HOW TO MAKE BIG 6.0L LS POWER! FULL DYNO RESULTS ON CAMS, INTAKES AND (OF COURSE) PROCHARGER BOOST!
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- čas přidán 5. 09. 2024
- HOW CAN I MAKE MORE, CHEAP 6.0L HORSEPOWER? HOW MUCH POWER WILL MY 6.0L MAKE? WHAT MAKES MORE POWER, SINGLE-PATTERN OR DUAL-PATTERN PROFILE? HOW MUCH POWER DOES A PROCHARGER SUPERCHARGER ADD TO AN LS? HOW MUCH POWER IS A CAM SWAP WORTH ON A 6.0L LS? WHAT CAM SHOULD IT RUN ON MY 6.0L LS. DO I NEED TO RUN A DEDICATED CARBURETOR CAM ON MY CARBURETED LS? WHAT MAKES MORE POWER, CARBURETOR OR EFI? HOW GOOD IS THE FACTORY LS3 INTAKE? CAN I RUN A DUAL-PLANE, HOLLEY INTAKE ON MY 6.0L LS? CHECK OUT THIS VIDEO WHERE I COMPARED A SINGLE-PATTERN CAM TO A DUAL-PATTERN CAM, A CARBURETED INTAKE TO AN EFI INTAKE AND THEN ADDED A PROCHARGER D1SC CENTRIFUGAL SUPERCHARGER. THIS VIDEO SHOWS HOW TO MAKE MORE 6.0L LS POWER.
You're probably due for a book of LS combinations.
I WROTE SEVERAL
@@richardholdener1727 just found on Amazon.
Thanks, man.
Really???? I'm definitely purchasing then
That's awesome:)
Dudes confirmed more truths than ls1 tech in 21 years
Currently waiting for my 402 (6.6L) stroker build to finish. My LS2 block was junk so went 6.0 iron block (30 over), forged eagle crank, forged eagle i beam rods, SRP Pro dish pistons (shooting for 11:1), unported fast 102, TSP Magic Stick 3 (238/242, .600', 112 LSA, 110 ICL), comp cam lifters, ARP head studs and mains, king bearings, new Monster Lt1s twin disc, Fast 58 injectors, Aeromotive 325lph fuel pump, full exhaust…. Hoping for 520+ wheel and then maybe add boost later. Still a daily, hence the mild cam (2006 corvette). Replacing torque tube bushing and bearings as well $$$$$$$ 😢
Boost on an 11:1 motor, go easy😢
Look at the shape of the horsepower curve. It has a ripple in the curve, the dual plane curve is smooth. I think its probably a function of very even runner length in the EFI manifold, the resonant frequencies of each runner being the same causes the sine wave ripple as rpm's increase. The dual plane has all very different length runners which cancel out each others tuned lengths. Basically one has a natural filter. Also the obverall shape of the two horsepower curves are different, so naturally the two curves will cross twice.
WOW!. PRO-CHARGER IT IS.
Boost always does great things for an engine 🙂
nice test. this would be a great muscle car engine
Great vid rich
I have high hopes for my stock lq4 bottom end with 243 heads a truck Norris cam and fast 92 mm intake 🤞🏻.
Like Steve Morris says, "Everythings better with boost." lol
6 liter goodness! Wish you would have run the 223/223 cam with the LS3 intake too. But, time constraints most likely overruled that test.
same results
On the 1st test the dual pattern cam is big compared to the single pattern so hp up and tq down would be expected.
A dual plane more like 220/238ish 112lsa would be a closer equivalent.
Likewise a single pattern of mid 230's@50 would be closer equiv to that dual pattern.
the true test is matching the intake duration
@@richardholdener1727 👍 but all great and interesting testing too, thankyou
I just swapped a 69 firebird with an ly6 and almost the same exact camshaft from the Holley dual plane with a sniper to factory intake with terminator x!!! This is a bummer for me haha. Definitely doesn’t have the torque it used to I’ll say that
Rich, everyone wants to see down low for a dig reference and see what type of converter they need. Just an FYI
Everyone?
@@richardholdener1727 except for the roll racers. So no not EVERYONE.
no one needs wot power numbers at 1800 rpm (you should not be a WOT at that low of an engine speed) whether you roll race or drag race
The 227/243 Comp Cam made more low-speed torque compared to the BPE cam from 3300 to 4700 rpm, where their torque curves appear to meet. Then it continues making more torque (and hp) to the top end.
the 227 cam made less low speed (watch the video again)
@@richardholdener1727 I did, even watched it frame by frame when the Comp Cam hp/torque curves were added to the graph. I know the bigger cam usually doesn't make more low RPM torque, but this one did. Maybe it's the carb manifold that made the difference...
the 227 cam made less low speed than the single pattern
@@richardholdener1727No use of. Delousal people. Sounds like a Delousal Ford guy. Example they can get stright out run I mean get the jump 60Ft. But the other car even being 2 to 3 cars a head. Ford guys will still be delousal and blame there L on God's weather ECT and that's #1 out of many excuses they say.
HEY RICH, WHAT’S THE PART NUMBER OR LINK FOR THIS MOTOR?
