THE OTHER GUYS 3800 L32 HOW TO MAKE HORSEPOWER. CHEAP, JUNKYARD SUPERCHARGED V6 POWER (PT 1)
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- čas přidán 27. 08. 2021
- CHEAP BONEYARD OTHER GUYS V6 BOOST-WILL IT RUN? CYLINDER HEAD FIX FOR EXTRA POWER. CAN WE I RIGHT FROM THE JUNKYARD TO THE DYNO WITH A 2004 SUPERCHARGED L32 3800 SERIES 3 MOTOR. AFTER HAVING BAD LUCK WITH A BROKEN L67 (SERIES 2), I UPGRADED TO THE SERIES 3 L32. CHECK OUT WHAT HAPPENED WHEN I FOUND WEAK CYLINDERS AND THE DIFFERENCE IN POWER WHEN WE FIX THE HEADS. ALSO TESTED WAS THE EFFECT OF IGNITION TIMING ON POWER ON THE SUPERCHARGED 3800. THIS IS PART 1 OF THE SERIES WITH MANY MORE MODS TO COME. THE OTHER GUYS RULE!
- Auta a dopravní prostředky
Looking forward to the turbo portion of this series. I'd like to see what these things are capable of.
The fastest build so far on a turbo 3800 came from my fellow michiganders a couple hours outside of the Motor city. They(ZZP)built a 1000-1300hp mid 8 sec FWD 3800 Grand Prix. I believe they still hold the world record for fastest FWD 3800. I haven’t seen anyone top that yet for a 3800 build.
They sell kits that can get a junkyard 3800 to 600-800hp pretty easily. They were doing it with these right around the time the 5.3 and 6.0 craze started. The stock rotating assembly is very strong.
I own a supercharged 97 Grand Prix, mine was dynoed at ZZP in Grand Rapids and made 325 to the front wheels, I think it was around 13lbs of boost
Guys I Australia run easy 10s in RWD 3800s 👍
@@jzlove5088 Been a long time but I thought RWD was in the 7s
@@DarkLinkAD, supposedly there were videos of a 3800 in some contraption that ran 7s around 2005-2008. I can’t find anything about it though. Except one old forum with broken links to the vehicle.
@UCQSUgWYbfdQBg8GcBuxgHsw, very nice! Getting close to mid 8s. Definitely up there in the top 3800 builds!
So relieved to see this series finale kicking off lol. Right on Richard
The boost curve is due to the stock cam, heads and exhaust manifolds being so restrictive. The peak boost will drop with the headers. Ported heads and cam will lower peak boost also. Then you will have to pulley down. My GTP was making 11-13 psi with a Gen 3 blower, 3.4 pulley, fenderwell intake, Speed Daddy headers and SLP loudmouth catback. 17 degrees of timing also. Had to back the timing down to keep the tranny alive...
One of my favorite engines. What kind of power did yours put out?
@@steelervette I honestly don't know. It went low 13s at 107 in cold weather. I think she had more left in her tho.
@@jaydubb71 that's pretty good with that timing and transmission. I see those engines are making a comeback.
Ported heads definitely help, but when it comes to boost curve problems, it’s stock supercharger. The m90 is just a tiny blower and chokes itself out. Put a bone stock engine in front of a turbo setup at the same boost levels and it’ll make WAY more power
@@zerohourdrift agreed. The M90 is tiny but right now, that blower is choked with that stock blower. I personally think he should get an NA style upper manifold (that's if they still make them) or gut the blower and use the blower case as a plenum. I really wanted to do that to my GTP but the funds wouldn't allow it...
"70 RS Camaro guys, we have to stick together. I'm with ya Richard.
split bumper ftw!!
The moment we've all been waiting for! we want to see this thing launch the heads off!
Hearing how much it liked timing for you has already disproved a lot of what the 3800 "guru"s seem to think. You're already going to be hurting feelings and I love it
I found this out myself on the dyno at power tour this year, gained quite a bit running 18* vs 15* of timing on E85. Sounds like I have more room to go!
