5.3L LS VS 5.3L LT VS 5.3L LS/LT HYBRID-WHICH ONE MAKES MORE POWER? 500+ HP 5.3L SHOOTOUT-WHO WINS?
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- Опубликовано: 19 сен 2024
- ARE THE NEW LT MOTORS BETTER THAN THE LS? WHAT IS THE BEST 5.3L TO BUY? WHICH ONE MAKES MORE POWER? CAN I PUT 5.3L L83 LT HEADS ON A 5.3L LS? HOW WELL DO LT HEADS WORK ON AN LS? HOW MUCH POWER CAN I MAKE WITH MY L83 5.3L LT MOTOR? IS DIRECT INJECTION BETTER THAN PORT INJECTION? WHICH ONE MAKES MORE POWER, DIRECT INJECTION OR PORT INJECTION? CAN I MAKE 500 HP WITH STOCK HEADS ON AN LS? CAN I MAKE 500 HP WITH STOCK HEADS ON AN L83? CHECK OUT THIS VIDEO WHERE I COMPARED WHAT IT TOOK TO EXCEED 500 HP WITH A 5.3L (LM7 AND L33) LS, A 5.3L L83 LT AND A 5.3L LS/LT HYBRID (LS SHORT BLOCK WITH L83 HEADS). WHAT IS THE BEST COMBO?
Back in the 80s it would have been a super charged engine just to hit 500 hp or a really built engine with alot of the good stuff and race fuel to reach 500 and that would have been with more cubic inchs, now. 325 cubic inchs will do Almost 600 hp N/A
It’s all in the cylinder heads… literally everything in the last 20 years is SO much more efficient than it was in the 80/90s
Don't forget the main caps are 6 bolt not those fragile 4 bolts we had then or even the splayed 4 bolts that only wanted to be like Rotex. I had 2 NA motors around 800 and one well above at 980. That was 10 k in the 80's and close to 100k for the same parts today.
@@Texas_Road_Warriorit’s not all in the cylinder heads. Much over 500 HP and the bottom end becomes very important. I got schooled by Mr. Carl Wegner from wegner motor sports back in the day. When I witnessed a for SVO 5.0 built engine from them turn 841 HP on the dyno. Granted that was a NA late model racing engine but facts still remain the same. Lots of HP gets either lost or made in the bottom end.
Let it be known. I still have a soft place for sbc 350, and will build 1 this year, but I'll shot for 400 ish hp
Those old engines didn't turn any rpm..
Hp=torque × rpm/ 5252
Those L83 heads might even be a good addition to a 5.7 ls1. I was looking at the port size of the L83, and just amazed how big they are just for a 5.3.
Richard thanks for all of your hard work!! It doesn't go unnoticed. Thumbs up 👍
Richard does all the time consuming hard work , for us! Thanks Richard!!
you are the new David wizard for my time of living as a first gen millennial
David is a legend-I have a long way to go before I could fill his shoes
The LT engine reigns supreme
I'd love to see a similar comparison using the L8T, using a stroker LS close in displacement w/ ported LS3 heads. maybe a L8T with ported LS3 heads/intake if it's possible?
Pretty easy, hardly an inconvenience to make 500hp with the lt. Very nice. Wonder how the headers would fit in a Chevy ss/caprice.
Those LT engines are pretty impressive.
You answered all my questions, thanks. That L83 is strong!
How about the new 6.6L truck engine? That's what I'd like to see with mild cam and trinity intake.
They are good engines,
Probably 500hp considering they are 400 stock.
Their rods were made weaker so you'll have to upgrade rods....not sure at what point they break but a guy had 5 blocks with three of them having holes in them from rods letting go.
From building a couple dozen of LTs i can tell you that you're VERY limited in camshaft upgrades because GM ran the piston-valve clearance VERY tight on LT motors. Were talking anything over 230@.050 and you really ""SHOULD"" flycut the pistons or put a different piston in it with valve reliefs. In a LT1/L8T that size camshaft (for non-flycut or upgraded pistons) and ported heads give you roughly 500-550wheel horse.
Yes sir Richard thanks bud have a great Sunday and blessed one with your family see ya later 🤘💪🇱🇷
It's all in the heads. Port injection makes more HP than DI. I wanted to do L83 conversion on my LS1, but went with ported 706 heads :/
no on port injection making more power
🤣🤣 direct injection is always going to make more power. That's why diesel engines are direct Injected ✅
HEY RICH, WAS THE L86 INTAKE RAN PORT INJECTION OR DIRECT INJECTION?
