Quite a few of these stories are from years ago. Throwing together a quick over view isn't hard or take long. Stock cam shootout was like 7 years ago. But we all enjoy the videos none the less.
@@dj4monie My engines break 4 speeds and U joints easily. 500ftlbs from idle to 5500 tends to do that. The only transmissions under $2500 that hold up to them are automatics. My $300 rebuild on a Th400 lasts longer than a $2000 4 speed, like decades vs a handful of passes. Its a different world when you aren't running a low torque weak suck chevy... or a small Ford, mopar, etc. :) I suppose if you had a supercharger you'd have an idea of what driving one of my daily drivers is like. Getting an auto to hook and live is much easier and less expensive than a manual, when you have power. With a tiny engine, yeah the manual is gonna feel faster.
Dr. Holdener......you are a genius! BTR tq cam and 8 lbs of boost in a 4.8ls is the perfect daily driver combo........in my work truck. lol Erasing my white board at the shop and following this recipe with a truck manifold! 500 ft lbs trq will be a pleasant addition under the hood of my old K1500 on pump gas at single digit boost numbers. Richard......U-DAH-MAN!!!
Bad Example Garage, for real!!! These dyno videos have blown my mind! I mean, I knew it was possible to make those numbers, I just had no idea how “easily” you could do it!
Richard, another great video. After you've finished the vs the world series, could you put all the dyno sheets on a website for a quick reference guide? This would be one of the best resources ever available to the home builder. The ability to choose (at a glance) the curve you want instead of the peak or general rev range would be amazing. Been following your work for years (still love a rag in the hand, but it's pretty cool to see and hear the tests I have already read-plus all the others!), and look forward to more. Thanks.
As a rule of thumb I've found that as long as your back pressure isn't substantially higher than the boost pressure you don't need to worry too much about a specialized turbo cam setup on most engines. Yes, you can optimize spool up with some specific turbo only tweaks (VVT makes this a lot easier), but you just choose the cam that gives you the powerband you want and add boost. I've seen this apply on 6k rpm big V8s and 10k rpm small displacement 4cyl engines running 50 psi of boost. But....if you have a small turbo, a catalyst, or anything that's going to bring your exhaust back pressure up then you need to start worrying more about overlap and exhaust timing to prevent intake charge contamination. Someone once explained it to me as follows: the engine doesn't know if it's boosted or not. It just sees the intake pressure and exhaust pressure and the air flows accordingly. Keep the exhaust pressure close to the intake pressure and it'll behave like a bigger naturally aspirated engine in most aspects - at least once the turbo is spooled.
Thanks for adjusting the engine-dyno noises so that they don't spike after you speak ... nothing scares the bejeezus out of a person than while listening to you speak (normal audio level) and suddenly the engine-dyno comes on! 😁 This used to prevent me from stepping away from the volume control
Hi Richard, love watching your videos. Two requests please. Please do a video with turbos and lobe separation to see the effect of small lobe separation angles and boost response. Secondly could you do a video demonstrating the effect of water methanol injection with turbos on pump gas.. Thanks
Excellent work Richard.....I agree 100% .......Can you do something with comparing Camshaft duration and Maybe LSA Verses turbo spool time? I have never seen such a test. Your work is top shelf for sure with the testing you do. Thanks.
Really need to get set up to run rpm dependent boost. I love the idea of raising the boost after the torque peak. The way you get more power without needing higher octane.
I think Richard ,,,,although every cam is a turbo cam and boost fixes everything. Hehe. The LS is a good start on a turbo combination. You're very humble in not including ,,,, that it takes one Helluva tuner to make these combos "work"...Good job!. Love these vids. Cant get enough.....
I LOVE the 4.8 stuff! I love watching you build huge power from that little LS!!! I’ve got a burning desire to see it twin-charged!!! Maybe have the supercharger feeding the turbo inlet, with a tiny pulley on the supercharger and a ridiculously oversized turbo. Can you make it happen? I know you can!
This video plus the Every Cam is a boost cam are really helpful in proving out was is pretty obvious from a text book analysis of what is actually going on. The best part about these videos is it makes me feel better about my cam choice because the build is NA for now but like any sensible person, boost is in the future! I'm excited what my stage 3 BTR LS1 cam does to y 5.3.and even more excited for what a turbo does to that power curve graph!
