Ford Australia had a R code style Phase III engine, based on an extensively decked US 1970 M code 300 HP Gross spec. They removed all the vacuum advance and just added a high intensity 524 lift Solid lifter 300 degree cam with 10 degrees less total cam timing at lash duration, and a crazy level of "squench" but with stock cast alloy 3 cc M code pistons. A 41 thou gasket, 63 cc chamber, Zero deck verses -16 thou for an M or Q code. They had it locked off at 32 degrees, 10.7:1, and lots of initial advance (16 degrees). So it was drastically "de-timed" and ran on just 97 octane leaded. The whole combination gained 30 HP in the planned Phase IV versions in 1972, with a 0.5 ratio drop through 68 cc chambers and the same cam, and yet it made more power at the 6150 rpm electric rev limit. It eclipsed the approx 380 HP Gross at 5800 rpm Boss 351 290 degree cam engine by a significant margin. The problem compared to the Boss 351, was fuel consumption dropped well below the 12 to 15 mpg US. It was down to 9 mpg US in the Australian Phase III engines.
I really appreciate the lengths you go to explain what should be common sense to a lot of folks… I wish more of the folks on message boards and facebook would listen and learn!
Years ago we n Australia, won of the teams made an overhead cam engine for the Chevy 350, big dome piston etc. made only 50 extra horsepower. Years later it was re visited , they had to have two spark plugs per cylinder coz the flame had to travel so far. Flat piston and pent roof is very good
Also I consider the weight of the vehicle and load on engine when choosing compression ratio. If it's a truck pulling a trailer going up mountain passes it will likely be more detonation prone if running a lot of compression
needs boosted aspiration. Even though detonation resistance goes up during elevation increases it is probably not enough compared to power lost in higher altitudes in normally aspirated tuning.
I know this is an older video, but when I'm just going down the highway on a road trip, I use 87octane in my 12:1, Whippled 2019 Coyote F150, I just make dang sure to stay light on the go pedal, and do my best to remember there's low octane gas in the tank.
Lead helps keep the engine knock minimal. Leaded 87 octane would probably be awesome with some slow and meticulous tuning adaptations. Minus the whole lead poisoning thing.
Air mass, rpm, air charge temperature, and load will determine optimum timing. The right timing for similar setups but different cams will follow the airmass profile of the cam. All engines have different optimal timing curves as everything affects airmass per rpm at full load. I love the power that correct timing brings out. It is almost never a smooth curve for na motors but as you add boost it is interesting to see the effect it has on optimal timing. For HPTuners the timing for high boost on GM ECMs loses the ability to tune which is why I think those are not the best way to control for 10 psi plus LS setups… what do you think about tuning high psi for timing, so many tuners seem to just set it to like 16 and not change it even going up to 30 psi plus boost.
I have a 02 Dodge ram 1500 daily driver with the 360 Magnum engine. I run 87 octane since that's what it calls for and the tank is 26 gallons. I have another 360 Magnum on the engine stand that's bored and stroked to 408, forged crank & rods with a neutral balance (i got a great deal on the bottom-end). I'm increasing the compression to 9.5 from 8.5 cause i want to continue to run 87 octane. I've been very curious about N/A and boosted engine builds that get the most out of 87 octane. I would like to see the maximum power that can be made with 87 octane. Thanks Mr. Holdener 💪🏆
@@richardholdener1727 i agree, but is the maximum power that can be made on 87 worth the effort of a engine build wether N/A or boosted? Meaning if i was to attempt to build a turbo 360 Magnum, made to run on 87, would the max power output be worth the effort of the build in your professional opinion? I would hate to build such a set up and only produce like 240HP or something like that or not be able to continue using 87 octane.
What's the best least expensive L83 5.3 modification. I have a daily driver 2015 silverado, I work 10 miles from work so fuel mileage isn't a big issue.
I have a question well its for my son he is trying to do a 6.0 with 823 heads and he is trying to get to 12 to 1 compression ratio but keeping stock crank what would be good set up thank you for any help
Richard hope you see this message or you may know the answer. I’m a tuner and what I’m seeing and it’s a recent test I’m doing but I specialize in daily driven power so more less 800hp and down but have you seen oil temp actually run a lot higher with ethanol vs Gas ? I know there is a lot more moisture that is introduced to the oil with running E. So I’m wondering if the higher temps are caused by evaporation process. charge temps are lowered but oil temps higher is this something you have encountered? God Bless.
