jacquescrusan9500 Either way, DI or port injection, the fuel will remove heat through latent heat of vaporization. DI has vastly superior atomization so it may actually cool the charge *more* than port injection due to more complete vaporization. I have not seen the literature on this (it's difficult to measure charge temp in the cylinder even in test engines) but it is specious that you are saying you will see better charge cooling with port injection than direct injection when all of the evidence points to no, such as the improved detonation thresholds demonstrated in turbo GDI engines. I don't mention NA because NA engines are largely irrelevant to discussions of pushing detonation threshold, even a mild turbo engine has higher cylinder pressures than all but the most aggressive NA race engines.
I think the North* was so ahead of its time that they are just now starting to utilize the dohc .. imo all engines should be dohc , it's just better all around for the engine and makes less problem points as no more push rods and some even eliminate rockers and such as my engine is dohc and flat tap cams , stupid simple but yet I have made 400hp outta a 1.6l sofar and that's only about halfway built 😉 .. I am with ya fan , I can't wait to see what they do with it and how gnarly it is when built, right .. peace and love brotha l8z
You guys didn't take this as an opportunity to explain ls/lt differences in flipped in/ex valves, cam lobe, and pistons. And the way to use an LT on LS heads and retain ls headers and turbo piping.
Navigating the oil pump pickup on the gen 5 is problematic in a lot of applications, I'm surprised you didn't mention that. This coming from a guy that likes to stick v8s into BMWs and daily them around. Also, speaking from a Canadian's perspective - the L86 is hard to find here unless you're willing to pay 5K$... if you can find one. The gen 3-4 stuff is everywhere still. If/when they get more common I'd consider using one.
gen 5 has some good , but that fuel lobe restriction is a major oops on design for anything other than n/a . and the oh but you can add port injection to compensate ... just go port in the first place and solves the issue
The LS7 also had a forged steel crank. I have wanted to mess with an L8T 6.6L for a very long time. I wish I would have bought a bare block a few years ago when they were $1000. Now they cost $2400. I would love to be one of the first to bore one 0.060" over and stroke it to 4.125" or 4.25" and have a 442ci or 454ci. One of the things I have been waiting for is the ability to run Di and Port injection at the same time. I though it would be perfect for a drag and drive if I could run two tanks of fuel for a high compression or boosted engine so I could have a tank of E85 for port injection and a tank of 87oct for direct injection then add the perfect amount of E85 to the E10 so I wouldn't have detonation but, I wouldn't have to be constantly worrying about where to find more E85. I figure cruising under a light load 20-30% ethanol would be enough and up to 50-60% under high loads in harsh heat. So you could get away with using cheap pump swill for the majority of your driving and have the auxilliary ethanol to stave off the detonation and keep the valves, ports and pistons clean. I figure one might be able to make over 700hp n/a on 30-40% ethanol and well over 1000hp on 50-60% E with only 87oct to add energy and it already has 10% so you could get away with minimal port injected E70-85 most of the time. With the price of L8T blocks I have considered just going to a 7.3 Godzilla since the new bare blocks are cheaper($1500) and I wouldn't need a stroker crank to make a 446-452ci and now that 4.5-4.6" stroker cranks exist I could build a 511ci Godzilla and brand new complete heads only cost $630 each. A Godzilla with lightly ported heads, forged pistons with valverelifs, and rods with a stock crank can easily make 700-750hp n/a and use a Holley Terminator X. It would be weird to have a 2004 GTO with a 7.3 Godzilla but, it wouldn't likely cost me much more than building an LT8, LSX, Dart LS or LS with forged internals, head work, qualuty cam/valvetrain, Holkey, headers and an aftermarket intake manifold+Throttle body that makes 700+hp n/a.
The only issue with using port and DI would be the ECU, a shame because really interesting tunes could be run if ECUs capable of running it were accessible to the large market of people messing with LS and related engines
Calvin, I bought a '24 Subaru WRX 2.4 turbo with direct injection... Injectors are a bit noisy, so I installed a factory sports muffler system so I wouldn't hear them... Stock 271 hp. Probably my last new car (I'm in my late '60's)☺
@@javierrflores My 1st was in '78. I lost faith in the brand when a cylinder head stud tore the threads in the block and Subaru offered no support (just off warranty). I took it apart and Heli-Coiled it.
Now you are making me considering putting a 4200 in my 69 chevelle after seeing those motor mounts. So many thoughts and directions one wants to go after that LS has been sitting in the frame rails for a few years and not even finished.
Let me guess. The oil passagesfrom the lifter galley intersect the cam bearing bore in the block. One thing l can think of that might increase oil flow to the rotating assembly is if (a big word if) there is enough material in the main bearing webbing to drill additional feed oil passages down to the main bearings
Im One of 3 guys at the shoo i work at. The first LT4 car we finished 4 years ago. One of the first LT4 1st gen f body cars i know of. And let me tell you.... what an absolute MONSTER compared to even the hot cam LS3. Mild.... until its NOT! 😎
That fly cutting setup, what an awesome idea that was. Do your main clearancing with the fly cutter, then you can CC each piston even, by hand, for all you balancing freaks out there. I like it....🤔👍
Couldn’t the same be applied to the L8T 6.6? Quick search says it also has a forged crank, but does not have the cylinder deactivation. The development for LS performance is waning, for sure, that market is pretty saturated. LT is the future and it has so many upgrades over previous generations.