Awesome your content is great I’m from Australia I have 5.7 ls1 with a cam n springs and plan to whack a turbo on it a gt45 China turbo to start with I reckon these videos excite me 👍
I don't know if Brian Tooley is a sponsor (not that it worries me) but I really like the look of this cam. Looks like a good all rounder. www.briantooleyracing.com/btr-turbo-stage-ii-cam.html
@@richardholdener1727 well let him know people are looking because of your channel... I had never even head of him before your channel, and looking at the specs (and mostly your dyno figures) the stage 2 or stage 3 might make an ideal cam for a LS2 build, a guy I know needs built. I was originally thinking about Comp Cams or Crane (because I'm old) but your channel has prompted me to look at his website. I don't think I am the only one. Be nice if they ponied up a few free cams to say thanks. Your channel has also inspired me to try a couple of eBay 3582's turbos on it. Still trying to work out if I will port the heads, or if we just go for something aftermarket. Been a few decades since I last had an air grinder fired up in anger, be nice to know if I still have the touch. My eyesight isn't what it once was, but the LS heads seem a whole lot better than SBC heads out of the box. He also has a 383 stroker with a 6-71 on it which needs sorting out. His current engine builder put his old roller cam and lifters into a new Dart block, and it smashed the roller lifters to pieces in no time flat. When he gets that back he might be up for a new cam in that (depending on what the engine builder does).
@@hendo337 I was looking at the GT45s that Richard has been using. Ideally somewhere around GT40 would be nice, but the only ones I see on eBay are around that $3,000 not cheap ones. I was a bit concerned in going too far. Decades ago I had it drummed into me that you are better off with smaller than bigger. Be interesting to see a comparison test between the two. Cheap twin GT35's versus cheap twin GT45's. Richard you up for a test?
@@hendo337 I'm talking twin not single, are you talking about twin? Assuming not because Richard's test showed twin 45's had real low back pressure on a big block.
Id like to see a teuck combo with a small turbo that would build boost down low for towing. It's hard to use it at 3750 and up. Most of us would shift at that point towing. Let's see you work your magic!!
The horsepower/boost formula works here for torque as well. At 3600 rpm, N/A it makes around 315 ft/lbs. At 8psi of boost (a little more than 1/2 atmosphere) it makes 497 ft/lbs at the same rpm, which is a little more than a 50% increase.
Excellent info again sir- your overthinking explanation described perfectly why my LH9 Colorado is sitting stock with a converter....it was the only thing I could make up my mind on!
You should find the biggest cam you can run with a stock 4.8 valvetrain and add turbo. Still waiting on the twin charged ls video with both a supercharger and turbo charger at the same time
your opening statement describes me!!! but it's fun to pick out every part to make it your own...and then change your mind! and then change your mind.....!!!!
Every time I watch your videos it makes me just want to go outside finishing my project I just got done putting the bottom and back together on my 6.0 got the oil pan on new seals front and back and gaskets next thing is the lifters I’m deciding on getting the Johnson lifters or the LS7 lifters
How about doing a test, stock ring gap vs wider ring gap, power differences?, while you're at it run a junker up with no coolant, stock ring gaps, when it seizes due to pistons not rings getting too tight, show us the broken ringlands due to rings butting.....but keep up the good work....best channel still
Richard, your videos are VERY helpful! I was wondering, do you have a video that shows recommended setups surrounding a DIY turbo build? I'm talking less about particular turbos and more about the accessory items YOU recommend in terms of waste gate(s), Boost Controller, Fuel Management system, injectors etc. I'd love to try my hand at this on my 4.8 LS.
I think the turbo took some of the low end deficiency out of the manifold. Getting the air flow up down low, gave the manifold some velocity, which made the manifold more at home.
@@richardholdener1727 I should have prefaced my comment with I Guess: "I think" is my way of saying I'm guessing... Looking at the N/A curves (torque and power) with the standard truck manifold, and then looking at the turbo curves, they seem to be somewhat similar (albeit miles apart in power and torque) but the basic shape is similar. Which lead me to conclude that down low the difference is in the aftermarket manifold without boost (very low air speed), rather than cam. The concave curve between 3500 and 4700 seems to disappear once boost is added, which further led me to conclude that boost started to create additional air flow down low, to allow the manifold to fill the larger runners (comparable to the standard truck manifold) and start to make the manifold more efficient producing more power. But now I think about it, that is completely baseless since if it is getting boost down there, it is going to create more power anyway... But it is interesting how it seemed to fill in that dip. Can you elaborate on reflected waves? I have not heard of that term before as a creator of low speed torque. Are you talking about some kind of manifold pulsing?
