TURBO vs EATON vs KENNE BELL vs VORTECH-4.6L 4V BOOST BATTLE! !
Вставка
- Опубліковано 2 жов 2024
- FULL DYNO RESULTS! SAME BOOST, AF & TIMING. WHO WINS? Roots Blower vs The World! Roots vs Twin Screw vs Centrifugal vs Turbos, same motor, same boost, same timing, same AF ratio. Who comes out on top? Factory 2003/4 4V Cobra crate motor with factory Eaton supercharger vs Kenne Bell twin screw vs Vortech centrifugal vs HP Twin turbos. It's on!
Lots of time and effort put in to these tests and he is posting videos so often. Thanks Richard.
@@8SecSleeper And? Still a lot of work put into making these vids regardless of how long ago they were shot
U
OMG Richard that was a ton of work!! Much appreciated Sir!!!
The best engine channel on youtube.
by far! I don't deserve this.
We should start by thanking the guy !!!you could only imagine the amount of work that went into this for us to watch a short vid
Work? All I saw was a bunch of fun!
it wasnt done for the video he us to write for magazines
This vid is 4 years old, and is still probably one of the best comparisons out there. Thanks for the amount of work you put into these!
The tests were actually done 2005-06 ish in Muscle Mustangs and Fast Ford's mag.
Thank you man Ford guys everywhere appreciates you keep it up
Great test, so incredibly happy to see you test with something other than an LS this time. Much appreciated.
1 person doesn't like ANY kind of boost 🤦🏻♂️🤣 Probably he's running a carburator on a SBC and keep telling his friends that he's almost done with his "mad 350hp build" 🤣
noname_RU still gets to and from cars and coffee lol
I remember a time when 350hp was something to be proud of. Wasn't this millennium, wasn't even in the last few decades of the last one, but I do remember a time. 350hp was a mad build :D
Oh but no, the car show carb sbc guys with camelhump heads all have 500hp 😁
@@kylemilligan752 don't knock the double hump fuelies. Mate of mine bought a set off the local engine shop that they used on their race car. Cost him about $2,500 probably getting on for 35 years ago. That was a fortune back then. Very few people owned Chev engines back then, let alone have a trick high hp engine :D
Not talking about real racers. Specifically the car show dolts.
My VW Rabbit is twincharged. A roots-style blower that's driven by a second pully on the waterpump, coupled via a magnet clutch. The blower runs from 0-3500rpm while a second throttlebody opens at 2000rpm so that the turbo adds boost. Result is a 1.4L with 180hp at 6000rpm and max. torque of 180ft-lb spread over 1500-4500rpm. Certainly not a racecar, but makes for a great daily in a 2400lb car that gets 39 mpg.
that is awesome-Lancia Delta Integrale S4
THE best forced induction comparison vid I've seen! A single turbo setup on the list would have been very interesting. I'm hoping you'll do a single versus twin comparison soon 👊👍
Hands down best channel on UA-cam!
Vortec missed the ball on that plenum design but curve gets my brain wondering what's beyond! Lol. Great work Rich!
Oh yeah!! OG 5.0 Lets See It!!
More amazing tech sharing here -- THANK YOU RICHARD!!
Absolutely amazing video. The extreme hard work, time, and dedication to create this knowledgeable video is a true treasure. Thank you for creating this
How about doing an LSA supercharger test on different displacement LS engines like 4.8, 5.3 ,6.0 , 6.2 but with the same pulley size and see how the boost varies and power level varies
This is work he did in the pass
That would be an interesting test! But its almost unnecessary. Use the boost formula and you'll have all the info you need.
Great video again Richard, was a case of spending money where you don't need to with the vortec Haha.
Just love turbo boost!
One thing I like about turbo is you can drive off boost, putter around like a grandpa and get the corresponding economy then mash the loud pedal for that overtaking power you need.
Holy Fork it wasn't an LS!!!
Love the content as always
Hey lets do a big bang shootout with RV 440, 454, and 460!!!
