Yep. My buddy built a 400 small block with forged everything, high compression probably 550-600 hp in a 72 blazer for the dunes, and a fella I work with put an S475 on a 150K LK4 and it made 750 HP on E85 with just injectors, tune, and boost. It's still in a low stress tune, idles like a stocker, pulls harder than the "race tune 406", lol.
@@fabiancastellanos7196 the LS, of course. The 400 small block went 2 seasons before it developed a crack in the deck, the 12 psi 6.0 still blasting out power without a hiccup.
Start by doing the heads. Get a set of Brodix BP RR 2 Plus 332 CNC heads. Looking at what you are trying to do, it will make the build so much better. Those heads, blower and headers will run much better and more reliable than the iron heads with an expensive valvetrain upgrade. Much less detonation, less weight, and much more reliable.
Do a combination sequential Turbo over Supercharger like the old Detroit’ 8V71s’. I wonder if the Supercharger would spool a big turbo faster on the street and would the turbo give the high torque numbers down even lower in the RPM band. DOO IT!!!!
My takeaway for this: With an electronic boost controller, you now have the advantages of a turbo engine, with an always-rising power curve (if you want it) like the centrifugal blower! So, due to Richard, we now have the ability to use a turbo for a best-of-two-worlds result!!! Who wouldn't want a turbo that you can make act like a Vortec? NEXT THING IS RICHARD SHOWING A CHEAP WAY TO MAKE A COMBINATION OF TURBOS ACT JUST LIKE A ROOTS BLOWER DOWN LOW! YOU CAN DO IT, RICHARD! PS how do you keep the turbo from overrevving, Richard?
With this cam and valve spring package, what was the valve to piston clearance? I'm currently building a gen-6 454 and would like the valve spring and cam package used in this video thanks.👍
Normally aspirated a 454 can make 650 to 750 on pump gas with very good 377 afr heads. On twin turbos with street boost of 12 psi with a good cooler maybe 850 to 1000 On a 454 with f3 pro charger 377 afr heads. 1500
If Steve Dulcich has his Dyno up and running and with him being about 3-4 hours farther north then west tech it would be much easier of a day for you Richard ( less driving ) , heck of a lot closer . But then again with the roadkill and engine masters schedule Steve is probably not around much these days . But would be cool too see you two work together more
Running two S475 and hes wondering why its only pushing 12lbs compared to the ysi pushing 17. Run 1 S475 the ysi-b would eat it alive. Im currently running a V1 ti trim on a modular 4.6l 4v using a boss block with head work and cams and a fr500 intake. It only runs 11lbs of boost and it made 776 rwhp with 559rwtq the v1 ti is max driven too hence this video I just picked up a ysi-b. A big block and centri dont go well together they need RPM to hit peak efficiency and big blocks dont care for RPM unless they have money dumped into them to make a centri work better. Im not sure the cog calculation to many unknow variables but I highly doubt this YSI is remotely close too its 65Krpm limit its a 2000cfm blower so it can make mid 1500hp easily when spun right. Im spinning my modular out too 7500 to make what I posted. I bet in the given RPM range this was run the V1 ti or a D1SC would've out performed the YSI-B and destroyed the turbos too as the smaller centris would've hit peak efficiency far lower. Richard mentions the turbos couldve been better but he kinda set the vortech up for failure as V1 ti peaks at 950hp and this ysi hits at 1400+hp so it probably would've made 900 ish on this big block at 6K rpm far out doing the twins in the 12lb range if he used a v1 ti. Kinda pick the right tool for the job kinda thing. He kept mentioning the turbos could do this or do that and kinda was like blah supercharger. Kinda defending the blower life here.
Thanks Rich for another great vid. I’ve been watching you for over a year now and can’t believe how much I’ve learned. I truely appreciate your time and effort!!
Richard, why for many of these junkyard motor tests do we ditch EFI for caburation of these boosted output comparisons? Is it because theirs more time involved tuning and carving out a basemap or the possibility that the junkyard motors, being your economy based variants of certain popular motors might have that big of a base tune difference over popular create motors which their are base tunes available for?
Why is there a concern about lots of torque (more than hp)? Torque moves you, HP is just TQ*RPM/5252, in basic terms force per unit time. Don't we want big TQ?
Torque is what breaks bottom end parts. So it's easier on the bottom end to limit the torque mid range and relax that to hold a flat torque curve while you spin the engine faster to make more power. HP is what dictates how the vehicle accelerates, not torque. Acceleration is work and that is hp is measuring. You can multiply torque with gearing you can't gain power from gearing. Otherwise everyone would prefer diesels which often make great torque but are underwhelming on HP when compared with gasoline engine.