I’m putting a l84 5.3 in my next project will be turbo and hopefully around 1200whp, though from what I seen though the lt oil pump really don’t like high rpm and is oiling system is mainly build like that for emissions
Love your videos mate but your maths is wrong. AFRs are by weight. As in. 12.5kgs of air to 1kg of fuel. So 10250 litres of air to 0.785 litres of fuel. Which is 0.000076% of the air space is occupied by fuel in the runner. It's still almost fully just air. If it was 8 percent as stated the fuel tank would run dry very quickly in a 6.2ltr motor
I'm doing a 2000 6.0 LS into a 1977 square body to replace the leaky worn out 350. I picked the motor because it is modern. The motor is way better than the 350 in terms of build however it took me half way through the rebuild to REALLY realize that the motor was 25 YEARS OLD !!
Im at 5min... And had to stop video lol. I picked up my 3rd 6.0 LQ9 from a wrecked 160k mi(Google searched VIn and saw auction pics) Escalade EXT on Black Friday at PnP for $349 out the door. Wire harness,PCM, tac module, pedal & MAF! Not saying it aint better options... But at $349 for a bonifed tire shredder with the right cam is hard 2 beat. I don't even have a project 2 stick this engine in yet. Hell my 2nd is still on the stand lol
Hey calvin while you have all those LT and ls parts.. do you still have a 4.8 crank laying around? and can you show us the difference between gen 4 and gen 5 crank. Always wanted to make a high compression 5 ish liter out of one of my l83 using all oem parts .
I have a 2011 Camaro SS with a new GM LS3 495 HP crate engine with upgrades on E85 it's simple and runs well l would love to do a high compression 13 to 1 compression LS3 on E85 with a mild GPI SS2 camshaft GPI CNC ported heads but I'm pretty happy with the mild crate engine setup l have this GPI setup should improve power 5500rpm up without losing to much below 4000rpm
I thought about it... But i rather stick with Gen 1 SBC aftermarket than go all special parts for conversion etc. Basically to end up with the same HP/TQ i can make with a SBC...
17:00 Thanks for working on a set of SBC to 4200 engine mounts. I wonder if they'd work with something that originally had a 4.3L V6? I'm guessing so considering is was essentially a shortened small block.
The problem with direct injection, you end up building sludge on the back side of the intake valve. So unless you also have port injection, it becomes an issue.
What do you think about putting a 4.8 crank in a lq4? Im building a 87 camaro for a daily driver and trying to sqweese out every mpg i can. The all aluminum block is 100 pounds lighter and thats a ton of weight savings. But im unsure how well the aluminum block will handle the experiments i want to try.
Is there no way to increase the output of the LS oil pump to compensate? And add a pressure gauge port to monitor the worst case point of the oil gallery?
Better off to just build a big block. Cheaper, less complicated, larger displacement, more readily available parts, and much more proven than that motor!
@@andrewnelson3733 Oh don't worry I know that well, I was just hoping we'd have seen some kind of progress update by now. Not an expectation, but a hope.
@@yurimodin7333 whys that? The Northstar was more compact, plenty of used and some aftermarket parts for them. I love the 4v mod motor but that Northstar seems just as good at most things and better at others in comparison
You don’t see used lt engines in junk yards because those cars are far too valuable to end up in a junk yard where they typically pay 200-600$ for an entire vehicle. You won’t see lt engines being built like ls engines for at least another 6 years.
@@dougherbert7899 oh men 6litre block were still made till like mid 2020 when they replaced them with the l8t. It will take many many years for them to go rare I believe... its been mass produced and they are in absolutely everything.
The comment section on this channel always surprises me by just how many people are ready to chastise you for not being as mediocre as they are 😆 Can we not have one channel striving for things the masses will not? Especially one channel actually reaching its goals!
I'm right there with you. my daily drivers have ls, but I leave them mostly stock. still enjoying the old Gen 1. I'd probably dive into his stright 6 still before I messed with a LT.
at 11:33 you mentioned using two top side thrust bearings to convert it into a 360 degree engine. Bear with me here, but I'm fairly new to engine building and the gen v lt's. Could you explain more about if there's any modifications to the blocks, the benefits, etc. I just wanted to understand it better and could you also provide me with the p/n if thats not too much to ask for. Please and thank you
theres a guy from Corvette Garage i think its called, he put a 8.1L in a C8 corvette. he converted it to variable cam and direct injection heads so all the LT electronics work. Its on Greg Quirin's channel. Along with amazing engines made from scratch by Land speed guys team Aardema Braun.
Those direct injectors and pumps are a lot of cash to get proper flow support for boost, especially on Ethanol. Its a good step in the evolution of Chevy power, but its not as cheap or easy as an 4.8/5.3 LS. Not yet anyway.
Overhead cams with larger port area using more smaller valves is a fair replacement for displacement. Hope they don't change the rules on you and you get low ETs.
I bought a L83 5.3L LT 5 years ago to replace my LQ4 in a turbo fox. What I found was completely rebuilding my hot side, completely re-configuring my accy drive(s), buying DI block offs, buying LT1 rods, buying the different crank, jumping over the challenge of the oil pan being one piece with the oil pick up, and dealing with ditching the VTAK was all too much vs the $800 alum 5.3L gen4 that bolted right back in and is good for 1000whp anyway.
Forgot to mention completely rebuilding my engine mounts too.
One more thing. I have 1.6L fiesta ST that’s made 340whp for the last 5 years. 10.8/1 compression and 30psi. So I am a fan of DFI. But the stock ECU is epic.