DI will always make more power then port, not even a debate. Besides the fact that the fuel from port injection takes up valuable runner volume, one has far less control over injection timing and detonation. DI puts in perfectly atomized fuel exactly when you need it, that's why DI gasoline engines can run higher compression on lower octane fuel. Pilot injection can also be utilized, and one can play around with pulses/ duty cycle.
Richard thanks
L83 heads are legit!
Those stock plastic intake manifolds always impress me
Could you please revisit the 8.1 and do some side by side comparisons of the intake that Raylar dropped like 8 months back? Please & thank you.
It's all good stuff. Thank you for your time and effort and knowledge. Well yawn another 500 hp engine. I'm so used to seeing you get 1000 plus hp that 500 just seems like child's play. Just kidding. It's great I love it. Just curious. Is a LT 5.3 stroker to 383 cubes in the future or twin turbos. Or both
Great test... please visit the correct LSA test on the DI engines .., after the LSA test on the LS402 proved that most cam companies are grinding cams with an LSA too wide for maximum TQ/Power ... would like to see what it does with the DI engines ... thanks keep up the great testing
ask yourself why people buy cams-then decide on what is too wide
I think most people buy cams hoping to get the maximum TQ/hp ... And I think fortunately you have decided for us that most of the cams sold have an LSA that is too wide ... at least according to your testing ... an advance/retard sweep on the cam is advancing or retarding the cam timing to see where the engine wants the adv/retard to be for maximum TQ/hp... I’m certain you’ve done this b4 ... sorry for not making it clear ... thanks for all your hard work
People DO NOT buy cams for max power/torque-the vast majority of cams sold are not maximum effort-in fact only a tiny fraction of cams are max effort. Every cam does not need to be a tight LSA. To think so is to not understand the cam market
Maybe I should have said max tq/hp for their combination ... my mistake ... like a 5,000lb 4x4 pickup with a truck Norris cam in it ... for that combo they want the max it will give and I think everyone that has a daily driver pickup would agree with that ... with all due respect I don’t think or know of anyone who installs a cam and doesn’t expect the max out of it but maybe I’m wrong idk ... I think you would agree because when you tested the TN cam you look at the dyno graph to see the max TQ/hp and the max average TQ/hp ... my poor writing skills are shining thru... I wasn’t talking about a max effort 1000 hp NA combo... I was talking about the average Joe that watches your channel like me and many others that would just like to get the max out of their pickup or street car with a mild cam ...as with the test of the 402you proved that the wider LSA made less TQ/hp ... of the 4 people I know that have done an LSA test all came up with same conclusion that a wider LSA made less TQ/hp I do appreciate all your tests and I think that’s why you test to prove what works and what doesn’t ... thanks so much
@@lukesimeon5756 I'd say most people want to get max "chop" out of their cam, not max hp/tq.
I’ve got a gen 4 iron block 6.0 and a set of LT heads just waiting for the right time.
Hey Richard, I think it'd be a really neat idea to put these on a 4.8 l and see how they do with the short stroke and high RPM compared to the 5.3
it just makes less on the smaller motor
@@richardholdener1727 well it would be neat to see how much the Lt heads gain on a LS1. I've been thinking about boring out my lm7 to a LS1 bore and getting my 706 heads ported by hoopers heads out of Dallas but those results That was shown with the l83 heads on the lm7 were really awesome. I appreciate all that you do man!
@@jaysgarage4802I'm boring my 5.3 to a 5.7 and adding tsp prc 220 heads. Can't wait to see what it puts down
Sound like the hybrid is a good budget build depending on what LT heads are worth.
Youd be lucky to find a pair of LT heads for less than $1200 in the midwest. Add custom cam, valvetrain, intake manifold and nickel-dime stuff and its very not not budget. If budget is in mind, youd be better off just using a L83 dropout and tossing a off-shelf cam on that thing with a DoD delete.
@airplanelover1231 yea but you would do that all anyway on an LS build. My point was that the stock LT heads are probably cheaper than new ported and polished LS aftermarket heads
@rustysausage69 man I've seen entire l83s for less than that here in DFW
Might just sell my 243 heads and start building some LT heads now. Do they make carb manifolds for the LT?
Yes sirrr👌
More power Mr Scott!!!!
Which ECU for the LT? Haltech Nexis 5R? Can it control VVT and GDI? I really appreciate the LT content- next great thing!
yes on the Haltech-controls both
LS>LT for reliability alone. The reliability in the new LT motors is just not there. They performed very well but I would sacrifice some performance to have reliability
Only issue with reliability is the lifters. Same dod/AFM lifters GM implemented in the LS. Both great engines.
the L8T is direct injected, but has no VVT or AFM. I think it's a great candidate for a similar comparison. with built LS engines of similar displacement.