@@Dayandcounting well I guess I want both. I want my 331 to feel like a 7L motor when I put my foot in it and make more power after that. Mercedes has a 2L engine that makes 350 hp and 350 ft/lbs at 2500 rpm! It drives like a big motor! That's all I want. Not much. 😁
@@edwardbedford8233 You can do that provided you bottom end can handle the torque. At 700lb-ft that's likely to limit traction in lower gears severly so it's not a big deal.
I've run two of those and they were completely pointless. I'm a huge fan of carbed dual planes, but those with MPI were no bueno. Sure they worked fine and kinda did what a normal dual plane does, but the Holley 9901 EFI single plane outperformed them in both cases. Same low end torque, but ran harder out the back. All in all there's nothing inherently wrong with that dual plane MPI intake, but the advantages of the dual plane is somewhat lost with MPI. If the hood will clear, the Holley Sniper tunnel rams with MPI is hard to beat. Still not too bad as far as hood clearance goes all things considered. They are still lower than many single plane BBC intakes.
I think you should talk about average power (in the powerband) on all of these videos. This was a good time to mention it. The centrifugal made more peak power but a car with this engine would have been significantly faster with the turbo setup even though it made less peak power, because it made significantly more average power. If you are using 4,500-6,000 rpm as your WOT powerband for instance, the power at 4,500 rpm matters just as much as the power at 6,500 rpm because the engine will spend the same amount of time at both when going thru the gears. Peak power doesn't mean anything. Average power in your powerband is all that matters.
We had pro shot fogger 1200 hp port injection units back then. We were at the 2000 hp mark, but not on pump gas. We had aluminum rods back then in our cars.
Ok my next question is I have a 2015 mustang gt and I wanna do forced induction and not sure if I should go centrifugal or roost I been reading in a lot of forms and I still haven't got a definitive answer
The turbo looks like it just elevated the NA BBC power curve whereas the centrifugal supercharger appears to tilt it toward higher RPM. Is that to be expected if you go from a supercharger to turbo with like an LS motor as well? At the same HP level, it appears that the turbo would be faster in the 1/4 mile due to more area under the curve. Is that a good assumption?
Needed more cam with the turbos for sure. Should try 2 60mm gates on the boost side pipe with the vortec to regulate boost, then run a much smaller pulley.
Sorry if I missed it, but what octane fuel for the non-intercooled test? My non-intercooled stock LM7 has 210 F IAT after the throttle body at 8 psi... I am worried about going any higher boost on 91 octane.
my guess now on the hp you can get from that 454 using either or with better heads better bottom end better cam. 1250 -1500 hp peak power. my guess. i think it s gonna nail 1300 hp range. with good heads good cam good bottom end. i wanna build similar. so glad you did this from the talks in chats. ty very much richard. i kinda have a tear right now :) ty i think we can get 1500 hp from a L18 GM vortec 496. yeah not many aftermarkets. so what. what do you need a intake a cam and turbo lol a bottom end be nice too. they make those im sure and or will if a demand. wiseco will make anything 100$ a piston something like that. but i think the L18 is hidden lost power people are over looking cause they wanna look for aftermarkets. L18 i really think is hiding some hidden power from us all. i have a deep feeling for around 10k is someone could build a 2000 hp motor. which cost more then 10k to do with a 502 or other motors. dont need a lot mods to make the thing do quick quarters. thats my goal with a L18. make one mean as hell. hurt peoples egos and remind people what made vortec such good engines. love the LS power plants. but im a huge fan of votec. i have owned hundred gm trucks. many vortec engines. and keep good oil pump in them and good oil i have driven trucks that had 500k miles didnt smoke lil under powered. torn engine down. bored out slapped good heads on and lil nitrous shot and it was a raped ape. kept breaking transmissions. couldnt keep a th400 together in it until spent 3k on a real th400 trans lol. wish i had videos of that truck. i had it lowered on racing rims tightened up the suspension. had 411 gears in it. with all the goodies in the rear diff. factor rear end. but it held up but the drive shafts couldnt lol. it would snap the yokes right at the rear end where the bolts went through it would bind so much it would pretty much rip them bots out of the ujoints yoke. i ended up welding the bolt to the yoke and that ended that problem lol i used 2 heavy duty grade bolts and welded them. next guy complained. but what ever dude get a grinder and 25$ get a new yoke. lol and watch how fast you break the ubolts lol. he ended up putting a real rear end in the truck for racing and upgraded all the drive shaft stuff to end that problem. lol he use to say he had that enging dynoed and it was 800 hp. with out the nitrous on. that he