Like to see it on 87-93 gas
Can't wait to see the compound boost tests. I was disappointed in Gale Banks compound boost test on the Duramax monster truck project. He didn't measure pressures and temperatures at all critical points in the system so you couldn't tell when the blower was getting in the way of the turbo. When that happens on the 3800, it would be interesting to take off the blower belt and see if the engine picks up manifold pressure and HP with the supercharger freewheeling.
They lost me at putting the blower before the turbo.
The 3800 is such a great engine. It makes me sad that GM never made any decent cylinder heads for it.
GM perfected the 3800 engine for years! Please don't forget this fact- it's a big the reason why it was so reliable!!!
@@wannabeetiger if only they made a bullet proof 4t65e-hd transmission
@@knakaideneh thats any transaxial, all transmissions fail at some point, fyi, example 4L60 is for vehicles up to 6000 lbs gvwr, also up to 360 ft fbs torque.
@@shadowopsairman1583 The gm 4 speed transaxle is a remarkably weak transmission known for dying with stock Na 3800 power levels. They are not a strong unit whatsover compared even to Ford's ax4n fwd transaxles. Ive seen a pretty sweet 5 speed swap from a saab into a GTP after the guy was tired of killing transmissions year after year.
M.B. .................they made some wild heads back ln the early 90s ,they raced at Indy ,heads had massive intake ports ,Bill Cosby sponsored a team with Willy T Ribbs , there worth the hunt !!!!!!!!!
Always keep an eye on your thermostat. water pump likes to lockup . Iv learned as first car of mine that had lot miles. But great engine run for ever. I had no idea could do this. thank you for video buddt
Good Stuff Richard, I have some experience with this engine in a Grand Prix and it was fun at the time.
Got an idea for a future series that I hope you do: A Vulcan 3.0. I've seen less than a handful make some decent power both n/a and boosted but I would LOVE to see what you could do with one. If you do get around to it and do one, be sure and do the rockers along with headers.
A proper valve job is often overlooked by many . People seem to focus on rings and cylinder walls, but the head is just as important . Good valve guides as well as valve to seat surface, and then of course the correct valve spring for the application. An interesting video would be a worn out performance head against a perfect stock head, as in the head flowed with in a reasonable amount more, but now the valve guides are worn and the valve might not be sealing well. Where is that trade off of better flow vs it inability to seal 100% and at high rpm?
It is also kind of a two part question for people not looking to spend much. Gamble on used higher performance heads vs a great valve job maybe some porting to keep the price around the same either way. The second is cheap heads with the same flow numbers vs heads with the same flow numbers , but the valve job is done 100% correct, both brand new out of the box.
That almost turns into a third question ... should I just buy china heads and have my local machinist go over them, because just being made in America and paying a thousand or more doesn't mean someone making near minimum wage is not just slapping garbage together.
You know, a hopped up 3.8(SC or turbo, personal preference) would be a pretty cool swap in a Chevy Luv! Especially in front of a stick!
I always thought it would be cool in a Vega
MGB GT 👍
Uncle had a 455 buick in a Luv swapped the tailshaft for a 4x4 shaft bolted on a tcase, then dropped a 77 Toyota cressida wagon body on the frame. Sketchy as hell but fun
Back when you could find Land Rovers with broken 4.1s for sale for a sack of beans, I wanted to toss an N/A 3800 in one for a driver.
Basically the same power, but would run forever.
Drop a LU3, LV3, Or an Atlas in it
I can't wait to see cam,springs,& boost on this 😍
Ford supercharged 3.8 v6 next
Running those will be a challenge. Only 2 years came with obd2 and I've never seen a stand alone controller.
@@Matp345 They run a Holley engine management system. It can be programmed to run anything. No OE computer setup needed.
@@jimt9661 yea im sure they could figure it out of course. That DIS system those 3.8s had could be hard to get around.