Please do some comprehensive Hemi tests
Richard thank you so much for including the carb setups with this video! Was curious what your thoughts are on the older BTR stage 2 cam with the dual plane on the 6.0 rect setup? Also what do you find is the sweet spot for timing on the carb setups like this? Cheers!
any cam works with carbs, and total timing at hp peak is usually near 30
Thank you for the reply, do you know if BP used the oem dished type pistons on this one or flat tops like an LQ?
interesting, with how much Richard et al know, thaty they like roller FULCRUM rockers, not roller-tip rockers. Light weight trumps rollers, evidently!
I'm amazed by the level of torque the carb set up produced around 3000rpm! The carb produced torque level was almost comparable to the turbo set up at 3000. Richard, I wonder has the magnitude of the 'lower' rpm torque here anything to do with the over sized carburator? Did you happen to measure the air/gas ratio during both set ups? I'd love to hear your thoughts behind these!
we monitor and optimize AF ratio on every test
Most likely an error, as he said all the tests he has done have not produced same results.
@@nintendogamer5472lol an error 😂
Orange spray paint on the timing set and oil pump?! Did Blueprint send it out like that?!!
That was fun.
Good evening, first i'd like to say thanks for a lot of information and also I'm new to this. I have a old cargo Van with a 6 old engine absolutely love it but I use it for work daily use, so reliability is a big thing and I also told a 7 by 14 in closed trailer. I'm getting high on a mileage and I would like to rebuild it. I wanted to know what would it take for me to get around 450 torque and maybe 425 hp. Mainly because I run a lot of the highway but I also run a lot of the Midwest northeast mountains. I know GM came out with the new 66. But I actually love my cargo bank and everything works completely fine and The engine is just getting higher in mileage and just wanted to overhaul it.
TRUCK NORRIS CAM AND SPRINGS
Why do you mostly use LSA of above 110?
I usually test available cams-not custom ones-we all know what tighter lsa does
I would like to see what the engine would make with a carb and a NOS plate. Somewhere above 700 I believe
na hp plus how much ever NOS you add
Just enough to keep rods in the motor
Yeah. Buddy!!!
This will be interesting!
No replacement for displacement
b00st is thE replacement for displacement
What would happen with a 227/231 620 lift cam. Curious cause that's what I've got in my ls3 64cc head lq9. 92mm tb, ls3 intake. Should be pretty close. I do plan on running boost.
see the 224, 227, 231 cam video
Question for you Richard , a friend is putting a 305 vortec (originally roller) almost completely stock in an S10 pickup . What cam would you recommend for street use ? Thanks
take a look at the 305 sbc videos and choose one of the milder cams
Why not make compression higher like 14:1
very few do that
@richardholdener1727 I am going to do it I have a gm 6.0 junkyard engine I want to try and get 650hp with a power adder for my scca race car see what happens.
Would a 5.3 ECU work with a 6.0?
stock one?
Stupid question.
Every parts store gives math for carburetor sizing. Like-
cu in x rpm/ 3456 or some other constant.
But these Dino motors run bigger carbs.
I’m guessing Dino motors don’t do much part throttle stuff?
I’m figuring a 650 for the 6L and Richard is using a 900 cfm…
the carb size is not determined by cubic inches-it is determined by hp-and part throttle works fine on this motor
@@richardholdener1727 -Thank you.
So like 1.5 cfm per horsepower?
Probably not that simple…
😎
that is more difficult since the carb airflow is not always the rated size
@@richardholdener1727 -lol
It’s magic then..possibly voodoo.
we base it off of vacuum readings taken at WOT for various power levels vs carb sizes then adjust for drivability
How are you tuning all of your test setups
holley HP or jets/bleeds etc,, with carbs
We're the rings gapped for boost from Blueprint?
unknown
U gonna be on tonight?
yes
Hey I have a 1999 Ford f350 V10 supercharged with codes po118 po117 at same time it don't make sense the wiring is perfect and replaced pcm 2 times and replaced coolant sensor with oem everything works fine but truck won't start and when you can get it started it runs rich when you can pull codes you get po118 po117 then you can't get any codes from it most of the time any idea's
Pull the lettuce out of the zerk fitting and add some voltage to the dome pressure.
Replace the sensor with a Ford sensor. Did it on my 69 el camino with a stock 8.1 about 10 years ago and it fixed it.
@@skimask5911 has a Ford coolant sensor in it brand new and checked to see if it works
Mo powa baby
Little disappointed......when I think of 6.0 litre LS engine I think of Cathedral port heads...which this obviously does not have.
6.0L motors came factory with cath port (LQ4 and LQ9) and rec port heads (LY6)
try something besides an ls or sbv and sbf for once
Like his Honda videos , hemi videos , older Mopar videos , Cleveland videos , Buick videos , 3800 videos , poncho videos, dodge omni, BBC videos and modular videos?
Most of his tests are motors in the shop , or test motors for the most popular builds they're employed to do. LS is the most popular platform these days.
Pay westech to play with something different and I dare say it may end up on the channel with some encouragement it may end up on the platform.
see the many other playlists