I have to say I have learned so much watching your videos. I sent you a comment about what I was putting together on one of your first videos now I’m rethinking the whole thing. I’m working on a 76C 10 short bed. I have a 4.8 and a 4L 80 E with a stock converter. I was going to run TwinTurbo’s on it. But now I’m thinking that torque cam valve spring upgrade and find a turbo single and I have the truck manifolds and a truck intake. Maybe a simple VS racing 7875? Either way thanks for all the information I feel much more knowledgeable
I've really enjoyed the scientific approach to your videos, Richard. I appreciate the way you alway maintian a control variable (e.g. stock configuration). Question: what would you have expected if you had done these tests with a roots style supercharger (e.g. LSA, Magunson etc.)...more torque at lower RPM's perhaps (vs. the turbo)?
@@richardholdener1727 thank you so much for the reference! I’ll look it up now, as I’m looking to delete the AFM and increase all around performance on my daily 12’ LC9 Suburban.
Richard, I really enjoy the way that you run the engines N/A first and then run them again once you have boost. However, are you able to, if known, tell us what the compression ratios are that you are running on the engines and whether the compression ratio when you run them N/A s the same as when you run it on boost. Secondly, when you talk about the power that you made when you run them N/A and when you run them on boost can you please tell us what octane fuel you are running the engines on to obtain those numbers.
@@richardholdener1727 ok, to relate to most people on the street, I personally would run high octane pump. But if you prefer e85 or race (110 octane?) Please run the N/A on the same (you probably are already) to compare "apples with apples" 😊👍 cheers and love your work!
@@alanm7312 Richard, correct me if I am wrong but you do not want to run a higher octane , slower burn rate fuel on a low- mid compression n/a motor it will only lower the power levels? Run the fuel for the cylinder pressure or heat you are creating for accurate power outputs. Alan just learning off your comment, thanks.
@@coreyphilman3509 from videos I have watched, apparently the benefits of running E85 is really limited to forced induction engines. For me, it's a minimum 30min drive to be able to buy E85. So not practical for a street car, combined with the reduced range due to higher fuel to air ratio of E85. If it was just a track car, then fine. But I believe most of the viewers here are collecting info for their primarily street driven cars.
Hey Richard, I have a 1997 c3500 dually with the 454 and 80e. what size turbo should i get to have full boost at 2000 rpm and peak torque for towing? Or should I ls swap and small turbo that instead? I think a towing/ peak bottom end torque would be an awesome video series to explore! Thanks for all the hard work you do.
Hey there Richard holdener love your videos maybe if you can come acrost 6.0 lq9 with BTR cam 327 34132 is the part number and a LS6 intake manifold Na and turboed that's what I'm building that be awesome to see what the numbers would be on that thanks man keep up the work!
As always the best videos and research out there! Thankyou for the time you put into these! Question with the ls what is a safe amount of boost with stock ring gap on pump gas?
Richard Holdener, u need a ring tone or something that says “u can still make great power with that, just hold my beer and watch this” or one that just says “Today on speed secrets!” U are doing a great job. Even with the current “Audio” that I see some guys complain about. Now when u getting on the list to run for president in 2024? U gotta LS swap the White House a put a turbo on the Cadillac they went around Daytona with.
Richard, is it possible to put your overlay so it doesn't hide the RPM on the dyno graphs? Even bottom left hiding the low end would be better. Enjoying your vids. Thanks man.
Could you please do a video that shows the power from different size a/r exhaust housings? And how a remote mounted turbo could be affected or tuned. Also Can you measure lag on a dyno?
Another awesome video! You put so much real info out every time. One question, do you have a compressor map for the S480? I’m curious as to how bad, or good, the size is for the 4.8. I built a little spreadsheet to calculate airflow required to make horsepower and it says 57.1 lbs/min at 1.55 bar and 70.6 lbs/min at 1.92 bar, the low and high boost levels you tested. Are those points way off the high efficiency island in the map? My numbers are an estimate, but they track the power changes from boost very closely, so should be within a few percent. So, did you get a compressor map?