Where are you even going to find them? I would way rather see a Gen3 Hemi pulled from A truck and freshened up with bigger ring gap and twist the screws on a turbo to see what actually breaks and where. The 5.7l has a bit of a reputation for cracking pistons and I have a feeling that Richard can pull some wizardry on it. Any of the old school big blocks basically cannot hold a candle to any newer engine. The RV versions as opposed to performance versions are even more sad. Most of them are under 250hp and had less than 9:1 compression and terrible heads. There is almost no point in using one unless you have a car it fits, and even then the top of the engine ends up in the bin as the head, intake, exhaust manifolds, carb, ignition, camshaft and the rest of the valvetrain is an incumberance to using all those cubic inches. It might be different if you could pull an engine out of a truck or RV for $500 and walk across the yard to a car and pull the heads and intake off for another $400, throw some headers on it and for under $3k have some action but now even crap '60s iron big block heads cost more than the Chinese aluminium castings that summit racing will FedEx to your front door. When is the last time you went to a junkyard and there was more than 2 forged crank 440s there?
@Joe Paul definitely youshould try to do that for 1k, let me know how that goes for you!
@Joe Paul like i said.. GL with your $1000 turbocharged intercooled LS build! Maybe you'll get lucky and have $300-400 left over for a nitrous kit and a fully built trans and rear end while you're at it.
@Joe Paul i think it would be well worth while to get in touch with someone who's done a turbo LS and see if they can give you some insight into what it ended up costing all up. I'd agree that the LS platform is relatively inexpensive in terms of horsepower per dollar, and difficult to beat. but i also know for a fact that $1000 won't go very far.
Yes please do the same test on a 5.3 or 6.0 LS ... I’d love to see the numbers👍
Thank you so much for putting this video together, I have been going over and over in my head which way an upcoming engine build needs to go. I still have a hankering to do positive displacement down low, which cuts out and lets the turbos take over. Nearly got there once before the car I was doing it to got written off.
Love your videos!
Man you spend a lot of time to do these comparison tests, and we appreciate that.
.... Good info and questions answered that probably would never have been answered otherwise...thank you Richard!
Yes!...to running this on an LS test.
Agreed, theres far better supercharger technology available for all LS than early MOD.
The best part of this test was the fact that it wasn't an LS for once.
@@rustysausage69
What better technology? Pretty much all the centrifugal, PD, and turbo's are available for both families....
Kyle Sonsalla I should clarify, im going off the assumption that since theres more availability for superchargers, theres probably a better horsepower candidate.
@@rustysausage69
It'll still look right about the same though... Using a TVS, a Whipple, a Procharger, and pick your flavor for turbos, it'll still end up like this test. Turbos walk away with it easily, all day long.
Love the mod motor content, so tired of LS everything. With the kenne bell twin screw, was it the hot box 2.2?
Would love to see this comparison on a 11-19 Coyote 5.0
Basically multiply everything by 1.5
@@mickeymang6 power would be similar but on less boost because it has more displacement, headflow, rpm, compression and tech (vct). These older 4v motors made better torque than coyotes with similar setups. The vct helps alot with that though.
You should have three times the amount of subscribers with your wealth of knowledge that you offer all of us.
Terrific content once again. Clearly compressor efficiency and parasitic loss play a huge role in the differences between these setups (as well as correct sizing - a bigger Eaton probably would've helped top end - probably). But one thing I would love to see is a comparison of discharge and post intercooler intake temps. Particularly with the superchargers which are all using the same intercooler brick in this case. This would provide some nice insight into relative compressor efficiency.
Oh, and next time you test turbos, how about doing several different sweep rates on the dyno to simulate different on road conditions? Anyone who's driven a turbo car knows that 5th gear boost response is a lot different than 1st gear due to the relationship between engine acceleration rate and time to boost for the turbo.
Ill check to see if I got pre cooler temps
It would be really sweet if you could compare brands of positive displacement superchargers like the new tvs, 5.0 3l whipple and kenne bell to show the different boost curves and efficiency ranges they make!
would be keen to see a comparison of modern Eaton like the TVS2650 and something like a Whipple.
Me too been in some of those cars goddamn they move
The modern 2650 Eaton is a whole different animal. In the old days when the Eaton was under 2 liters and inefficient the twin screws were more "efficient" and the twin screw guys still hang on to that to this day and they think their twin screw is "more efficient" than the 2650s but liter for liter it is the exact opposite. That is exactly why you dont see 2.65 liter whipple and kb coming out even though there is a demand for smaller blowers all the stock motor and even some built motor guys south of 1000-1200 whp like to run them. Why is that you say? Because at 2.65 liters neither whipple or kb would be able to match the Tvs 2650, despite being "more efficient" (according to the twin screw guys anyways lol). That is a 20 year old way of thinking and is no longer true. Displacement for displacement the Tvs is king. Only way a twin screw matches or exceeds it is with a lot more displacement
Need to see this exact type of test on a Mustang GT (18- 22) 5.0 L Coyote! That would be awesome & much needed especially cause it’s a very common build. Thank you!