@@bryanleverett2830 😲
90% of people can*t handle what a basic turbo 4.8/5.3 can do, let alone how many even finish a project. Stupid power is nice, but 500 to 600 rwhp turn key, relatively cheap and reliable is the sweet spot between.hassle and the bad ass on the block.
@@zero2Stevepreach. My gen3 LQ4 was built before I knew better. 750whp 9.1@150mph 9 times in a row in 4 hours. Then chucked a rod first street pass after adding an anti-roll bar lol. But all my friends think they need to be Cleetus and run 6.9 when they have never run 9.99 lol. 400whp in a shit box will rock your world. 500-600whp will kill ya pretty quick.
LS aftermarket is far more robust and far less expensive.
It's too bad ARP can't even keep them together 😅
The tide is turning. The LT aftermarket is growing quickly.
Yes, people said the same thing about the 350 and LS.
A 30 year old engine has a larger aftermarket than a 10 year old one who woulda thought
@edcase3767 if you're suggesting LS durability issues, you're delusional
at 61, im still reving the old gen. 1 small blocks and having the time of my life doing it. this stuff looks great you are building, but its above my head and price ha ha. keep rocking.
I still like my old small blocks, but revving the snot out of a carbureted 5.3 with a cam is a riot.
My buddy got one with 170,000 miles, cleaned it up, and reused everything including the rings. Found a used msd box for the coils, set up an intake and a used carb. Decent cam and valve springs.
Reminds me of dz302 or a serious 327. Snappy. And he has less than 1500$ in it total.
I agree, having fun with my custom built 383 with a roller cam and 6.0 rods. Gets me down the road just fine without tons of electronics and stays simple
I was going to go to LS, but then I started pricing everything. I can make 500 hp way cheaper, because I already have parts. If I was starting over from scratch I’d go coyote.
That's awesome dude. You do you!
@@dgambrel9241 I`m with ya on the pricing, I can build a 500hp 383 SBC for way way less money and coyotes are impressive but also expensive.
The LT will dominate the market in 10 years. Saw it with the LS engines. It just takes time for enough engines to be available and cheap enough to start messing with.
I don't know. Direct injection is kind of a pain. Also gen 5 is harder to work on.
@@moabman6803 Not hard to block off the DI and have aftermarket port injection intakes
@lieutenantdan8170 How much does that cost?
Just plugs them by leaving old injectors in just stop using them.. company make a drill pit thats the shape of ls7 injectors to drill the intake.. Gdi i think. @@moabman6803
@moabman6803 much less than running di.
The LT is a damn fine piece, but I think you may have overstated the oiling problems with the LS.
We have not had great success in that area of the engine.
LS looks an awful LOT oiling passages like my AMC 360-401 design.
It needs “oil mods” that resolve POOR gem design , yet these engine DO need oil mods if pushing over 350HP on them.
The MODS o AMC, some are needless hacks while others are very sensible reliable.
Like the Lifter valley Oil bypass line MOD. It works 100% successfully. IF it's does right. Some ppl in AZ (claimed Expert AMC guy) loose their minds Over this, yet LOTSA us did it 100/% successfully. So ends the stupid arguments there!!!!.
Like ALL engine stuff, It’s the ppl workin on it are the “problem, More then the MODS.
Interesting view point, however, just a little fun fact. The addition of port injection to the gen v engine is not to give it extra fuel for thousands of extra HP it was added because the back sides of the valves were carboning up heavily to the point of choking off-air flow to the engine as was the case with Ford, Nissan and other carmakers that made direct injection. The port injectors typically, from what I found out, are used during idle, and it keeps the back of the valves clean.
Yep. That's definitely a pain for the guys that are buying vehicles from the dealer. For the performance guys it's a non issue.
For the super budget guys, running the gen 3/4 engine with the stock pcm unlocked will be the cheapest option. At least until this becomes available for the Gen 5.
We sport 3 LS cars here too. The one thing we were not happy with on the LS was getting into them late. We will continue to work on every engine and look for a ard the Coyote and Hemi projects in a few years.
@drakeperry there is already stand alone efi genV setups using the stock ecu out there but, it's definitely more expensive than gen iii/iv
@@BEANS-O-MATICtransmissions It's not just the expense, different LT years have different sensors and you NEED to get a transmission with a compatible OS for your PCM's OS. No mix-match like the LS. Not to mention - the tcm is inside the transmission, and later models need it removed & sent in for unlocking.
@@hydrocarbon82 for peace of mind of better and more durable hardware and not wasting time building an LS or min changing rods, its easier to unlock ecus or at least join the megasquirt forums who have been toying with LTs for over a decade now.
Every LT motor I have messed with burns oil like crazy. 1-2 quarts in less than 5000 miles.
I'm not saying it's a bad engine, just way more complicated and expensive for most of us. yeah, these improvements will help the top crust of LS racers, but most of us will just be throwing money away with one
Yea they need a carb intake for one. Make it simple.
With just bolt-ons , these motors move 3700lb cars to mid 10s easy.
Nah. You right. That's why the title is "Stop Building LS Engines" and not "Stop swapping LS engines"
They said the same thing about LS engines when they came out. It's the circle of life
@@zapa47 true, now if the LT has a run like the LS for 20 years, we might get enough of them to make em cheap. time will tell
Wow, I never thought I’d feel like a boomer for having an LS in my truck damn
I got a 97 Firebird formula LT built to the hill trans upgraded rear upgrade runs like a monster
The only "oiling" issue I have run in to with LS are the cam bearings. I have put hundreds of thousands of miles on 6.0 LQ9's (with a shipping business) and take them apart after 400+K and mains and rods are perfect. I do like the idea of a supercharged LT from Chevy though, very nice!