On motors in stock cars yes absolutely. And even takeout motors, a valve job is a requirement. BUT.. Catch can not breathing through the intake, DI delete, AFM delete and you have no greater or worse reliability than the LS. Thats assuming the water pump pulley doesn't spin on the shaft, overheat it and crack the block lol
I speak from experience. When I tell you the LT is just not as reliable as an LS I worked at a GM dealership for over six years in Houston. AFM failure. Dod failure. Injector failure. Connecting rod failure. I'm not downing it I'm a Chevy guy.
You smoking something special today?
wow that’s the direction im headed with the newer engine stuff there laying around junkyard in police tahoe’s-put that in a 2000 lbs 4 link car with-Programmable nitrous !!!
Lets see stock L92 with L86 heads
Wonder what the hybrid would do with ported & milled l83 heads.
Id rather have lm7 anyday cus gm is recalling all 2013 LT motors to 2023
What about LS stroker with Lt heads
Thats impressive with the lt hybrid stuff. Would ported lt heads make 600hp with a 6 liter ls block?
wait til you see how they did on a 6.2L
@richardholdener1727 I'll be waiting lol. I have a ls3 block sitting for a future build 😁
LT 5.3 are 355hp stock
Why is chevy not putting an imrc valve to get both long runners and short runners out of their intakes? Just a question dont kill me in the comments
My question is why such a long LSA on all these motors. We raced dirt track and ran cams with 106 to 108 LSA. We were running in lower classes, flat topped 358 SBC. Just wondering what affect the longer LSA has. I see drag motors running at least 110 and up.
I think its because they dont want to flycut the pistons for PTV clearance? Idk i saw some DV videos on the topic and it seems to boil down to manufacturers that make the cam sell to the biggest market of buyers - most buyers wont flycut.
Look at TSP Chopacabra and BTR Truck Norris
@@shadowopsairman1583 id avoid TSP grinds but BTR and GPI are good alternatives(anyone who uses spintron is better than TSP)
Richard has already done an LSA test on a LS402ci 108,112,120 and yep you guessed it the 108 won ... he also did not do any advance/retard sweeps ... possibly could have found more power idk
You would have to fly cut pistons with a tight LSA.
Are they SMOG legal?😞
Wow, the 351 ford Cleveland was re designed with direct injecting.
I have a 2002 S10 with a gen 4 5.3 in front of a NV3500. Running off of a e67 ECU. can i use the same ECU if i were to build a LS/ST hybrid??
ALL THE ECU CARES ABOUT IS THE CRANK AND CAM TRIGGER PATTERNS-YOU WILL LIKELY KEEP THOSE THE SAME
Why no l8t stuff @richard holdener
Do a 6.0 or 6.2 ls and lets see those numbers
I really wish they did more 6.2 stuff
There is 6.2l testing too
Did you lock out the cam phasing on the l83 with the mild BTR cam?
I’m going to guess no just by looking at the torque curve. Locking out VVT kills a lot of the torque that you’d get down low even with a bigger cam
What’s the limit on the l83 on camshaft before you have to fly cut the stock pistons ? Anyone know?
235@.050 is where it starts getting sketchy. For that reason I personally would not go over 230.
I am guessing Rich that the aftermarket cathederal port is equivalent or better than a rec port and we would see no power gains on the LS test with the rec port heads?
rec port heads won't fit the small bore 5.3L
more excellent content!
Does the nexus have direct injection control? Otherwise how was fueling controlled with the tests on the l83? I honestly thought the R5 didnt have provisions for GDI.
L83 was actually run with factory ECU-my mistake
Why didn't they do all this with the LQ4 or LQ9
there is no 6.0l DI motor
This assumes port injection with even the "stock" L83 runs?
what assumes what?
@@richardholdener1727 You mentioned switching over to port injection on the hybrid. Was the L83 on port injection through all tests?
More like this
Do they change injectors on DI engine, or do they use stock injectors? Just curious. Thanks for the Video!
there are bigger DI injectors
@@richardholdener1727l83 5.3 likes lt4 injectors with gt4202r turbo 🔥🔥
What size injectors do i use in a 5.3 has a cam and flat top Pistons pretty much stock?
we used 80s, you will need something above 30s
Nice
Richard,
Do you record bsfc and engine vacuum?
engine vacuum yes
Di always makes more power
Yet this is port injected L33 with L83 Heads
Read the title
Lose the gray background on the graph
NO
@richardholdner1727 why no l8t stuff ?? Love your videos your the real mvp ....now lets see some l8t vs world (l92,l86,427ls/lt,lt1 mabey even 454lsx )😊
@richardholdner1727 why not l8t stuff ?? Please i must know lol love your videos your the freakin mvp
@richardholdner1727 why not l8t stuff ?? Please i must know lol love your videos your the freakin mvp