Considering the Eaton is thought of as bottom of the barrel. It was impressive. I was expecting the twin screw to match the Eaton's low end torque and pull away at the top. But it performed more like a centrifugal
Alot of the large twin screws are like that. A tvs makes more power and torque everywhere and is just as nasty on the hit as the tiny stock blower actually nastier because it has way more torque lol.
Richard your videos are getting better and better
Good info.....and not on an LS!
I’m glad your videos came up on my recommended. So much good info and this channel is gonna become very popular very soon
We don't need a face cam, It's blocking the RPM of the dyno chart.
It does help keep crappy people from easily stealing his dyno charts as his own.
Once again awesome video Richard!!!!!
Great video and makes my choice the Eaton because of low end torque at low rpm where I need it on my truck for pulling.
Your channel is a great place for gearheads that arent fanboys. Great job!
Awesome 👍. I won’t worry about doing it on an LS motor too. However it would be cool to see a torque cam vs PDB cam vs centrifugal cam vs turbo cam vs NA. And just see how the power curves are different 🙂
Really wish you had done the torque curve comparison between the different boost devices. Hp is nice but so is low end torque. Oh, And a big Yes to doing this on the ls. On the 6.0 would be nice.
Anthony Thomas. I like to see the complete picture. Ive had both types of boost adders and like both. Depending what it’s for I have a preference. To each his own.
Great video, very informative! I'm interested in the B16 comparisons, but since there isn't a twin-screw SC for it, would you be interested in trying it with a K20/K24 or BRZ's FA20/4U-GSE engine? Supercharging, especially twin-screw or roots, is usually applied on big displacement engines, so it'll be interesting too see a test done with a small 4-cylinder engine.
Thank you Richard . These videos are simply amazing. Can you show us some of your rides if that’s not to much to ask .
Your channel kicks ass man. Alot newbie gear heads would be wise to subscribe.
And who the hell is giving thumbs down? Tf‽
welcome to the channel
Love all the information keep it up. I would like to see how compression ratios affect boost maybe if it changes the percentage of increase of horsepower according to what compression ratio is being run. Just something I've been thinking about.
William Anderson compression is good
I'd love to see that as well. As someone who came from 4 banger turbo imports to learning V8s that's the question that always lingers in my head. Seems the v8 guys leave the higher compression pistons the way they are when boosting but in the 4 cylinder world where 25+psi is normal they always seem to want compression more towards 8:1 as to cram more air/fuel in there and run more timing without detonation.
That's why I like roots blowers for street use- instantaneous torque at low rpm
Awesome stuff Richard!
Wish I saw more compound boost setups. Turbos feeding super chargers.
You have any graphs of a turbo vortec v6 4.3? I’m doing a swap into a Toyota. And considering a LS because of power. Or turbo 4.3 because of space
A 3.5L honda j series might be a better option if you go v6.
The LS just makes more sense(when doesn't it? Lol), the old 4.3s were basically 50 year old engines at that point, being essentially a Gen 1 SBC, minus two cylinders, so they have some inherent limitations. An LS isn't that much larger either, they're still only 4 cylinders in length, and those trucks came with I4s of course. Width & height shouldn't be much different between an LS and a 4.3
Plus, once you add the turbo(s) & plumbing to the 4.3, you're going to use up that space you saved anyway; so does it really matter in the end? The LS will be easier to work on in the truck than a turbo 4.3 too.
What it really comes down to is 'want' vs 'need' - your 'needs' say an LS, but it sounds like you might 'want' a turbo 4.3 regardless.
And, I totally get it, I'm helping my nephew build a turbo BBF swapped H-pattern Fox body drag car right now - not because we couldn't go every bit as fast with a turbo LS + auto, but because we're Ford guys, we're into big blocks when everyone else is going small block, and we love banging gears. Will it limit classes we can race in? Absolutely.
Will the H-pattern limit our performance?
Of course.
But, will it be a ton more fun banging gears and trying to put big block power density to the ground through skinny drag radials?
You bet your ass it will be!