This makes me feel better about my 2020 burb RST. I thought the head looked like old school high port stuff. Keep up the great content.
LS/LT family has No Black Sheep. Use what you have or can afford. LT not difficult swap as DI system is built in. Lotsa development on going since it's been production 10 years .
Port injection keeps intake valves cleaner of restrictive carbon build-up which is a plus
I had 3 of those Novas.
75,76 and a 77.
All three had factory buckets and floor shifts.
The 75 was an SS black with gold markings. That was in the late 90s.
I believe they were actually lighter then the Z28s of the same years.
Nice LT Build.
Will be nice to see how good it runs.
Thanks for sharing. 👍🇺🇸👍
LTs are cool but for us budget guys, LS engines are a dime a dozen these days and far cheaper than the new LTs. Maybe in a few more years when the price comes down. I literally just bought a LS1 from a 4th gen camaro for $250 yesterday
I just dealt with the cam phaser gear on my l86, and you are so right about it being a pain. It's for sale, so hopefully, this video helps it sell lol
Gen 4 ls introduced vvt and its nothing but a headache no matter if its ohc or ohv, it is not a robust system and just creates another major point of failure. I recently did 1 on a toyota corolla that was sounding like the furd 4.0 ohc (casset failure)
The l8t is going to be a game changer. For those that dont know, its an lt based 6.6l motor. Theyve made crazy power from these with the factory crank. Get on while they're semi cheap.
All of the LT GenV's are capable of making fantastic power, it's just that the L8T/L8P uses an iron block and forged rotating assembly (minus pistons) and lastly, a big stroke from the get go....but most people who are using them are swapping the entire rotating assembly for a 4" stroke crank, rods, and bigger 4.125 bore sized pistons (and bore from the 4.065 of stock) to make a cheap 427... with DI and the naturally higher compression you're able to run with DI.... even with boost, seeing as the LT4/LT5 are running 10:1 on boost, only the stock L8T/L8P run lower compression to be able to run 87 octane and be able to tow in a 2500/3500 series truck at full weight and not have the chance to detonate.... once you're not pulling a combined 20k lbs, you can definitely bump up your end L8T 427ci stroker's compression ratio to 12.0:1 easily on 93....as long as you're smart and haven't deactivated your direct injection like too many people do because they'd rather go with stupid ecu's instead of one's that work with direct injection 😅
Edit: forgot to add, you can run it at "stock" displacement, just swap out for a forged set of higher comp pistons, get your stock heads ported and polished (Katech is where I'd send mine, and get them built there with their valvetrain), then one of Katech's cams, and you'll be ready for whatever you want to do and she'll make phenomenal power at a stock displacement....or, you can search the web for a used LT4 blower and you'll be really set (even though it's hard not to want a 3L GenVI Whipple 😅)
Its a 400 cid engine, some complained about oil pumps in the LTs, did they revise it here?
You can bore the L8T to 4.125" and it should take at least a 4.125" stroke if not a 4.25" and is nearly as strong as an LSX block for $2400 new vs $3600-3800 for an LSX bare block or Dart SHP. If I could put 821/823 heads in an L8T with an LS3 intake, LS grind cam, 4x cam/58x crank sensor ecu I would in a second.
@@shadowopsairman1583L8T has no cylinder deactivation and might not have VCT either.
@@hendo337 Internet says you just need to swap the dowel locations on the block to fit ls heads.
Excited to see how this car turns out impressive motor mounts for the 4.2 old school bodies I would love to see a cam company work with you guys on some cams and spring combos for it please keep putting out content we are watching love from Tn
I've been messing with LS engine for 15 years. Done a lot with old school stuff too. I'm not yet convinced that LTs are worth the extra cost. I have a L86 sitting in my shop to play with, though. The changes from a carbureted, old engine to a LS were huge for the extra cost. Well worth it to get a stronger bottom end, better heads, EFI, serpentine drive, and OD transmission. It's diminishing returns to spend all the extra money on a LT vs a LS. Say you want a 6.2. A L92 is $3000 at a junk yard. Less if you part out a cheap Yukon. A L86 is $5500 at my local junk yard. Every upgrade part for the LT is more money. Both are capable of huge power. It's all just how much you want to spend.
LS=cheap
LT= less cheap
Hope this helps
I was thinking this like bro ls engines can be expensive 💀it’s awwww helllll
Skipped a step
SBC = inexpensive
LS = potentially expensive
LT = promise its spendy
Lol. It helps alot. Thnx
@@crash5811 There are parts of the country where there are no cheap engines, SBC, SBF, LS, are expensive out here in the west where cars don't rot in half, truck frames don't just disintegrate into dust, there is no cheap replacement engine out here especially when you're competing with Mexico for parts. Stuff that would be scrapped and gone to the salvage yard in a lot of the country goes to Mexico to get rebuilt and sold on their secondary market. There are no cheap motors, and they're definitely ain't no cheap LT's
Cheap LT's...spoken like a rust belter.
Can’t wait to see you at drag week this year! The LT is a bad ass platform but it’s still cost prohibitive for the “budget” DIY guys IMO
It's not 8% fuel volume in the intake air, it's 8% weight which is much less than 8% volume. So it's not much gain in flow
Yeah I'm guessing the gains are still a result of not having to worry for the fuel to atomize in the intake port design.