would get 1000 hp on nitrous. all in a 383 stroke vortec that had 300k miles on it before it got bored lol. i think a seasoned block is stronger then a new crate engine. idk. maybe the decade of heat and vibrations made the broke stronger. cause when he threw a rod at the strip when the pump failed. it didnt beat the block up but we got luck the rod broke at the crank side not piston side. so it didnt have room to beat up the engine id say. that engine is now in his boat tamed down. bored 60 over i think he has it now lol. running grind down vortec heads cause he put my brodix heads i put on it on his other 383. thats running turbos now. i keep telling him to upload pics of that old ugly truck doing take offs. it does sweet take offs. but now days if dont have over 1500 hp in a miata you cant win LOL> people are so damn fast. hints i wanna build a 1500hp 454 and slap it in a s10 backed b y a tci th400 into idk for sure the rear yet. but i dont think it will matter much in a s10 as long the rear end can handle 2000 hp. and make the truck go straight. im going to call the truck the constitution. and going to paint in some deep graphics of the revolutionary war and things from over the past 245+ yrs of our history. founders and presidents heads in the art. talking a paint job thats prob gonna take me a month to do in just air brushing 14 hrs a day 7 days week. i been working on the art for 2 months now and started over and or each area that gonna do and art that is under art for the ghosting effect. so i have prob my guess 300 templates im going to have to cut prep and make. and some of those templates will be 3 cuts per 1. so ill have to cut im guess 600 templates. so when comes time to do the painting and all that its not going to take me a month. and if things happen in future and i have to repaint the truck. i have the templates :) i just line em back up and repaint. ive thought it through im going to do paint not wrap. i grew up painting cars. so my dad would lose his shit if i did a wrap lol.
Great Video Rich but let’s see some video of the dyno runs!!! You sound a little tired in this video, you must be wrenching like a madman to get these setups together. Keep up the good work!
Tire melting torque as always from the big Chevys :-) can't wait for the big bang, hope the head gaskets and ring gap stay in it so we can see the next weak link...
That’s a fairly small cam for a 454 CID engine isn’t it? I don’t know much about what the Gen 6 454 likes or can handle, but I would image some springs and a bigger cam would make significant power gains would it not?
Cool stuff big block making some serious power. Now did u do ring gap or is all that testing done with stock ring gap. Great video keep up the great work as always very appreciated. Thanks Josh.
Hey Richard i have a question. I'm currently building a aluminum headed 10.1 496 and found a screaming deal on a 107mm turbo 112 turbine with a 1.30ar giving these numbers what is your opinion on a big single like this it will be injected on e90.
Thanks Richard. What would you recommend cam wise and turbo wise for a street driven with occasional spritied driving (with a similiar power/torque curve -torque being the most important to me)? Keep up the good work!!!
I see, twin turbos(apples) put against a single centrifugal supercharger(oranges) as unfair... Comparisons between different forms of boost should be based on equal boost potential & equal levels of charge cooling - especially when parasitic losses(faults\drawbacks)are being mentioned... Using two turbos lessens the faults of turbos which is excessive back pressure which causes the heating of the intake(cylinder)charge - & the twins had what looks like twice the intercooling... 'Play Fair' - else I won't be able to trust espect your opinion anymore... >.> #OhComeOn
@@richardholdener1727 If one were to measure the PSI of exhaust gas that is present between the turbo(s) & exhaust valve(s), one would be able to calculate how much extra - compared to that of an exhaust header - exhaust gas remains inside each cylinder because of the back pressure & hence determine how much power is lost because of it... 'It' being the extra exhaust remaining inside of the cylinder which adds heat to the intake charge regardless of weather it's cooled or not... Extra Back Pressure Caused By Turbos - Which Are An Exhaust Restriction - Cause A Power Loss Just As Parasitic Losses From Superchargers Do... But it's worse with turbos because that disadvantage is due to excess heat with IS detrimental to engines in general...
Hey Richard, what was the back pressure between them? Would you like to do a big bang of a mark 4 454? Also can you run a test on 2 heads that are the same brand just one has the exhaust valves upgraded and the other head only the intake valves upgrade. ( test NA then with a turbo)
my guess that motor would been around the 270hp - 330hp mark. factor with those miles and unknown abuse with oil changes or lack there of. just from my past exp with the 454 coming out work trucks into boats.
Sloppy went fancy and a bunch of other channels started regurgitating his original info. Leveled off. Maybe new tuning content would kick start him again.