Tl;dr - best choice? LS. Fun choice? Turbo 4.3
I have turbo and TorqStorm 4.3L V6
those r good
RyTrapp0 I appreciate the comment, but that is essentially what I’m stuck on. Reliability or sweet fun turbo noises. The truck is going to be majority driven at Glamis. And due to my current transfer case set up and axles. I’m not planning on Big power.
04 Cobra Owner, great video!!!
My favorite test ever. Thank you very much.
And Smokey Yunick, he had some crazy super heated intake charge turbo setup.
Excellent video, your hard work has shown through on this video, just as the other I've seen of yours!
I wonder if setting an rpm with the boost level would help even the playing field. For example 11.5 psi at 5250 rpm.
Its so hard to get a fair comparison especially considering volume of air between blowers and the turbos, not to mention the plumbing and temperatures. 11 psi through a 2 in pipe is alot more air than 11 psi through a 1.5in pipe. Interesting stuff and love this channel
All other variables staying the same (heads cam intake) the size of the pipe doesn't matter as long as its not a restriction which would only happen for a extremely small pipe, airflow stays the same, a smaller pipe will just speed it up
Ok, So after all these years and tests what is your dream STREET car (actually daily drivable) combo? Car, engine, induction?
Yes yes yes you are the man richard
Just loved this... we've run them all over the years and honestly on a car that deals with High RPM 90% of the time the ProCharger is the poop... nice to see it confirmed ( we're not allowed to run EFI in our form of racing so ... Turbo's aren't always the answer )
Wow, that was a lot of work! Much respect! 👍
Thank you for this episode, but can you try this combination on LS please.
It seems the centrifugal blower would be much easier on the trans, rear-end, and engine . What I would use on street because I don't have the money to replace expensive parts. Traction would also be better instead of blowing the tires off. Just my opinion.
I have had them all and currently have a Procharged Corvette and a Turbo Lsx Mustang. You are 100 percent correct. The vette has better traction do to the linear boost curve, better manners and doesn't try to melt everything under the hood. Only 2 sets of spark plugs in 5 years. The mustang needs constant attention and must drive around on Drag Radials and watch the temps in traffic. Centri for the win.
Yes it's why all the manufactures put centrifigulas on their factory supercharged engines...
So insightful..
A lot of newer Centrifugal Superchargers are now over driven with a restrictor to limit boost but give more mid range tq for the target HP. If you want a gradual boost curve on a Turbo car you can ramp it in any way you want so it isn't a downside that it can be way more effective. Turbos are so much more flexible than SC it is insane.
The main difference I see between the two intake manifolds in this test is the size of the factory IC block is a restriction probably more than the intake runners as Richard stated. I would not draw the same conclusions. A larger A/W IC would have helped. The factory IC is known to heat soak and restrict flow. That's why the units without it made a ton more power. ATI uses an Air/Air IC on their Centrifugal SC with great results.
Only down side I see to centrifugal is any belt drive bangs on the bearings somewhat depending on what type blower and what type belt drive as to how much, so turbo with boost controller probably better longevity deal if control boost for torque reduction down low like centrifugal, just my observations.
My prayers have been answered! Looking at boosting my mach 1.
deez nuts keep it low I boosted my mach and the engine blew keep it around 450-480whp
Now I have a forged bottom end
If you wanted to keep it safe on the cheap you could pick up some boss rods and you’d be safe to 600
Love your work.
I’d like to see a test with camshafts and intake manifolds, using 2 different cams with the same specs except for LSA, and swapping intakes out, maybe one like a 4 barrel style and one like a truck intake, to see how lsa affects hp on different intake styles.
Awesome testing Sir. I have a Procharged corvette and a Boosted Lsx fox. The linear boost of the Centri makes the car a dream to drive and get traction.
Richard great video! I would love to see this applied to the 6.0 and 6.2 with factory cams and BSR STAGE 1 AND STAGE 2. FACTORY RING GAP this would be a great video cuz it would show every Camaro/ GTO/ G8 and Chevy truck owner what they would be capable of making without having to tear another motor other than a easy Cam and valve spring swap
YOU ARE AWESOME!!!
Hey Richard. You need to write a book. How to Tune your F.I. Engine for Beginners . I bet you'll sell a ton. I would definitely buy a few. One for me and the others would be GIFTS.
Any recommendations for How to tune books. I am having trouble finding up standing speed shops and tuners in the Rincon , Ga. area.