@@Matp345 megasquirt efi is pretty popular and is made to work with factory obd1 efi systems and convert them to obd2.
@@stevennunez6013 I guess we'll have to wait and see what richard does. I'd love to see one on an engine dyno. Went to a few thunderbird dyno days years ago but as we know wheel and flywheel are way different
This is great! I'm totally down to throw one of these in something!
The shot of Richard banging on the valves with a hammer needs to be a GIF.
I’m going to guess that more cam will make a little less boost but more power. Can’t wait for that compound boost setup. 😁
Enjoyed driving these. Came in cars like the Buick Regal GS.
Can't wait to see the compound setup. Can't wait to see how intercooler tinkering affects it 🤘🤘🤘
Coming soon!
Stock pulley, I was seeing about the same. Curve. On my 97. These cars were so fun!
I’m so ready for this!!!
Great engine , awesome series
It would be interesting to see the boost curve starting from idle to see how it trends.
I think running the blower and turbo sequentially would be preferable to compounding.
That oe cam makes such a nice curve. I would've thought boost was higher below 5000
It's supposed to be. Maybe the bypass is a little jacked up?
@@Christdeliverme that could be an issue too. I remember seeing 7-8 pounds in the 3500 range on these
One of ours is tuned at 200hp on 8deg timing with a 3.0" pulley making 13psi at 6400rpm
Even with a 222/222 113lsa cam and decent exhaust its still restricted, is getting a big AN12 water to air cooler and porting very soon
Cant believe how much of a difference you found just 1 deg of timing made
My 3800 experience is that the boost increased up top when the IAT climbs. The boost curve should be a little more linear but as it doesn't have a cooler the air expands as it is compressed due to the heat. I'd love to see IAT data!
Well that was super worth the wait !! Makes a SBF 5.0L V8 power curve look weak right out the box. So exciting !! Great job Richard !
It's not hard to embarrass a stock SBF, and this is coming from a ford guy, you want impressive out the box power try an 03 navigator motor on for size. (Just be warned it's quite large)
That's cause it is weak af!
@@Prestiged_peck 5.0 coyote is when Ford finally got the mod motor rite to bad Ford is so stuck on pushing eco boost v6 junk
@@neilbrown82 what's the problem with the Ecoboost V6?
@@AustinRBa who wakes up and says oh geez I can't wait to get an Ecoboost V6...... Said nobody ever these are the engines that will be littering the recycling yard and get crushed nobody's going to care 20 years from now
My boost curve looks pretty similar. Btw, the header/manifold and down pipe is the most restrictive part if the whole thing. A set of headers and you'll see gains.
On another note, I've very jealous of 22° of timing. All I can muster is 14° before kr. I am on pump 93oct.
Richard is going buck wild.
That little mouse on the floor at 1:20 behind drivers side of motor didn't like the V6 sound lol
Since I know you don't mind making adapter plates, if you stumble across one in the yard it would be really cool to see what one of these motors could do with a Jaguar/Land Rover TVS1320 supercharger. An Eaton M112 would be interesting to and alot easier to find 👍
Richard, that blower should be making 8-10 psi from 3000 rpms on up. Make sure the bypass is closing all the way right at the throttle hit.
Personally I blame squirrels
Hi Richard, is it possible to take the temperature of the blower before and after compounding it maybe with a infrared thermometer? I think it would be interesting to see if the blower gets hotter or colder with the turbo.
L67 here with ls6 valve springs, ls7 lifters, gen 5 m90, ported myself heads, sd headers, e85, dhp, ECT
I rev out to 6500 and my boost curve does gain overall. Stock boost on my current motor, until next week, but I see about 6psi until about 5600 rpms and then mine climbs also to about 8 or 9 psi at 6500... so I'm sure the cam has to be a big part of the problem. But my power stays good to 6400 then you can feel it fall off... Stock though, that happens around 5800-6000, so valve springs definetly help.