@@richardholdener1727 thank you for all the hard work y’all do up there it really helps me with tuning and helps with giving my customer true data to help them reach there goals . God Bless.
I have head others on the internet say that as well, just saw it the other day on The Old Man's Garage on a 421 sbc on the dyno, it was a new build on e85, oil temps climbed fast and made the builder decide to switch to gas for break in to make sure there was no problems.
Say stock LQ9 timing VS my 4cc dome LQ9 160 Stat, softened chamber, colder plugs , 218/224 cam FBO in heavy truck ?! I pull timing and start picking up knock ?!!? Wtf advanced timing and knock goes away .. makes no sense 😕 .. 93 octane WTF ?!
Peak cylinder pressure should be 14 degrees atdc. I'm not sure how a hot spot igniting fuel doesn't qualify as pre-ignition, not the same anomaly as detonation. Piston aircraft are moving away from leaded fuel and enjoying the benefits.
try until you high order your engine then you know what counts. i am have found that there isn't anything with quite like the kick of nitroglycerin slowly introduced in micro nano amounts, the results are quite astonishing. Witch by the way is also a waste of time and funds actually. Orbitally arranged nano particle molecular alloy with lab nano diamond silica molten glassed evenly dispersed in arranged pattern particulate suspension in deep space cryo animation steeL hyper super intrinsic alloy flexible nano carbon that is 1 million times stiffer than standard hyper steeL and more flexible deforming at only 1 ghouLgoLpleX PSI.
Ford Australia had a R code style Phase III engine, based on an extensively decked US 1970 M code 300 HP Gross spec. They removed all the vacuum advance and just added a high intensity 524 lift Solid lifter 300 degree cam with 10 degrees less total cam timing at lash duration, and a crazy level of "squench" but with stock cast alloy 3 cc M code pistons. A 41 thou gasket, 63 cc chamber, Zero deck verses -16 thou for an M or Q code. They had it locked off at 32 degrees, 10.7:1, and lots of initial advance (16 degrees). So it was drastically "de-timed" and ran on just 97 octane leaded. The whole combination gained 30 HP in the planned Phase IV versions in 1972, with a 0.5 ratio drop through 68 cc chambers and the same cam, and yet it made more power at the 6150 rpm electric rev limit. It eclipsed the approx 380 HP Gross at 5800 rpm Boss 351 290 degree cam engine by a significant margin. The problem compared to the Boss 351, was fuel consumption dropped well below the 12 to 15 mpg US. It was down to 9 mpg US in the Australian Phase III engines.
I really appreciate the lengths you go to explain what should be common sense to a lot of folks… I wish more of the folks on message boards and facebook would listen and learn!
Richard is great, but didnt you notice the fatherless dumb man LS questions that took away his good intentions. Comeon guys
Years ago we n Australia, won of the teams made an overhead cam engine for the Chevy 350, big dome piston etc. made only 50 extra horsepower. Years later it was re visited , they had to have two spark plugs per cylinder coz the flame had to travel so far. Flat piston and pent roof is very good
Also I consider the weight of the vehicle and load on engine when choosing compression ratio. If it's a truck pulling a trailer going up mountain passes it will likely be more detonation prone if running a lot of compression
needs boosted aspiration. Even though detonation resistance goes up during elevation increases it is probably not enough compared to power lost in higher altitudes in normally aspirated tuning.
You are amazing we love your work and appreciate your time n sharing your studies with us ... Btw we actually own a 87 glhs Shelby charger #998
yes, valuable information plus real test data and entertaining
I know this is an older video, but when I'm just going down the highway on a road trip, I use 87octane in my 12:1, Whippled 2019 Coyote F150, I just make dang sure to stay light on the go pedal, and do my best to remember there's low octane gas in the tank.
Lead helps keep the engine knock minimal. Leaded 87 octane would probably be awesome with some slow and meticulous tuning adaptations. Minus the whole lead poisoning thing.
Gas was as low as $2.10 the other day but it's back up to like $2.35 which is still better than $4.20
❤
Valve event timing is more important than valve dynamics.