All seen to untrustworthy.
I have written 10 books but none on tuning-I'm not much of a tuner-WOT on the dyno is easy
Awesome test. Great info on the subject. Thanx and keep up the good work.
Loving this stuff Richard! Keep it up!
Love the tests, love the content, but I’m gonna be that guy....no nitrous?
I miss Turbo Magazine. I still have the plastic license plate that came with my first subscription.
points
You also removed restriction when you removed the intercooler/intake setup, so it also flowed more cfm.
Awesome! I'm curious about intake temps
not sure I got those
love this channel!
Seems like the centrifugal doubles its boost every 1.4x RPM. So if you could run it 28psi at 6500, you'd get 14 at 4600 and 7 at 3300 and 3.5 at 2400. But most applications don't (and can't?) see anything close to those numbers of boost. Turbos on the other hand seem to have a huge spike between 3000-4000 depending on the application, then carry out to redline.
What I want is a soft gradual ramp that hits at a better rate than a centrifugal, but I still want to get like 6 pounds sustained between 2000 and 3000rpm just to eliminate pumping losses at cruise RPM. But at 4000 I'd get 12 pounds and by 5300 I'd get 24 pounds, for instance. So roughly a 1.33x rpm for double boost, but with a bottom end that isn't completely useless.
I mean, I don't even dislike the centrifugal's rise rate, it just needs to start rising sooner and have 4-6 pounds from "idle" to 1/3 of the redline, and then allow me to simply cap where it makes boost and then be flat from there out like the turbo. *I guess I just need a turbo setup with really good wastegate control and a customized boost curve, eh?*
Turbos!! They ARE the answer to everything! Twins by far!!
It would be nice to see a single turbo vs twin turbo on the LS. Let's upload this one guys!
Change turbos on an ecoBoost. I’m sure there’s some wrecked Mustang 2.3 somewhere that’s ready for a big turbo.
Which YEAR?
1. 1984
2. 2017
@@nellyfarnsworth7381 there wasn't an EcoBoost in 1984. There was turbo 4 but not an EcoBoost. He said EcoBoost therefore hes referring to 2015 and up
Sounds like a perfect series for the big bang big block!
Waay back then i used the original article in MMFF to buy the HP kit for my 03 Mach. For the few yrs i raced it on the local scene i was always in front of any other 4Vs runinng similar boost from their supercharged ones. Turbos > blowers
Why didn’t you go over age torque curves. That tell a different story and if using for a daily driver the winner would change. The roots made 200 more ftlb of torque then the centrifugal down low and held a major advantage till over 5000rpm. It was significantly better then the twin screw down low as well and the turbos although they took over fairly quick. If I’m building a race car I think the turbos are the winner but for a street car or especially a street truck I would go with the roots. Having that power instantly at any rpm makes for a fun car.
Have you ever thought about doing a test on the distance the turbos are from the motor? Just to see the effective range or how much the power drops when they are moved various distances away from the motor?
Power won'tusually drop-just possibly response
@@richardholdener1727 that is what people expect. The reason for asking for the test is because of rear mounted turbo systems and the effectiveness of coating and/or wrapping the pipes. Also it was your video on putting a proper turbo on your build that made me wonder how big the differences were with similar turbos if any at all or if people have the placebo effect with having a manifold or front mount turbo
Extremely impressed with the performance of the 2001 cobra manifold 👍👍
I watched this one again . I like these videos 📹 👍Thanks Richard 😊
Glad you enjoyed it
Hey man, very thoughtful material! One like doesn't cut it! Thanks for having them coming without charge, as despite the fact we hate to get a free ride, yet in Iran, we cannot pay through any international banking apps...
#women_life_freedom
A lot of newer Centrifugal Superchargers are now over driven with a restrictor to limit boost but give more mid range tq for the target HP.
The main difference I see between the two intake manifolds in this test is the size of the factory IC block is a restriction probably more than the intake runners as Richard stated. I would not draw the same conclusions. A larger A/W IC would have helped. The factory IC is known to heat soak and restrict flow. That's why the units without it made a ton more power. ATI uses an Air/Air IC on their Centrifugal SC with great results.
It is darn near impossible to account for all the limiting factors in any setup so doing tests with as few variables is the best bet but it doesn't always tell the whole story.