My stock setup( the aussie rwd l67) was around 6psi untill around 5000rpm and it would climb to about 8 or 9 psi. I figured id need a cam or reco heads but i fitted extractors and at the same time as a hybrid intercooler and smaller pulley and it makes around 12 to 13psi consistantly now. I think the factory cast headers are causing that spike at the end there and especially how the fwd manifold is compared to the aussie rwd cast manifolds. it would be good to see just a header change and see what that does to the boost curve. As always mate great work
watch part 2 in the series
@@richardholdener1727 don't worry about that I'll definitely be watching mate
@@richardholdener1727 I have a diveter plate between the supercharger and intake manifold so it runs through an external w2a cooler like the one you use on your dyno testing. I just picked up a harrop htv1900 for the l67 so that should wake it up a little more than the m90
I've been wanted to do a Chevy LTZ 3.9 V6 motor with a super charger to build camaro rs
My 02 gtp's boost came on much more in lower rpms and did stay steady and would fall off right before shifting but.. mine was in the 7 range in the 3000s and that's with stock pulley with a cut factory air box with k&n and flowmasters instead of stock mufflers and royal purple fluids and ran a 14.2
I think it would be cool to see the blower get ported, after the cam swap and head porting.
Mine would jump up to some where somewhere around 6-7 then go up a lb or so as rpm rose. Now with a 3.4 pulley on a gen v swap(2000 gtp) it goes from 7.8 at the hit to about 11 at the top. But mine with factory computer seems to not be happy timing wise. Always seems to be pulling KR. I have the basics, intake, down pipe, factory cat and straight exhaust, step colder plugs and water/meth.
With the stock pulley you should see a peak of 7.5-8psi up top. These engines are particularly sensitive to vacuum leaks and can often have sticky BPV’s that will bleed off boost, so if you aren’t making that much boost those are definitely things to look out for.
Keep adding degrees, that thing it's going to be in school all its life!
I think the boost is low at low speeds because the cam is very mild. Then boost builds when the volumetric efficiency drops off.
Is there any possibility that you may do some Dodge 4.7 Magnum experiments ?
Now you are really speaking my language!
Would really like to know what angles they did in the Valve job, would help illustrate the benefits of multiple angles instead of just a flat seat. I was wondering why the timing was so soft to start until you said it runs no intercooler, then it all clicked. Really looking forward to what it does with a turbo!
@@BuzzLOLOL This is a 3.8 though.
@@joemomma12341 They already did a turbo 3.8 as well. With pretty great results
What I got from this is I need 80lb injectors, spend some time porting the heads, make some headers, and swap more cam in the supercharged 3800 going in my version of an Ariel Atom. I wonder about using the NA short block with the blower, because E85 doesn't need low compression to stay alive... and I have three NA engines sitting here. That torque curve 3500 to 5000 makes me very happy, and in an 1800lb or so ladder car it should be spirited.
L26 aren't very built from what I understand. The l36 is fine. They aren't as forgiving as the low compression blocks, but can pump out over 300whp with a maxed out m90 for a while, with careful tuning that is.
ill go do a log on my stock 3800 car soon but i'm pretty sure back in the day my boost curve, driving on the street, was very steady 7ish psi from any rpm and rise a little at the top end but nothing like whats graphed here
You can tweak the Boost bypass valve with a 10mm wrench & 5 mins to make the more boost lower/sooner; basicly you are shortening the stroke of the lever in the bypass valve. I forget what my SSEi made stock.
I adjusted the valve
Cam! Heads! I like the idea of compound boost too…but maybe straight turbocharging would be best? Interesting comparison-my wife’s 3.6 DI V6 is rated at 310 @6800. I think Cadillac (and maybe others) have a turbocharged version, too.
Only heads available aftermarket are either ported/worked stock ones or the kyre ones which are a few grand
The TT version of the same engine used on the 2018 Cadillac ATS-V made 464HP, so yeah, that problematic and hard to work on HF 3.6L V6 does have a few merits.
A bit late but Hell ya.