Stoked your talking low down torque and turbo's i'd love to see this motor with the correct manifold and some part throttle comparisons of brake specific fuel consumption between boosted and and NA. Will adding a turbo make fuel consumption worse at part throttle due to exhaust restriction over na (especially when using a smaller turbine to spool up at low rpm where i need the torque). You hear all the time turbo's improve efficiency and it makes sense at WOT. but when the turbo is trying to boost against partially (more than they would be NA i think) closed throttle blades for cruise while combined with the turbine & waste gate being a pretty significant exhaust restriction over NA. it seems to my completely uneducated on the matter brain there will be a changeover point below which, NA is more efficient than turbo. I was thinking 25hp, 50hp, 100hp and 150hp at 2000, 2500 and 3000rpm on the NA and turbo versions. That may do a decent job of simulating freeway cruising conditions for a few gearing vs load combinations.(25-30hp drag and roll resistance at 60mph in a car so guessing my ute will be 50ish). You could also compare smaller and larger scroll housings with the same setup. Thanks for shearing your knowledge man and if' there's a simple answer to this and im to dense to find it or theirs an obvious fault in my reasoning please don't spare my feelings. I'm trying to work out if i should be spending my money on a 5 speed with OD (packaging nightmare) or if i can get away with a turbo to get me up the hills and off the line and tall gears for towing without selling my soul for gas. Help from anyone appreciated.
What about trying a cam that he is a fuel injection application in LS do a carbureted application cam is there any difference I have a carburetor on my 5.3 competition cam is what I have Appreciate the input on my application
The cam doesn't know if there is a carb or EFI on the motor. If we compare a "Carb" cam to an "EFI" cam on the same motor, they do the same things. Whatever the cams do on on a carb motor, they will do on an d EFI motor.
Richard if I were to turbo my 5.3 Silverado with the hope of improving towing and load carrying capability, not so much to be faster, what turbo set up would you recommend? Does the eBay gt45 spoil fast enough in a real world application on a truck made to haul? Do I go smaller? If you have already made a video about this I apologize. You’ve covered so much I can barely keep up. Thanks in advance
Back to back Dyno runs with stage 1, stage 2 truck cams vs Stage 1, Stage 2 turbo cams... 4.8 or 5.3 because that's most common... Single turbo then small twins
I think he has tests with N/A motors and different Cams on his channel. I believe he also did a all cams are turbo cams video. Basically all you gotta do is look at a cam you are interested in, see the shape of the graph they show for that application, and then slide it up based on boost pressure. The shape is unchanged when boost is added... unless the set up is REALLY slow to come on boost :)
Yes every cam is a boost cam, and will work well overall. But running an actual boost cam vs. these “boost cams” would highlight what a true boost cam does.
Id like a comparison with 2..3 or 4 cams that have comparable specs with 1 being a turbo cam that is less powerful than its brosters (half brother/ half sister) Id also like to see Comp vs. Crane vs. Lunati vs. BTR vs. Sloppy vs. Lil John Motorsports.. a bunch of different companies with similar cams to see who makes the better power
@@richardholdener1727 thanks for your work that all of us are unable to replicate or test.. taking a lot of guess work and wasted money out of our builds..
I love watching these videos. thank you for your help I’m building the same exact build right now. Lol. My question is how would the horse and torque numbers change with a 706 head ported by TEA or similar modification. Did you say in the video at the end that you’ll be doing a similar test? If so I’ll wait for the test for the answers:))
Richard. I see you are at westech, do you work with Steve Brule, Dulcich, or Freiburger? Dulcich cracks me up and seems like a good guy. I think he is a mopar guy iirc.
Dr. Richard Holdener at it again, my goodness do you ever sleep??
Your killing it with these videos👍👍.
Quite a few of these stories are from years ago. Throwing together a quick over view isn't hard or take long. Stock cam shootout was like 7 years ago. But we all enjoy the videos none the less.
if only it was like that
Richard does not sleep.....it's obvious😝
Moral of the story, boost fixes almost everything.
except traction issues and weak drive line parts.
@@SweatyFatGuy but it does give you the motivation to upgrade!
@@Ribbityibzki yes it does. Of course I would feel bad needing a turbo to make 600hp. I'm already sorting the traction thing NA
@@dj4monie My engines break 4 speeds and U joints easily. 500ftlbs from idle to 5500 tends to do that. The only transmissions under $2500 that hold up to them are automatics. My $300 rebuild on a Th400 lasts longer than a $2000 4 speed, like decades vs a handful of passes. Its a different world when you aren't running a low torque weak suck chevy... or a small Ford, mopar, etc. :) I suppose if you had a supercharger you'd have an idea of what driving one of my daily drivers is like.