Resulting with a smaller more efficient raised intake port or atleast what I read somewhere.
Trick I’ve used a SEVERAL times on the VVT stuff (Ls and LT) is to time the gears correctly, and finger tighten the cam gear bolt. Stick 1-2 pushrods/rockers on to make the cam stay still and slowly/gently turn the crank until the cam gear drops onto the dowel.
Have used it atleast 3 times now when buddies missed and even tried to start the engine. Gears are still in time, so just back the cam gear bolt off, touch it back down and rotate till it drops into place.
Always wondered about this, as it has a lot of improvements. Would be expensive, but would love to see a N/A Dual-injected LT performance build. He is a plethora of knowledge. Even using the cam phaser! Nice!
The way to do it would be a tank of E85 for port injection then pump gas for the Di, then be able to add just enough E70-85 to your E10 87oct pump swill to stave off detonation with either high compression or boost and because you are using minimal E85 you can go through 3-5 tanks for the gasoline before you have to find more Ethanol.
DI lt engines are super under rated!
Sign me up for the 4200 swap mounts!
for the test you reference at 5:55 the power difference is not from fuel and air competing for flow in the intake port, what you are observing is the fact that the LT intake port is not designed for wet flow and a significant amount for the fuel is de-atomising resulting in poor mixture preparation and the loss in power.
The simple description that 8% of the mass flow of the head is fuel is close to true. If you are using gasoline it has a molar weight four times that of air, only 2% of the volume of gas flow through the port is actually fuel. You wouldn't have a 9% loss in power and a 7% loss in air flow. If it was flowing liquid fuel in the port, it wouldn't be close to those numbers either.
I have a really hard time believing Brian Tooley's test results are representative of what could be expected for real world gains. If people could make 9% more horsepower by using direct injection, everyone would be doing it. You would be able to find aftermarket Gen3/4 heads cast with direct injector bosses in them because 9% horsepower is a ton. You can't. Nobody does that because it's a waste of time.
@@timothybayliss6680carbs make more power than port injection too but most won't go that way either. Port injection is easy, cheap, and 95% as good as either other option.
@@zapa47 carbs don't "make more power than port injection" not useably at least, maybe 2% or some other figure at peak power, but FI can provide more power over the whole power curve. the myth of carbs making more power I suspect comes from the early days of FI in the U.S. enthusiast space
@@zapa47you maybe dont know how much power 9% is. The curve from BTR shown also does not show an airflow restriction, its not 9% at only 7000rpm. Its nearly the same percent drop in power shown at all rpm points. At 3500rpm when airflow isnt nearly as critical, torque falls from ~500 to ~450ft/lbs. Its not the increase in air flow causing the gain in power anywhere under 6000rpm.
Very cool plan guys! I hope to see you at drag week!
There are a few reasons why I haven't gone into LT engines yet:
1. Introducing fuel upstream of the intake valve at any point produces charge air cooling from the latent heat of evaporation of the fuel in the airstream. The further up the intake tract the fuel is introduced, the more pronounced this effect becomes. Charge air cooling also has this fascinating effect of producing a pressure drop and associated pressure gradient along the intake tract. Since nature abhors a vacuum (even partial), this pressure drop due to temperature change entrains the air parcel(s) behind the mixed air to rush in to fill the partial void left behind by the contracting denser air/fuel charge in the port. And to a point, this phenomenon is a positive feedback loop. This is the reason why sportbikes and superbikes over the past 20 years have used both a set of port injectors and a set of Gantry injectors that spray fuel from above the top of the intake trumpets.
2. While overall cylinder head flow is fantastic, the main point of contention, even in direct injection engines (to an extent) is port velocity, because in 2 valve engines, that's the key to getting the swirl mixing action in the cylinder to adequately mix both the fuel and air together, along with retaining relative motion in the cylinder upon ignition to ensure the flame front spreads evenly across the whole air/fuel charge. In 4 valve engines, replace swirl with tumble, then the same rules effectively still apply. Putting the injection site in the cylinder simply puts the point of first mixing action a bit later than port injection, but the mixing action still retains its importance all the same. Port velocity is just as important for contributing towards port energy as overall flow characteristics.
3. Oiling. While I do agree that the oiling characteristics and routing of the LT is a much better solution than what we received on the LS (stock block, at least), if the ability to do at-home machine work exists, then the vast majority of LS problems can be overcome by putting screw-in restrictors into strategic portion of the oil gallery. However, with that being said, a thorough practical understanding of fluid flow and viscosity characteristics is needed to do it correctly.
4. Cost and availability of replacement parts: Until the LT series becomes as ubiquitous as the LS and its forefather the gen 1 SBC, it will simply not be worth it for me to invest that much money into a platform when I'm already working with what accounts to a shoestring budget. I'm willing and ready to do so, I simply don't have the funds necessary to get the job done as of yet.
And I can't forget what I was told years ago: Ignition timing to generate torque, fuel mapping for engine cooling. Once you start making enough power per displacement, those two rules start to become more important than: time for torque, jet for power.
I like the combination of both port and direct injection, that way you get the benefits of both.
Every DI modern turbo engine making massive power on bolt ons has proven your first point wrong. DI increases knock threshold.
@@yucannthahvitt well, yeah. Of course turbocharging anything is going to allow it to make more horsepower. That's just a different way to increase volumetric efficiency. Not sure what that has to do with N/A performance, but alright.