The V-6 has interested me.
However, aftermarket support sucks.
I’m really trying to convince the wife to stuff one of those 3800 supercharged engines in our cavalier backup car
I'd been interested in knowing the difference between a stock, 3-angle, and 5-angle valve job. Also try with and without lapping to see if it makes any difference.
I think during the live chat yesterday with Freiburger & Finnegan he said he had tried that & been disappointed by how little difference it showed
Step one make sure you replace the coolant elbow and crankshaft position sensor
Damn I should’ve kept my full bolt on Grand Prix these videos might’ve made the price go 📈
iirc there was a GN with a series 3 engine, 206/206 stattama cam, mildly ported heads, and 61mm turbo that ran mid 10s on stock bottom end.
Should do a ( N/A ) version. KIWI style.💪
The dyno boost curve with aftermarket EFI engine controls is not going to be accurate as compared to a vehicle with a stock l67/32 PCM/computer. The stock PCM with stock tune controls the boost via the BBV to about 6.5 psi as I have recorded in my own 2000 GTP. Additionally the stock PCM has "torque management" and "abuse mode" that is also going to limit boost under those parameters.
Just finishing up a rebuild on my on L67 right now, stock rebuild, no mods except for ZZP 1.65 rocker to replace my factory rockers to which four of them had started to wear the pushrod pockets. I also found that every exhaust valve was leaking cyl. pressure, and my con rod bearings were just starting to make noises, (reason for rebuild) other than that it still ran great, did not burn oil or leak oil, and had 196,000 miles! The original pistons did not look that bad, but I choose to go with new ones from ENGINETECH. I should be doing the first start after the rebuild the next day or so.
when the valve is closed-no ecu can't add more boost-it can only open the valve to reduce it
Richard, Once You Run Turbo Set Up On This Trying Running ZZP Coil Packs And Granatelli Plug Wires After. I Think It Might Be Surprising.
I’ve got a sweet spot for the 3800. Had two Regals and two Grand Prix.
A good cam, correct turbocharger and an intercooler will be good. Gale Banks has tested that turbocharging a blower is not good.
That Boost Curve Is Pretty Normal For A 3800 Supercharged.
Almost All The Supercharged Cylinder Heads Are Cracked Between The Exhasut And Intake Valves At Junk Yard. You Have More Luck With N/A Heads From Junk Yard But You Cant Run The Supercharger On The N/A Heads (no injector ports in head).
Good Luck Getting Ported Heads. I Sent My Cylinder Heads Out 11 Months Ago And My 3800 Has Been Down Ever Since. I Just Want My 3800 Running Again.
It's A 210,000 L67 Crank In A Series 3 Block, L32 Rods, Diamond Ceramic Coated 8:1 Forged Pistons, Ported L26 Cylinder Heads (if they ever get done), Ported L26 Lower Intake, L26 Upper With Velocity Insert From ZZP, 91 Pump Gas, Water Methanol Injection, Quick Spool Wet Shot And A Big Turbo Cam. And Of Course A Turbo (GTX3582R With .82 Turbine)
I MISS MY 3800 SOOOO MUCH lol
@JPL Performance Damn And I Was Going To Do It Through Intense But They Never Responded Back To Me Emails. Im Not Gonna Say Who But I Do Know It's In Indiana And I Believe There's Only 1 Machine Shop In Indiana Set Up For CNC Porting These Heads.
@JPL Performance My Bad It's In Ohio. Lol Indiana Is Where Triple Edge Performance Is. I Had My Transmission Built There And For Some Reason It's Burned Into My Head haha. 4 Years Ago That Took $6,000 And 9 Months To Get Done. But It Was So Hard To Find And Get Parts For The 4T65E (7/8" Chain Set, PI Torque Converter And The Ultra Rare GM Torsen LSD) All My Transmission Is Missing To Be Completely Built Is The Impossible To Find 1" GM Chain And The GM Input Shaft.