Would've been interesting with a roots style supercharger, Whipple, etc. in addition to these. Do the turbos have a flatter boost curve though overall? Or is that only at approaching peak torque? Seems like it should be the opposite from the supercharger. The turbos are more efficient, but shouldn't the supercharger have more torque earlier?
It’s hard to beat the response of twins on big inch’s but it also depends if it’s on the dyno vs on the road and the gears/ weight of vehicle, turbos also work better on automatics if your gears are right and it shifts fast enough you won’t loose boost on the shits
Richard, what was your backpressure on that setup? It seems like it would be quite low. m Making that much power with the low boost compared to the vortech had to be crazy efficient. 5 more lbs? What do you think the turbos would have made at 17? More than a 1000 I'm guessing. For sure would want to program a boost ramp in after 5000 to avoid multiplying that torque peak to boom!!! lol
Wow! I have made 850 HP with a 468 naturally aspirated and spent 12k in parts. Junk with a little Cam and boost saves lots of cash.
ua-cam.com/video/zp65Y7wKaEo/v-deo.html twin ebay turbos way cheaper.
Yep. My buddy built a 400 small block with forged everything, high compression probably 550-600 hp in a 72 blazer for the dunes, and a fella I work with put an S475 on a 150K LK4 and it made 750 HP on E85 with just injectors, tune, and boost. It's still in a low stress tune, idles like a stocker, pulls harder than the "race tune 406", lol.
@@jamesgeorge4874 which one will last longer?
@@fabiancastellanos7196 the LS, of course. The 400 small block went 2 seasons before it developed a crack in the deck, the 12 psi 6.0 still blasting out power without a hiccup.
indeed
Love this! I just bought a gen 6 454 that I plan to do cam, headers, and a 6-71!
Start by doing the heads. Get a set of Brodix BP RR 2 Plus 332 CNC heads.
Looking at what you are trying to do, it will make the build so much better. Those heads, blower and headers will run much better and more reliable than the iron heads with an expensive valvetrain upgrade. Much less detonation, less weight, and much more reliable.
@@AB-80X those are way out of my price range, trying to baby steps my way into blowers
Do a combination sequential Turbo over Supercharger like the old Detroit’ 8V71s’. I wonder if the Supercharger would spool a big turbo faster on the street and would the turbo give the high torque numbers down even lower in the RPM band. DOO IT!!!!
I remember a Buick v6 regal guy made 850 hp in his grand national back in 87
How about the same with an EFI 460?
This never gets old. 😎👍🏻
Supercharged is the only way to go.
Nice !!!!!
Personally I blame squirrels....one year later
YES! Dirty old Big Block + Turbo is one of my favorite combinations!
My takeaway for this:
With an electronic boost controller, you now have the advantages of a turbo engine, with an always-rising power curve (if you want it) like the centrifugal blower!
So, due to Richard, we now have the ability to use a turbo for a best-of-two-worlds result!!!
Who wouldn't want a turbo that you can make act like a Vortec?
NEXT THING IS RICHARD SHOWING A CHEAP WAY TO MAKE A COMBINATION OF TURBOS ACT JUST LIKE A ROOTS BLOWER DOWN LOW! YOU CAN DO IT, RICHARD!
PS how do you keep the turbo from overrevving, Richard?
Big Bang 454…Hell yeah! 🥳
With this cam and valve spring package, what was the valve to piston clearance? I'm currently building a gen-6 454 and would like the valve spring and cam package used in this video thanks.👍
Normally aspirated a 454 can make 650 to 750 on pump gas with very good 377 afr heads.
On twin turbos with street boost of 12 psi with a good cooler maybe 850 to 1000
On a 454 with f3 pro charger 377 afr heads. 1500
Old school. 10.5.1. 454 , race heads. 650 to 750 n a, then with 600 nos and alky or 118 oct 1200 to 1350
Bloodviking, 1980s street car racer.
My fav video's are always the big block 454 video's.
When you want more peak power go narrower on the lsa. May be as tight as 106 on some engines. 114 better for the street.
Bv
If Steve Dulcich has his Dyno up and running and with him being about 3-4 hours farther north then west tech it would be much easier of a day for you Richard ( less driving ) , heck of a lot closer . But then again with the roadkill and engine masters schedule Steve is probably not around much these days . But would be cool too see you two work together more
We all want 1000 hp on pump gas cheaply. Right
Bv
You did good rich holdener. Take a bow
Bloodviking
Rich still won't 36 pound anything.
impatiently waiting for the big bang 454 test...