As far as the second point is concerned, yeah, correct there too. It's just that that's not the only way to get to the same conclusion. Colder air and/or colder fuel performs similar knock resistance.
DI makes the engine more efficient, you go further on the same tank full of gas. TBI will make more power at Wide Open Throttle, and Port EFI makes the car more driveable, and can be nearly as efficient as DI if the fuel is fired at the back of the hot valve, to turn in to gas vapour (not droplets) before it's sucked in to the chamber. Port also keeps the valve cleaner.
DI for the regular car, TBI for the drag racers, Port EFI for the road racers.
@@jacquescrusan9500 Either way, DI or port injection, the fuel will remove heat through latent heat of vaporization. DI has vastly superior atomization so it may actually cool the charge *more* than port injection due to more complete vaporization. I have not seen the literature on this (it's difficult to measure charge temp in the cylinder even in test engines) but it is specious that you are saying you will see better charge cooling with port injection than direct injection when all of the evidence points to no, such as the improved detonation thresholds demonstrated in turbo GDI engines. I don't mention NA because NA engines are largely irrelevant to discussions of pushing detonation threshold, even a mild turbo engine has higher cylinder pressures than all but the most aggressive NA race engines.
Omg the office edit when he throws the engine in the dumpster, I was dieing 😅.... then Michael, "I declare.... BANKRUPTCY!!!" I lost it lol.
That is going to be a sweet NA ride! Looking forward to seeing your results!
Just Loving it!! Great job and wishing you the best New Year!!
Nice video and info. When will we see more on the North*?
2025 .....
I think the North* was so ahead of its time that they are just now starting to utilize the dohc .. imo all engines should be dohc , it's just better all around for the engine and makes less problem points as no more push rods and some even eliminate rockers and such as my engine is dohc and flat tap cams , stupid simple but yet I have made 400hp outta a 1.6l sofar and that's only about halfway built 😉 .. I am with ya fan , I can't wait to see what they do with it and how gnarly it is when built, right .. peace and love brotha l8z
@@andrewnelson3733 🤣
You guys didn't take this as an opportunity to explain ls/lt differences in flipped in/ex valves, cam lobe, and pistons. And the way to use an LT on LS heads and retain ls headers and turbo piping.
I just swapped an L87 with a BTR 225 cam, and an LT2 intake and 1 7/8" long tubes and it flat out rips!!
LTs didn’t start getting stuffed into everything until recently. Aftermarket support is growing quickly though.
We can only hope since the Atlas received none, same with the Buick Series 1 ,2, 3 3.8, and the Gen1 4.3 V6.
small block chevy still best
@@shadowopsairman1583 met a guy that put over 400hp to the wheels on his T-type Regal with a 3.8 turbo. How much more is that block going to take ffs
@@billybobbob3003 LS has a far more robust block design over the small block 350 block.
@@moabman6803 cast iron blocks are stronger than aluminum you would need an lsx block to compare to a good small block chevy.
Navigating the oil pump pickup on the gen 5 is problematic in a lot of applications, I'm surprised you didn't mention that. This coming from a guy that likes to stick v8s into BMWs and daily them around. Also, speaking from a Canadian's perspective - the L86 is hard to find here unless you're willing to pay 5K$... if you can find one. The gen 3-4 stuff is everywhere still. If/when they get more common I'd consider using one.
Interesting, the LT does sound really good! Great video!
Thanks! Big fan of the channel man!
@@Calvin-Nelson Thanks man, love your stuff too!
Hey Turbo John....we're big fans of yours..
gen 5 has some good , but that fuel lobe restriction is a major oops on design for anything other than n/a . and the oh but you can add port injection to compensate ... just go port in the first place and solves the issue
The LS7 also had a forged steel crank. I have wanted to mess with an L8T 6.6L for a very long time. I wish I would have bought a bare block a few years ago when they were $1000. Now they cost $2400. I would love to be one of the first to bore one 0.060" over and stroke it to 4.125" or 4.25" and have a 442ci or 454ci. One of the things I have been waiting for is the ability to run Di and Port injection at the same time. I though it would be perfect for a drag and drive if I could run two tanks of fuel for a high compression or boosted engine so I could have a tank of E85 for port injection and a tank of 87oct for direct injection then add the perfect amount of E85 to the E10 so I wouldn't have detonation but, I wouldn't have to be constantly worrying about where to find more E85. I figure cruising under a light load 20-30% ethanol would be enough and up to 50-60% under high loads in harsh heat. So you could get away with using cheap pump swill for the majority of your driving and have the auxilliary ethanol to stave off the detonation and keep the valves, ports and pistons clean. I figure one might be able to make over 700hp n/a on 30-40% ethanol and well over 1000hp on 50-60% E with only 87oct to add energy and it already has 10% so you could get away with minimal port injected E70-85 most of the time. With the price of L8T blocks I have considered just going to a 7.3 Godzilla since the new bare blocks are cheaper($1500) and I wouldn't need a stroker crank to make a 446-452ci and now that 4.5-4.6" stroker cranks exist I could build a 511ci Godzilla and brand new complete heads only cost $630 each. A Godzilla with lightly ported heads, forged pistons with valverelifs, and rods with a stock crank can easily make 700-750hp n/a and use a Holley Terminator X. It would be weird to have a 2004 GTO with a 7.3 Godzilla but, it wouldn't likely cost me much more than building an LT8, LSX, Dart LS or LS with forged internals, head work, qualuty cam/valvetrain, Holkey, headers and an aftermarket intake manifold+Throttle body that makes 700+hp n/a.