Once I Hit The 10 Month Mark On The Heads I Started Getting Upset. Now We Are Coming Up On A Year And It Scared Me Becasue It Felt Like It's Only Been A Few Months And An Entire Year Had Flew By.
The Bad Part About This Is Money. Since My Monte Carlo Is Down I Started Messing With My 5.7 Hemi Jeep Commander Which I'm At The Point I Wanna Build Up My Jeep. I Threw One Of The Montes Spare Turbos And It's Already Making More HP Then My Monte Carlo Did. Lol And The Jeeps Still Got Stock Cam And Heads hahaha. Granted It's Not As Fast As Monte Carlo Cus the Jeep Weighs 1,500Lbs More. Monte Was Making 480WHP With Almost All The Bolt Ons And ST5 Cam, 1.65 Rockers. Jeep Made 450AWHP ( if you consider the AWD drivetrain losses it's making more chp) And It's Not Even Trying With 7PSI And 11Degs Of Total Timing With Zero KR. It Gains Like 15HP Per Deg Of Timing And Like 30HP Per Lb Of Boost. I Haven't Turned It Up Cus I'm Too Chicken Knowing The Piston Ring Gap Is Stock hahaha. Tuner Was Like We Are Not Even Breathing On It. So I Wanna Do Cam And Gap The Rings Which Is More Money haha. Then It's Gonna Brake The Tranny With More HP And I'm Gonna Have To Build That Up Like The Monte hahaha
I see 3800. I click. The long tube headers will help a hell of a lot! E85 and nitrous works great on these. I've been there. That boost curve is wrong...... it should be near instant. Very odd.... The stock heads will do way more hp. The cam is the limit.
That boost looks similar to my L67
Did u change the pistons over to l67 low comp pistons only ask because u said it was an l36 but it had low compression pistons in it when I seen u remove the head ?
I HAD TWO MOTORS-ONE WAS AN L67, THE OTHER WAS AN L32 (NO NA VERSIONS)
Finally
Its been awhile since I've seen a stock 3800, but that boost curve looks like the blower may be a little worn out. Bet if you pulled it off you'd see a little self clearancing on the rotors
What kind of intake air temps does this see with the stock pulley ratio?
Above 100 usually, with 4 sizes smaller pulley (the typical mod range most entry level guys go) can be close to 200
@@jacobburskey3044 Im guessing probably over 150° but i dont know. I only have experience with gen 2 Bonnevilles running the gen 3 m90
My dream build is one of these and a 5 speed in 1st gen s10. I feel like itd be the perfect power plant
With what tranny?
I really like these engines and I have a light track T with a T5 that I think might be a candidate for a 3800. My questions is, how adaptable is the engine to a RWD application ? Any stock bellhousings that might work with the T5 like an 3400 metric pattern S10 (60* V6) ? Will the crank accept a pilot bearing ? I love your "Other Guys" series.
The t5 should bolt right on, youll need an F body flywheel and pilot bearing but the crank should be the sam in all series II. The series III i dont know if its drilled for a pilot because it was never installed with a manual transmission. All of them are fwd. A series II engine will maybe be more common and probably cheaper in the junkyard and they have the same head castings, the blower is different but not substantially.
I still would never swap this into anything. 330ftlbs will destroy a t5 driven hard and the all iron construction means they weight more than a Al LS engine and about the same as an iron block 4.8/5.3. There are so many better V6 engines that gm has made in the last 15 years that are a hundred of pounds lighter and make make the same power without a blower.
The Sc points the throttle body at the firewall on a rwd application, i dont know how well it would work in a tight engine bay.I dont think the engine is bad, it is great for something low maintenance and low performance that doesnt burn much fuel. Its a terrible, heavy antique for something you want light and fast.