Running two S475 and hes wondering why its only pushing 12lbs compared to the ysi pushing 17. Run 1 S475 the ysi-b would eat it alive. Im currently running a V1 ti trim on a modular 4.6l 4v using a boss block with head work and cams and a fr500 intake. It only runs 11lbs of boost and it made 776 rwhp with 559rwtq the v1 ti is max driven too hence this video I just picked up a ysi-b. A big block and centri dont go well together they need RPM to hit peak efficiency and big blocks dont care for RPM unless they have money dumped into them to make a centri work better. Im not sure the cog calculation to many unknow variables but I highly doubt this YSI is remotely close too its 65Krpm limit its a 2000cfm blower so it can make mid 1500hp easily when spun right. Im spinning my modular out too 7500 to make what I posted. I bet in the given RPM range this was run the V1 ti or a D1SC would've out performed the YSI-B and destroyed the turbos too as the smaller centris would've hit peak efficiency far lower. Richard mentions the turbos couldve been better but he kinda set the vortech up for failure as V1 ti peaks at 950hp and this ysi hits at 1400+hp so it probably would've made 900 ish on this big block at 6K rpm far out doing the twins in the 12lb range if he used a v1 ti. Kinda pick the right tool for the job kinda thing. He kept mentioning the turbos could do this or do that and kinda was like blah supercharger. Kinda defending the blower life here.
he knows what a YSi does-been running and testing Vortech blowers since the day they opened
Personally I blame squirrels
Damn squirrels
@@joenobody2580 🐿👈🏻total furry jerks :(
What do you like more
Vortech or Procharger or TT ?????
On a mustang 5.2 2016
they do different things
Big bang 460 heck yeah
Thanks Rich for another great vid. I’ve been watching you for over a year now and can’t believe how much I’ve learned. I truely appreciate your time and effort!!
Can’t wait to see the BIG BANG 454!!!! Been looking locally for a gen 6, hard to find for a good price.
@@g1967 thanks!
Richard, why for many of these junkyard motor tests do we ditch EFI for caburation of these boosted output comparisons? Is it because theirs more time involved tuning and carving out a basemap or the possibility that the junkyard motors, being your economy based variants of certain popular motors might have that big of a base tune difference over popular create motors which their are base tunes available for?
we have run the gen 6 with stock efi intake-and compared it to the dual plane-that vid is up
👌
Links to the turbos and cam ?
Man I freaking Love watching your channel. Great Job!!
One runs cooler thats 4 sure
Bv
Hmmm would be interesting to try out the Gen 5 4.3 LV3 V6
Definitely a sleeper there.
Why is there a concern about lots of torque (more than hp)? Torque moves you, HP is just TQ*RPM/5252, in basic terms force per unit time. Don't we want big TQ?
Its a truck engine for a reason like the 496. They spin tires, my 293 stock does too.
Torque is what breaks bottom end parts. So it's easier on the bottom end to limit the torque mid range and relax that to hold a flat torque curve while you spin the engine faster to make more power. HP is what dictates how the vehicle accelerates, not torque. Acceleration is work and that is hp is measuring. You can multiply torque with gearing you can't gain power from gearing.
Otherwise everyone would prefer diesels which often make great torque but are underwhelming on HP when compared with gasoline engine.
@@Dayandcounting well I guess I want both. I want my 331 to feel like a 7L motor when I put my foot in it and make more power after that. Mercedes has a 2L engine that makes 350 hp and 350 ft/lbs at 2500 rpm! It drives like a big motor! That's all I want. Not much. 😁
@@edwardbedford8233 You can do that provided you bottom end can handle the torque.
At 700lb-ft that's likely to limit traction in lower gears severly so it's not a big deal.
Did you initially gap the rings on this motor or did you slap it together right out of the junkyard?
with gap
Has anyone bent up a funky fuel rail, and put port injection on a RPM Air- gap intake?
They make fuel injected intakes
we have a port injected dual plane intake-just never tested it
I've run two of those and they were completely pointless. I'm a huge fan of carbed dual planes, but those with MPI were no bueno. Sure they worked fine and kinda did what a normal dual plane does, but the Holley 9901 EFI single plane outperformed them in both cases. Same low end torque, but ran harder out the back.
All in all there's nothing inherently wrong with that dual plane MPI intake, but the advantages of the dual plane is somewhat lost with MPI. If the hood will clear, the Holley Sniper tunnel rams with MPI is hard to beat. Still not too bad as far as hood clearance goes all things considered. They are still lower than many single plane BBC intakes.