Air mass, rpm, air charge temperature, and load will determine optimum timing. The right timing for similar setups but different cams will follow the airmass profile of the cam. All engines have different optimal timing curves as everything affects airmass per rpm at full load. I love the power that correct timing brings out. It is almost never a smooth curve for na motors but as you add boost it is interesting to see the effect it has on optimal timing. For HPTuners the timing for high boost on GM ECMs loses the ability to tune which is why I think those are not the best way to control for 10 psi plus LS setups… what do you think about tuning high psi for timing, so many tuners seem to just set it to like 16 and not change it even going up to 30 psi plus boost.
WE HAVE LOWER TIMING WITH HIGHER BOOST
You need the lotus 16 valve head that came on the Spirit R/T
I have a 02 Dodge ram 1500 daily driver with the 360 Magnum engine. I run 87 octane since that's what it calls for and the tank is 26 gallons. I have another 360 Magnum on the engine stand that's bored and stroked to 408, forged crank & rods with a neutral balance (i got a great deal on the bottom-end). I'm increasing the compression to 9.5 from 8.5 cause i want to continue to run 87 octane. I've been very curious about N/A and boosted engine builds that get the most out of 87 octane. I would like to see the maximum power that can be made with 87 octane. Thanks Mr. Holdener 💪🏆
YOU USUALLY HAVE TO PULL TIMING
@@richardholdener1727 i agree, but is the maximum power that can be made on 87 worth the effort of a engine build wether N/A or boosted? Meaning if i was to attempt to build a turbo 360 Magnum, made to run on 87, would the max power output be worth the effort of the build in your professional opinion? I would hate to build such a set up and only produce like 240HP or something like that or not be able to continue using 87 octane.
Did you ever test the Singh grooves ?
BlaBlaBlaBlaBlaBla
What's the best least expensive L83 5.3 modification. I have a daily driver 2015 silverado, I work 10 miles from work so fuel mileage isn't a big issue.
CAM AND SPRINGS
I have a question well its for my son he is trying to do a 6.0 with 823 heads and he is trying to get to 12 to 1 compression ratio but keeping stock crank what would be good set up thank you for any help
Richard hope you see this message or you may know the answer. I’m a tuner and what I’m seeing and it’s a recent test I’m doing but I specialize in daily driven power so more less 800hp and down but have you seen oil temp actually run a lot higher with ethanol vs Gas ? I know there is a lot more moisture that is introduced to the oil with running E. So I’m wondering if the higher temps are caused by evaporation process. charge temps are lowered but oil temps higher is this something you have encountered? God Bless.
I HAVE NOT SEEN THAT AT EQUAL POWER AND USE LEVELS-BUT THE ENGINE DYNO IS NOT A GOOD PLACE TO TEST THAT
@@richardholdener1727 thank you for all the hard work y’all do up there it really helps me with tuning and helps with giving my customer true data to help them reach there goals . God Bless.
I have head others on the internet say that as well, just saw it the other day on The Old Man's Garage on a 421 sbc on the dyno, it was a new build on e85, oil temps climbed fast and made the builder decide to switch to gas for break in to make sure there was no problems.
Say stock LQ9 timing VS my 4cc dome LQ9 160 Stat, softened chamber, colder plugs , 218/224 cam FBO in heavy truck ?! I pull timing and start picking up knock ?!!? Wtf advanced timing and knock goes away .. makes no sense 😕 .. 93 octane WTF ?!
THAT MAKES NO SENSE
Honestly, i wander, whats more boring, talking about the LS or having one. A good engine has the dissy at the front and flow ratio,s !!!!!!
Peak cylinder pressure should be 14 degrees atdc.
I'm not sure how a hot spot igniting fuel doesn't qualify as pre-ignition, not the same anomaly as detonation.
Piston aircraft are moving away from leaded fuel and enjoying the benefits.
try until you high order your engine then you know what counts.
i am have found that there isn't anything with quite like the kick of nitroglycerin slowly introduced in micro nano amounts, the results are quite astonishing.
Witch by the way is also a waste of time and funds actually.
Orbitally arranged nano particle molecular alloy with lab nano diamond silica molten glassed evenly dispersed in arranged pattern particulate suspension in deep space cryo animation steeL hyper super intrinsic alloy flexible nano carbon that is 1 million times stiffer than standard hyper steeL and more flexible deforming at only 1 ghouLgoLpleX PSI.
the show is way to long to watch. third one I have passed up today.
The Live feeds are 1 hour-the other (non Live feeds) are 10-15 min-select accordingly