@@timothybayliss6680 I don't know if we're talking about the same engines, I'm talking about the 60* V6's not the 90* V6's. Everyone I've seen in the engine bay's of numerous Buick's have aluminum heads and even in a Park Ave they're no slouches. As for the T5's I am currently driving a fat tired 1986 S10 with a cammed 4.8 LS and a World Class T5 out of a '88 Camaro and I don't have a light foot. I rebearinged it and added a billet support otherwise it's stock and has been taking a pounding for over 4 years now.
@@hardball107 the 3800 is a 90° V6 that has its origins in like 1962 as the wildcat 225. All the production heads up to the end are iron. The newest and last pushrod 60° v6 (3500/3900) is in the same family as 2.8/3.1/3.4 and shares the same bell and some have a manual trans. Street driving or even aggressive track driving is pretty easy on a trans compared to powershifting with slicks on a prepped track. A WC t5 will do lots of magic too if you dont powershift into 3rd on the regular.
I wouldnt swap a 90° iron pushrod V6 into anything other than a giant forklift or a generator. They are too heavy and expensive compared to the performance offered by aluminium 4 and V8 engines that share the same bellhousing and crank flange offset. For me, if i had a t5 that could take this engine in a s10 chassis i would save my money for a ls4. It weighs 100lbs less, makes more power than this can with a blower and performance parts are less than half the price.
@@timothybayliss6680 I must be getting the 60 and 90 degree engines mixed up, I always thought the 3800 was a descendent of the 2.8/3.4 family of 60 degree engines not the 231 Buick V6. The Track T I have has a very narrow engine compartment. It has side covers and currently has a Ford 2300 4 banger in it. At 2100 lbs it goes OK but I'm looking for a little more. I might be able to squeeze a 302 in there and I'd love an LS but it's really tight. 300 horse is twice whats under the hood now and It would really fly with that, a 3.4 with 200 hp is hardly worth the effort. I'd be better off turbocharging the 4 banger. Thanks.
Contrary to common sense, when I did this back in the day, putting an intake on the blower, I lost boost everywhere and gained about 12 whp. Esecially lost boost bottom end.
Is the bypass working correctly? Stock it should hit 5-6 PSI immediately then rise to about 7.
Though this was an L67. The interesting part was. Back in like, what was it now 2002? The car would have KR on a stock pulley 93 octane (200FWHP) When I threw a T62-1 with tubular manifolds on the car with a spearco front mount, no tuning whatsoever, stock everything, blow through MAF, I forgot the PSI it was low. 13 Maybe, car made 340FWHP with zero knock.
I cannot wait for the blower portion of this series to be over tbh :D
Blower is nothing but a band aid and cost cutting measure on this engine from the factory. No heat exchanger, a total and complete cost cutting design from the get go.
I wanna see the difference with a nasty ZZP stage 4 cam vs stock!
Is your boost bypass valve leaking/stuck open?
Also I remember browsing the forums back in the day and they say the non-supercharged heads flow better than the super charged ones. I've always wondered the truth on that?
We're about to get in trouble to make 800 horsepower
Put it in the Nova!!!
Let's make some torque steer !
Wish I could do two thumbs up
Zzp cam test?
I want to put one of these in a Pontiac feiro so bad
"motor, motor, motor, motor, motor"
motor trend
@@richardholdener1727 @Richard Holdener @Richard Holdener What *about* ,"motor trend"?
Lapping valves is a patch job. A real Valve Fitting does not need it and provides a better seal. It also has better flow. It can be refined further.
completely dependent on a knowledgable machinist
Cracked head... neither will fix correctly. If you're just trying to knock the carbon off the valve seats on a motor that costs less than ONE machined head, it's a viable option.
👍💪
Hope my net worth graphs the way that boost does. 👍
Typically you'll see 5-7 at 3000 and 8-10 by redline on stock setup, usually only 3 psi of increase. With a stock cam and manifolds you'll see boost rise sharply over 5000 rpm. With headers boost won't rise as much over 5000. Add some rockers and usually boost doesn't increase much until 5500. Cam, headers, heads, boost is pretty flat, only increasing by 1 psi or so over the run.