This isn't a sustainable street motor without changing out rods and pistons is it
it is at a realistic boost level
I think you should talk about average power (in the powerband) on all of these videos. This was a good time to mention it. The centrifugal made more peak power but a car with this engine would have been significantly faster with the turbo setup even though it made less peak power, because it made significantly more average power. If you are using 4,500-6,000 rpm as your WOT powerband for instance, the power at 4,500 rpm matters just as much as the power at 6,500 rpm because the engine will spend the same amount of time at both when going thru the gears. Peak power doesn't mean anything. Average power in your powerband is all that matters.
that is why I provide the graph-so you can get the whole picture
Yes!!! Big Bang big block!!! Can’t wait!
Did you put any ring gap in it or no? Didn't hear you say that, am I missing something here?
yes gap
I have 14 engines
Man that engine needs a set of pistons and rods and everything blanced and 25+ psi of boost from the turbo’s and make ridiculous power
we've already done 1200+ hp with the stock stuff
@@richardholdener1727 Wow, BBC's were always over engineered but now I get why the many advise going with the later gens.
@@richardholdener1727 how many runs at that power?
We had pro shot fogger 1200 hp port injection units back then.
We were at the 2000 hp mark, but not on pump gas. We had aluminum rods back then in our cars.
Went to pull a LQ9 today from the yard and it was seized.....wawawaaaaa
Time to build the 408!
I just found you're channel and it's awesome and so informative great job ..
Ok my next question is I have a 2015 mustang gt and I wanna do forced induction and not sure if I should go centrifugal or roost I been reading in a lot of forms and I still haven't got a definitive answer
Everybody!!!
I know it should be similar but I’d really like this done with a bbf
No intercooler at 18psi? 😬 How long does thatast before it melts a piston? Lol
its a blow through carb-so it has some intercooling
@@richardholdener1727 ahhhh, gotcha. Raw fuel does cool well
The turbo looks like it just elevated the NA BBC power curve whereas the centrifugal supercharger appears to tilt it toward higher RPM. Is that to be expected if you go from a supercharger to turbo with like an LS motor as well? At the same HP level, it appears that the turbo would be faster in the 1/4 mile due to more area under the curve. Is that a good assumption?
Centrifugal blowers have a rising (non-linear) boost curve which will shift the power peak upwards.
more average power wins
I bet Twin turbos... even have watch 10second of video... EDIT Did learn something new today... :D
Needed more cam with the turbos for sure. Should try 2 60mm gates on the boost side pipe with the vortec to regulate boost, then run a much smaller pulley.
Can you explain? Genuinely interested
Sorry if I missed it, but what octane fuel for the non-intercooled test? My non-intercooled stock LM7 has 210 F IAT after the throttle body at 8 psi... I am worried about going any higher boost on 91 octane.
my guess now on the hp you can get from that 454 using either or with better heads better bottom end better cam. 1250 -1500 hp peak power. my guess. i think it s gonna nail 1300 hp range. with good heads good cam good bottom end. i wanna build similar. so glad you did this from the talks in chats. ty very much richard. i kinda have a tear right now :) ty
i think we can get 1500 hp from a L18 GM vortec 496. yeah not many aftermarkets. so what. what do you need a intake a cam and turbo lol a bottom end be nice too. they make those im sure and or will if a demand. wiseco will make anything 100$ a piston something like that. but i think the L18 is hidden lost power people are over looking cause they wanna look for aftermarkets. L18 i really think is hiding some hidden power from us all. i have a deep feeling for around 10k is someone could build a 2000 hp motor. which cost more then 10k to do with a 502 or other motors. dont need a lot mods to make the thing do quick quarters. thats my goal with a L18. make one mean as hell. hurt peoples egos and remind people what made vortec such good engines. love the LS power plants. but im a huge fan of votec. i have owned hundred gm trucks. many vortec engines. and keep good oil pump in them and good oil i have driven trucks that had 500k miles didnt smoke lil under powered. torn engine down. bored out slapped good heads on and lil nitrous shot and it was a raped ape. kept breaking transmissions. couldnt keep a th400 together in it until spent 3k on a real th400 trans lol. wish i had videos of that truck. i had it lowered on racing rims tightened up the suspension. had 411 gears in it. with all the goodies in the rear diff. factor rear end. but it held up but the drive shafts couldnt lol. it would snap the yokes right at the rear end where the bolts went through it would bind so much it would pretty much rip them bots out of the ujoints yoke. i ended up welding the bolt to the yoke and that ended that problem lol i used 2 heavy duty grade bolts and welded them. next guy complained. but what ever dude get a grinder and 25$ get a new yoke. lol and watch how fast you break the ubolts lol. he ended up putting a real rear end in the truck for racing and upgraded all the drive shaft stuff to end that problem. lol he use to say he had that enging dynoed and it was 800 hp. with out the nitrous on. that he would get 1000 hp on nitrous. all in a 383 stroke vortec that had 300k miles on it before it got bored lol. i think a seasoned block is stronger then a new crate engine. idk. maybe the decade of heat and vibrations made the broke stronger. cause when he threw a rod at the strip when the pump failed. it didnt beat the block up but we got luck the rod broke at the crank side not piston side. so it didnt have room to beat up the engine id say. that engine is now in his boat tamed down. bored 60 over i think he has it now lol. running grind down vortec heads cause he put my brodix heads i put on it on his other 383. thats running turbos now. i keep telling him to upload pics of that old ugly truck doing take offs. it does sweet take offs. but now days if dont have over 1500 hp in a miata you cant win LOL> people are so damn fast.