The only issue with using port and DI would be the ECU, a shame because really interesting tunes could be run if ECUs capable of running it were accessible to the large market of people messing with LS and related engines
Calvin, I bought a '24 Subaru WRX 2.4 turbo with direct injection... Injectors are a bit noisy, so I installed a factory sports muffler system so I wouldn't hear them... Stock 271 hp. Probably my last new car (I'm in my late '60's)☺
I just bought a 2006 Wrx , at 48 , first Subaru. Came from sbc , and, sbf background . To me it’s like dating a different gal, every gal is unique .❤
@@javierrflores My 1st was in '78. I lost faith in the brand when a cylinder head stud tore the threads in the block and Subaru offered no support (just off warranty). I took it apart and Heli-Coiled it.
Fun stuff. I always learn a lot from you guys!
Fuel and engine management are finally getting there. We now have an ecu that controls the direct and port injectors together
I'm excited to see your dad out there ripping this car ✌❤😃
Now you are making me considering putting a 4200 in my 69 chevelle after seeing those motor mounts. So many thoughts and directions one wants to go after that LS has been sitting in the frame rails for a few years and not even finished.
Let me guess. The oil passagesfrom the lifter galley intersect the cam bearing bore in the block. One thing l can think of that might increase oil flow to the rotating assembly is if (a big word if) there is enough material in the main bearing webbing to drill additional feed oil passages down to the main bearings
Im One of 3 guys at the shoo i work at. The first LT4 car we finished 4 years ago. One of the first LT4 1st gen f body cars i know of. And let me tell you.... what an absolute MONSTER compared to even the hot cam LS3. Mild.... until its NOT! 😎
That fly cutting setup, what an awesome idea that was. Do your main clearancing with the fly cutter, then you can CC each piston even, by hand, for all you balancing freaks out there. I like it....🤔👍
Calvin where have ya been I miss the weekly vids 😢
Needed a break. We have one queued up for Sunday
Great content as usual
Comment for the support thing
Keep going Calvin
still has the same head sealing issues under boost, all else looks good. Thanks for the wrap
Your content is always the best! I’m always learning from you. I thought the Holley won’t support the larger fuel lobe on the 230 cam?
Talk about an underrated engine.. Those Atlas's are the American 2JZ
The added injection on the intake allows for fuel cooling of the intake and denser intake air.
Yes and no. Cooler denser ya. More air no.
loved the L86 info but didn't hit full mast until the 4200 dropped in.
Escalade V has a LT5 blower but uses DI only
Going to stick with my 8.4L stroker build for my 2500 burb....
But swap headers are hard to come by vs ls stuff
YES MY FAVORITE CAR PROJECT YOU HAVE! I LOVE GEN 4 NOVAS
Very cool on the mount idea!
Couldn’t the same be applied to the L8T 6.6? Quick search says it also has a forged crank, but does not have the cylinder deactivation. The development for LS performance is waning, for sure, that market is pretty saturated. LT is the future and it has so many upgrades over previous generations.
I like big blocks
I’m putting a l84 5.3 in my next project will be turbo and hopefully around 1200whp, though from what I seen though the lt oil pump really don’t like high rpm and is oiling system is mainly build like that for emissions
The biggest issue I see with LT engines is the lifters. especially with the DOD.
Love your videos mate but your maths is wrong. AFRs are by weight. As in. 12.5kgs of air to 1kg of fuel. So 10250 litres of air to 0.785 litres of fuel. Which is 0.000076% of the air space is occupied by fuel in the runner. It's still almost fully just air. If it was 8 percent as stated the fuel tank would run dry very quickly in a 6.2ltr motor
I'm doing a 2000 6.0 LS into a 1977 square body to replace the leaky worn out 350. I picked the motor because it is modern. The motor is way better than the 350 in terms of build however it took me half way through the rebuild to REALLY realize that the motor was 25 YEARS OLD !!
The Lt 1 was the street beast back before the ls
Cool fly cutter tool!
Yo calvin you should do a comparison on the pros and cons between the new LT and vortec 4200. I would love to hear your thoughts on the subject.
LT makes way more sense, but the 4200 sounds so much better
Lt motors are coming down, and in reality if one can be had with stock ecu's to operate the direct injection then it's kinda a winner.
Im at 5min... And had to stop video lol. I picked up my 3rd 6.0 LQ9 from a wrecked 160k mi(Google searched VIn and saw auction pics) Escalade EXT on Black Friday at PnP for $349 out the door. Wire harness,PCM, tac module, pedal & MAF! Not saying it aint better options... But at $349 for a bonifed tire shredder with the right cam is hard 2 beat. I don't even have a project 2 stick this engine in yet. Hell my 2nd is still on the stand lol
Hey calvin while you have all those LT and ls parts.. do you still have a 4.8 crank laying around? and can you show us the difference between gen 4 and gen 5 crank. Always wanted to make a high compression 5 ish liter out of one of my l83 using all oem parts .
Wish there was more interest in N\A foot brake racing.
I have a 2011 Camaro SS with a new GM LS3 495 HP crate engine with upgrades on E85 it's simple and runs well l would love to do a high compression 13 to 1 compression LS3 on E85 with a mild GPI SS2 camshaft GPI CNC ported heads but I'm pretty happy with the mild crate engine setup l have this GPI setup should improve power 5500rpm up without losing to much below 4000rpm
I thought about it... But i rather stick with Gen 1 SBC aftermarket than go all special parts for conversion etc. Basically to end up with the same HP/TQ i can make with a SBC...