In regards to your pulls, 9.5 psi isn't unheard of on a stock setup but 4.5 seems a bit low at 3000 rpm, i would expect closer to 6. That front manifold is junk and extremely restrictive, the tubular front is a good upgrade but going right to headers is a better idea. 1.9 rockers is a common swap but a ZZP XP or NIC cam is a better idea along with a set of their ported heads.
Heads, cam, E85 and turbo should make some decent power. Not uncommon to make around 600-650 at the flywheel. Just my input.
AMEN 3800 BROTHER! AMEN! Someone ELSE who knows the 3800 as well as I do! Preach Brother Jesse, PREACH!
I just replied pretty much the same thing to someone who replied to my comment. Lol
@@jaydubb71 LOL, I've been working on them and tuning them since 06. I've done them all from mild to wild. These days I tune mostly LS stuff though.
@@jaydubb71 I'm gonna assume you are aware of and attend the annual 3800 meet that my buddy Darryl does in Michigan?
@@jessemurray1757 I'm aware but I haven't been able to attend. I may come out next year. I've always been a SBC and now LS fan. I may get another W-Body soon tho.
@@jaydubb71 I love the 3800 but I have an 18 Camaro SS now. Put a maggie 2650 on it. For power, mileage and reliability the new stuff is tough to beat.
I was just struck by a poignant question, Do you have add ring gap to a factory engine that already had and was designed for boost?
I put it at .028-.030
Given what you have planned that is understood SOP even. Just curious as to what the OEM did for a boosted application
I wanna see what a camshaft upgrade does the most, especially after seeing that boost curve
Me too. No doubt the factory camshaft isn't letting much happen above about 4500 RPM.
@@rotaxtwin 4500 rpm is where the magic stops. Lol
😣how to add. M90 series 5 on a 3800 series 2 l32 what doni need
Does the 3.8 bolt on to 4l30e rwd transmission ?
There is 4L60e from F body cars with the correct bellhousing
How do you find a decent junk yard engine? I’m sure you have guys your know looking for engines for you all the time, but what advice can you give those not living in a huge metropolis??? I need to find an engine for a future swap in an old 30’s coupe.
we look for a wrecked car-hoping it was running and driving when wrecked-you can also use a battery to do a cranking compression test before buying
No mention of the rodent @1:22? Must have had a mouse motor in the Dyno room recently.🤣
That hilarious. Its like it can hear the starter and knows there wont be any shoes to dodge as it hunts for pizza crumbs.
its a piece of paper floating in the dyno cell because of the fans-Mice can't levitate
Show more!
Valve float is extreme on a stock setup after 5500rpms.
need springs
I say it’s a lot to do with exhaust flow and the cam is the second part of the issue.
No tourqe but all the power
How did the 3800 get the engine code L32? The L32 is a 60° V6 from the 93 to 95 firebird/ Camaro
the 3800 in the Camaro is the same engine family
@@richardholdener1727 that's what I'm intrigued by. The L32 V6 is a 3.4 60 degree V6. It's a very different engine from the 3800. But shares the same engine code somehow.
Mmmmnyes
Fords 3.8 supercharged vs pontiac 3.8 supercharged!
What’s different between l32 and l67
20 hp and better blower
What about water and methanol injection
Please do a max effort cam test btr vs tsp ms4 please please please even throw the ms3 in there all on ported stock heads
Oh these are ls cam shafts
max effort ls cams?
What ecu are you using? I’m buying one of these to use in a Lotus 7 build. I already have an AR5 trans. 350 - 400 horsepower will be a monster. I want minimal electronics.
Yaay! Lotus 7!
Caterham, Westfield, Birkin?
@@2lotusman851 Building it myself. I just built a drag car. I can weld. Plans all over the internet. I’m pretty excited. I like driving more than just in a straight line.
holley hp
@@richardholdener1727 Dang. $$$$. I was hoping you’d say microsquirt.
@@richardholdener1727 Which one?? I cannot find one for a 6 cyl...