Thanks for all the hard work you put in Rich poor people like me can't afford stuff like that but just as astonishing to me was the fact that this video had no commercials😁😁😁😁😁
It better have commercials or I won't make my $3
Hey Richard. You need to write a book. How to Tune your F.I. Engine for Beginners . I bet you'll sell a ton. I would definitely buy a few. One for me and the others would be GIFTS.
This was awesome
it's crazy that steigemeier is still porting those same eatons. the 8th generation porting can make near 600rwhp now. they also have a 122 rotor upgrade from the old gt500 for the factory 112 case.
Richard knocks it outa the park again with his tests, keep it up mate, your doing some awesome work.
The twin screw seems really nice for engines running into the 3500-6500rpm, was hoping to see all four choices compared to each other some day finally its happening, thanks for the video.
You can really pulley up the roots blowers with big crank pulleys and lower your rev limiter to see good torque gains.
@@madmodgood idea didn’t think of that. What about dropping the rear gear a little to keep some top end?
@@TheJMan1K Rear end gearing definitely plays a huge role with blower cars.
Great test . Engines still mater, boost relies on the engine
how the hell did ford produce such a bad ass motor for the 03-04 new edge cobra😱...really lighting in a bottle
Hey Richard, first off, thanks for another bitchin shootout... A+++
Was curious what the manifold temp was on all these runs - I'm guessing it may be a considerable factor in HP gain vs. boost
But I ain't gonna cry that you didn't post it - I mean, really if you did, I'd probably be asking about how efficient the air-to-air IC was, and that you run that non-intercooled combo w/ charge cooling
Of course, you *could* always do a follow up vid...
Yes the factory leaves some on the table because they need a safety margin for warranty. :-) Also their engines can usually stand full power sustained pulls because they know someone will do them that way. How long a pull do you think that engine could sustain running that 750hp with the turbos?
endlessly in a street/strip application
The 03 cobra motor is a diff animal. With good fuel and tune it could easily sustain 750 REAR WHEEL hp for a good long while while being beat on. You just gotta do proper maintenence and stuff just like anything and at elevated power levels this becomes even more important.
Return to the M-90 on the 4.8 liter.
1. Buick used the M-62 on the 3.8 liter (3800). The M-90 will support 5.0 liter. I think Ford use M-90 or M-112 on 5.0 liter.
You would know.
2. Buick only used the M-90 to REDUCE CHARGE TEMPERATURE. By using a HUGE upper pulley to reduce the rpm of the supercharger.
3. You had the bypass open.
Plug the bypass.
And increase the rpm of the supercharger.
4. I have BOTH, Buick M-60 & Buick M-90. So I am speaking from experience.
5. Want to run a M-90 on a LS chevy 4.8 liter. Because I can buy M-90 supercharger for $150. I am Married with children, I can NOT afford a $6,500. Kit.
The bypass was not open-the M90. With the stock 3.8 pulley I ran, it won't support the 4.8L power output. I ran a company called Ram Air Tech back in the day that specialized in the GTP and GS-I have lots of experience with the M90. Smaller pulley, with larger TB and/or new Gen M90 would help-2 M90s would be even better
@@richardholdener1727
Try smaller pulley
I have Series II supercharger.
That I want to put on a 4.8 liter L.S.
@@richardholdener1727
The EATON M-62, M-90, M-112, M-120. IS produced by EATON, just one end plate with bearings & gears & lobes. MANUFACTURERS world wide produce the case. So M-90 is used by Ford, Nissan, Buick, Chevy, Cadillac, Toyota & many others.
So is any manufacturer using M-90 on a engine of 4.8 liter or greater displacement. Displacement is a general term, for airflow.
Want to make a really excellent video. Drive All superchargers with a Electric Motor, measuring C.F.M. @ 2,000 RPM, @ 3,000 rpm, @ 4,000 rpm
NEXT restriction, making a BOOST MAP, measuring temperature & pressure.
Thanks for all you hard work
YOU ARE THE MYTH BUSTER OF HIGH PERFORMANCE ENGINES.
I WATCH EVERY VIDEO.
THANKS
You are the MAD SCIENTIST OF HOT RODDING. You video's are the BEST!
I prefer the PD blower. Having so much torque down low just makes a car a lot more fun to drive.
It’s weird to see these figures without drivetrain loss
I'm so happy I found this channel 💯😃
awesome content. Richard is a pioneer!!! would love to see this work on a stroker combo?