Getting an auto to hook and live is much easier and less expensive than a manual, when you have power. With a tiny engine, yeah the manual is gonna feel faster.
My grandma drank Boost and it also worked for her
These videos make my morning. I listen to it on my ride to work. I appreciate that
Dr. Holdener......you are a genius! BTR tq cam and 8 lbs of boost in a 4.8ls is the perfect daily driver combo........in my work truck. lol Erasing my white board at the shop and following this recipe with a truck manifold! 500 ft lbs trq will be a pleasant addition under the hood of my old K1500 on pump gas at single digit boost numbers. Richard......U-DAH-MAN!!!
Nobody 15 years ago- "mild torque cam 700HP daily seems about right, just run low boost"
Bad Example Garage, for real!!! These dyno videos have blown my mind! I mean, I knew it was possible to make those numbers, I just had no idea how “easily” you could do it!
how do they call that a torque cam when all it did was increase power over 5000 rpm?
Richard, another great video. After you've finished the vs the world series, could you put all the dyno sheets on a website for a quick reference guide? This would be one of the best resources ever available to the home builder. The ability to choose (at a glance) the curve you want instead of the peak or general rev range would be amazing. Been following your work for years (still love a rag in the hand, but it's pretty cool to see and hear the tests I have already read-plus all the others!), and look forward to more. Thanks.
As a rule of thumb I've found that as long as your back pressure isn't substantially higher than the boost pressure you don't need to worry too much about a specialized turbo cam setup on most engines. Yes, you can optimize spool up with some specific turbo only tweaks (VVT makes this a lot easier), but you just choose the cam that gives you the powerband you want and add boost. I've seen this apply on 6k rpm big V8s and 10k rpm small displacement 4cyl engines running 50 psi of boost. But....if you have a small turbo, a catalyst, or anything that's going to bring your exhaust back pressure up then you need to start worrying more about overlap and exhaust timing to prevent intake charge contamination. Someone once explained it to me as follows: the engine doesn't know if it's boosted or not. It just sees the intake pressure and exhaust pressure and the air flows accordingly. Keep the exhaust pressure close to the intake pressure and it'll behave like a bigger naturally aspirated engine in most aspects - at least once the turbo is spooled.
Thanks for adjusting the engine-dyno noises so that they don't spike after you speak ... nothing scares the bejeezus out of a person than while listening to you speak (normal audio level) and suddenly the engine-dyno comes on! 😁 This used to prevent me from stepping away from the volume control
Part number for a Gm 4 bar map sensor (and its cheap) is 12643955
your vids are simply the best. thanks for all the uploads. i learn something from every vid i watch. i appreciate it very much.
I feel like I was talking to you about this earlier this week.
Awesome stuff
Hi Richard, love watching your videos. Two requests please. Please do a video with turbos and lobe separation to see the effect of small lobe separation angles and boost response. Secondly could you do a video demonstrating the effect of water methanol injection with turbos on pump gas.. Thanks
Excellent work Richard.....I agree 100% .......Can you do something with comparing Camshaft duration and Maybe LSA Verses turbo spool time?
I have never seen such a test. Your work is top shelf for sure with the testing you do. Thanks.
I would be extremely interested in this.
Your very passionate about your engines, i am too. Your stoking my fire, keep up the good videos
Really need to get set up to run rpm dependent boost. I love the idea of raising the boost after the torque peak. The way you get more power without needing higher octane.
I think Richard ,,,,although every cam is a turbo cam and boost fixes everything. Hehe. The LS is a good start on a turbo combination. You're very humble in not including ,,,, that it takes one Helluva tuner to make these combos "work"...Good job!. Love these vids. Cant get enough.....
Thanks for all the information you provide!
I do like my turbo cam because I have breaks now however after watching your vids I have learned !
Good stuff thanks for sharing !!
turbo cams work
That poor 4l60e lol... Great video keep it up Richard!
Sure would like to see tq & hp graphs in the lower rpm levels along with the boost curves. Nearly everything online starts at 3000-3500 rpms.
Amen to that. How much of our time do we spend driving at that RPM?
I start my dyno pulls at 1500 rpms on the truck tuning.
I LOVE the 4.8 stuff! I love watching you build huge power from that little LS!!! I’ve got a burning desire to see it twin-charged!!! Maybe have the supercharger feeding the turbo inlet, with a tiny pulley on the supercharger and a ridiculously oversized turbo. Can you make it happen? I know you can!