hints i wanna build a 1500hp 454 and slap it in a s10 backed b y a tci th400 into idk for sure the rear yet. but i dont think it will matter much in a s10 as long the rear end can handle 2000 hp. and make the truck go straight. im going to call the truck the constitution. and going to paint in some deep graphics of the revolutionary war and things from over the past 245+ yrs of our history. founders and presidents heads in the art. talking a paint job thats prob gonna take me a month to do in just air brushing 14 hrs a day 7 days week. i been working on the art for 2 months now and started over and or each area that gonna do and art that is under art for the ghosting effect. so i have prob my guess 300 templates im going to have to cut prep and make. and some of those templates will be 3 cuts per 1. so ill have to cut im guess 600 templates. so when comes time to do the painting and all that its not going to take me a month. and if things happen in future and i have to repaint the truck. i have the templates :) i just line em back up and repaint. ive thought it through im going to do paint not wrap. i grew up painting cars. so my dad would lose his shit if i did a wrap lol.
Excellent. Truly excellent content. (Notwithstanding bizarre facial expressions).
162 k awesome
Dang. I had been considering this supercharger for my sbc
Do a big bang video on a t5 Volvo engine...or a North star caddilac motor...change it up a little bit
Great Video Rich but let’s see some video of the dyno runs!!! You sound a little tired in this video, you must be wrenching like a madman to get these setups together. Keep up the good work!
unfortunately I don't have dyno video on a lot of these
Either in an old V-drive...bikinis plus beer optional!
Tire melting torque as always from the big Chevys :-) can't wait for the big bang, hope the head gaskets and ring gap stay in it so we can see the next weak link...
12psi/17.5psi=turbo were 32% more efficient.
Even the N/A big block is a great street engine, but those turbo numbers are friggin' great. What a menace that would be!
E85? Missed some hp
That’s a fairly small cam for a 454 CID engine isn’t it? I don’t know much about what the Gen 6 454 likes or can handle, but I would image some springs and a bigger cam would make significant power gains would it not?
limited p-v
Hey Richard. I’m trying to source a sbc vortech kit and I would love them blue cog belts. Can u drop a link or sum?
we either got it from NAPA auto or Vortech
@@richardholdener1727 do vortech sale just brackets n pulleys. I have a Ysi on a 302 sbf I wanna swap over to my 406 sbc
Still waiting for BBF 429 content
Cool stuff big block making some serious power. Now did u do ring gap or is all that testing done with stock ring gap. Great video keep up the great work as always very appreciated.
Thanks
Josh.
yes on gap
Would love to see the effect of using a wastegated vortech vs turbo
What purpose would a waste gate serve without a turbo? Lol
Hey Richard what head gaskets are you using on the GEN 5 and 6 big blocks when you doing upgraded heads?
fel pro
2 S475’s are the perfect set up for that big block. “ Come on man “. Lol.
just needs 1 at this power level or an s480
Love your videos !
I'd like some info on fuelling these high horsepower engines, carbed and injected.
carb size? inj size?
Hey Richard i have a question. I'm currently building a aluminum headed 10.1 496 and found a screaming deal on a 107mm turbo 112 turbine with a 1.30ar giving these numbers what is your opinion on a big single like this it will be injected on e90.
It would do you fine, might take awhile too spool it up but for a drag car would be fine for such a big motor
its big for a street motor-but s475s or s480s are cheap too
Richard, the turbo engine is pretty close to my needs. Can you advise on turbo trim? THANKS and keep up the good work!
these S475 T4 turbos are way too big for this power level
Thanks Richard. What would you recommend cam wise and turbo wise for a street driven with occasional spritied driving (with a similiar power/torque curve -torque being the most important to me)?