17:00 Thanks for working on a set of SBC to 4200 engine mounts.
I wonder if they'd work with something that originally had a 4.3L V6? I'm guessing so considering is was essentially a shortened small block.
The problem with direct injection, you end up building sludge on the back side of the intake valve. So unless you also have port injection, it becomes an issue.
A simple water/meth injection kit solves that.
@@chrishouston1406 or just seafoam it every year
@knowbull5hit590 I CRC my SS weekly.
A catch can/pcv delete fixes that problem. Also Water injection is seriously under rated.
The cost to value isn't there yet. You can still find running LS for a few hundred regularly, where as LT are all multi thousands.
What do you think about putting a 4.8 crank in a lq4?
Im building a 87 camaro for a daily driver and trying to sqweese out every mpg i can. The all aluminum block is 100 pounds lighter and thats a ton of weight savings. But im unsure how well the aluminum block will handle the experiments i want to try.
Check out the 1008 HP Nova video
6 in a row, ready to go!!! Why wouldn't Dad want the 6??? 😇
Secretly I think he does, but we're already pretty far down the L86 path.
I skipped all the BS and will fire off a 6.6 L8T BTR Cam Holley TermX Max with 4L80E today! Happy New Year!
Is there no way to increase the output of the LS oil pump to compensate? And add a pressure gauge port to monitor the worst case point of the oil gallery?
Better off to just build a big block. Cheaper, less complicated, larger displacement, more readily available parts, and much more proven than that motor!
While we're on the topic of GM V8s, there's another one that we haven't heard about from you for a while...
(As of the last time I checked at least)
It will be worth the wait. Things have to happen off camera to create videos.
@@andrewnelson3733 Oh don't worry I know that well, I was just hoping we'd have seen some kind of progress update by now. Not an expectation, but a hope.
@@jackets64 I think he is going to find its 100x easier dealing with a 4.6 dohc cobra or dohc coyote than messing with that Norstar.
@@yurimodin7333 whys that? The Northstar was more compact, plenty of used and some aftermarket parts for them. I love the 4v mod motor but that Northstar seems just as good at most things and better at others in comparison
@@knowbull5hit590 pretty much zero aftermarket and I have a hunch those blocks don't hold up to big power/boost.
Can't wait to see it run.
I really appreciate the information.
It would be nice if you put a bullet point summary in the description.
Would love to put an LT in a gen 4 LS truck. Tuners and everyone I know say its way too much modification. Easier to buy a truck already with an LT
You don’t see used lt engines in junk yards because those cars are far too valuable to end up in a junk yard where they typically pay 200-600$ for an entire vehicle. You won’t see lt engines being built like ls engines for at least another 6 years.
I actually have 4 l83 that I paid less than 500 cad each.. they throw lifters away. Have oil pump issues all with 120k km.. they are junk to find
And we will eventually see LS availability taper off, much like we are seeing with the original SBC.
@@dougherbert7899 oh men 6litre block were still made till like mid 2020 when they replaced them with the l8t. It will take many many years for them to go rare I believe... its been mass produced and they are in absolutely everything.
We have been able to get 4 LTs from salvage yards at good prices.
@ how much
The comment section on this channel always surprises me by just how many people are ready to chastise you for not being as mediocre as they are 😆 Can we not have one channel striving for things the masses will not? Especially one channel actually reaching its goals!
Yeah. They make me laugh most of the time. Just trying to share info. Sorry about that! Lol
I am old, old school engine blocks, carburetor's and msd ign.
Seems to still work pretty good?...LOL
Your gen 5 content. Really has be feeling like a flathead guy right now. I’m still messing with gen 1 N/A and roots stuff. 😂
Hell I am having fun playing with gen1 and no boost. I don't have the nerves to drive 800hp anyway.......a man has to know his limits.
I'm right there with you. my daily drivers have ls, but I leave them mostly stock. still enjoying the old Gen 1. I'd probably dive into his stright 6 still before I messed with a LT.
Dude you're seriously on to a gold mine with the 4200
Meh, been beating the piss out of an SBE gen4 4.8l at close to 1000 gross HP for 4 years now. Entire engine was $400.
That's awesome dude!
Head to head between LL8 and LV3 when??
at 11:33 you mentioned using two top side thrust bearings to convert it into a 360 degree engine. Bear with me here, but I'm fairly new to engine building and the gen v lt's. Could you explain more about if there's any modifications to the blocks, the benefits, etc. I just wanted to understand it better and could you also provide me with the p/n if thats not too much to ask for. Please and thank you
theres a guy from Corvette Garage i think its called, he put a 8.1L in a C8 corvette. he converted it to variable cam and direct injection heads so all the LT electronics work. Its on Greg Quirin's channel. Along with amazing engines made from scratch by Land speed guys team Aardema Braun.
What about the 6.6 l8T gasoline engine?
Those direct injectors and pumps are a lot of cash to get proper flow support for boost, especially on Ethanol. Its a good step in the evolution of Chevy power, but its not as cheap or easy as an 4.8/5.3 LS. Not yet anyway.
Overhead cams with larger port area using more smaller valves is a fair replacement for displacement. Hope they don't change the rules on you and you get low ETs.
Can't wait to see how you do with a natural aspirated LT motor.