Keep up the good work!!!
Just out of curiosity, you didn't have to gap the rings? If not what power level would you say the rings need to be gapped?
my bad-rings were gapped
@@richardholdener1727 no worries good sir
Have you done any work with twin charging? Would love to see a video on that and the pros and cons of it.
yes
I see, twin turbos(apples) put against a single centrifugal supercharger(oranges) as unfair... Comparisons between different forms of boost should be based on equal boost potential & equal levels of charge cooling - especially when parasitic losses(faults\drawbacks)are being mentioned... Using two turbos lessens the faults of turbos which is excessive back pressure which causes the heating of the intake(cylinder)charge - & the twins had what looks like twice the intercooling... 'Play Fair' - else I won't be able to trust
espect your opinion anymore... >.> #OhComeOn
He adjusts pulleys on the SC, remember different applications, SCs are simpler to implement, immediate power and torque.
back pressure heats the intake charge? a single s475 would be even more responsive and make the same power at the same boost #OhComeOnRightBack
@@richardholdener1727 If one were to measure the PSI of exhaust gas that is present between the turbo(s) & exhaust valve(s), one would be able to calculate how much extra - compared to that of an exhaust header - exhaust gas remains inside each cylinder because of the back pressure & hence determine how much power is lost because of it... 'It' being the extra exhaust remaining inside of the cylinder which adds heat to the intake charge regardless of weather it's cooled or not... Extra Back Pressure Caused By Turbos - Which Are An Exhaust Restriction - Cause A Power Loss Just As Parasitic Losses From Superchargers Do... But it's worse with turbos because that disadvantage is due to excess heat with IS detrimental to engines in general...
Interested in what mods you're going to do to rev it out for the big bang.. do you have an rpm in mind? love that torque!!
different heads, different cam and different intake
Hey Richard, what was the back pressure between them? Would you like to do a big bang of a mark 4 454? Also can you run a test on 2 heads that are the same brand just one has the exhaust valves upgraded and the other head only the intake valves upgrade. ( test NA then with a turbo)
back pressure was less than boost pressure on the turbos
@@richardholdener1727 can you do a few test with camshaft lobe separation?
Cool! I thought the NA one with the cam swap made over 500 LB FT of torque, what was the starting horsepower before the cam swap?
my guess that motor would been around the 270hp - 330hp mark. factor with those miles and unknown abuse with oil changes or lack there of. just from my past exp with the 454 coming out work trucks into boats.
375 ish
And what is the Nova getting?
neither of these
Betting on the 500 Caddy in the Nova...
👍💪
Right on
Where can I send a Holley carb to be setup for blow through
THE CARB SHOP
+1 on TCS. They are awesome!
Try 2 gt45 turbos ?
i did-that vid is up
Wow already more subscribers than sloppy
Sloppy went fancy and a bunch of other channels started regurgitating his original info. Leveled off.
Maybe new tuning content would kick start him again.
Matt does good stuff over there
@@richardholdener1727 Yup, I'm forever thankful. 💪
What are you grabbing the big blocks out of
Gen6 is 97 and up vortec 454 the earlier 454 are non roller and the stock heads on the gen 6 have smaller combustion chambers.
thats classified information lol. :)
@@StevesDIYProjects7 oh hell secret squirrel stuff
trucks, suvs
@@johnboy9769 It should be 96 and up. I have a 96 3500 and I pulled a Gen 6 454 from it.
Would've been interesting with a roots style supercharger, Whipple, etc. in addition to these.
Do the turbos have a flatter boost curve though overall? Or is that only at approaching peak torque? Seems like it should be the opposite from the supercharger. The turbos are more efficient, but shouldn't the supercharger have more torque earlier?
It’s hard to beat the response of twins on big inch’s but it also depends if it’s on the dyno vs on the road and the gears/ weight of vehicle, turbos also work better on automatics if your gears are right and it shifts fast enough you won’t loose boost on the shits
centrifugal supercharger has a different boost curve than roots or twin screw
@@turkeyboyjh1 o
Richard, what was your backpressure on that setup? It seems like it would be quite low. m
Making that much power with the low boost compared to the vortech had to be crazy efficient. 5 more lbs? What do you think the turbos would have made at 17? More than a 1000 I'm guessing. For sure would want to program a boost ramp in after 5000 to avoid multiplying that torque peak to boom!!! lol
17 psi would be over 1000