But before you start, get yourself about a 4 or 5 bar map sensor! I wanna see some record-setting BOOST!!!
I never get tired of this stuff
This is the best damn video out there for applying power to your application.
This video plus the Every Cam is a boost cam are really helpful in proving out was is pretty obvious from a text book analysis of what is actually going on. The best part about these videos is it makes me feel better about my cam choice because the build is NA for now but like any sensible person, boost is in the future! I'm excited what my stage 3 BTR LS1 cam does to y 5.3.and even more excited for what a turbo does to that power curve graph!
Man I love seeing these flat powerbands and the Hp rise up near the end and take over. Just imagine if we have vtech for v8s
Awesome your content is great I’m from Australia I have 5.7 ls1 with a cam n springs and plan to whack a turbo on it a gt45 China turbo to start with I reckon these videos excite me 👍
I don't know if Brian Tooley is a sponsor (not that it worries me) but I really like the look of this cam. Looks like a good all rounder. www.briantooleyracing.com/btr-turbo-stage-ii-cam.html
no channel sponsors yet-But I'm hopeful
@@richardholdener1727 well let him know people are looking because of your channel... I had never even head of him before your channel, and looking at the specs (and mostly your dyno figures) the stage 2 or stage 3 might make an ideal cam for a LS2 build, a guy I know needs built. I was originally thinking about Comp Cams or Crane (because I'm old) but your channel has prompted me to look at his website. I don't think I am the only one. Be nice if they ponied up a few free cams to say thanks.
Your channel has also inspired me to try a couple of eBay 3582's turbos on it. Still trying to work out if I will port the heads, or if we just go for something aftermarket. Been a few decades since I last had an air grinder fired up in anger, be nice to know if I still have the touch. My eyesight isn't what it once was, but the LS heads seem a whole lot better than SBC heads out of the box.
He also has a 383 stroker with a 6-71 on it which needs sorting out. His current engine builder put his old roller cam and lifters into a new Dart block, and it smashed the roller lifters to pieces in no time flat. When he gets that back he might be up for a new cam in that (depending on what the engine builder does).
@@hendo337 I was looking at the GT45s that Richard has been using. Ideally somewhere around GT40 would be nice, but the only ones I see on eBay are around that $3,000 not cheap ones. I was a bit concerned in going too far. Decades ago I had it drummed into me that you are better off with smaller than bigger. Be interesting to see a comparison test between the two. Cheap twin GT35's versus cheap twin GT45's. Richard you up for a test?
@@hendo337 I'm talking twin not single, are you talking about twin? Assuming not because Richard's test showed twin 45's had real low back pressure on a big block.
Id like to see a teuck combo with a small turbo that would build boost down low for towing. It's hard to use it at 3750 and up. Most of us would shift at that point towing. Let's see you work your magic!!
That's a phenomenal little combo...sooo simple and great results!!!
So glad i found your videos! Keep them coming!
Dude your videos are awesome! Love to see these comparisons!!!
Looked great! The turbo boost filled out the torque curve low down, would make for doing great skids while "towing" lol
You just need to do a new video every day and we will watch them forever
he can do these vids forever once he branches out and starts doing something other than ls engines. yes i know he did 1 ford vs mopar shootout.
he is doing other stuff
Yet another mind blowing video! Thanks for being a myth buster lol
Good stuff, i just keep on learning!!
Dang, this makes want to put 5psi to the lq9 with stage 1 BTR truck cam I have sitting on an engine stand. 😃
@@hendo337 wtf LQ9 make great power with a turbo.
The horsepower/boost formula works here for torque as well. At 3600 rpm, N/A it makes around 315 ft/lbs. At 8psi of boost (a little more than 1/2 atmosphere) it makes 497 ft/lbs at the same rpm, which is a little more than a 50% increase.
Excellent info again sir- your overthinking explanation described perfectly why my LH9 Colorado is sitting stock with a converter....it was the only thing I could make up my mind on!
that's a start
Going climb into that playhouse next video
You should find the biggest cam you can run with a stock 4.8 valvetrain and add turbo. Still waiting on the twin charged ls video with both a supercharger and turbo charger at the same time
your opening statement describes me!!! but it's fun to pick out every part to make it your own...and then change your mind! and then change your mind.....!!!!
Professor Horsepower and turbos. Now that's a combo that always works.
Very educational! Thank you Richard!
Every time I watch your videos it makes me just want to go outside finishing my project I just got done putting the bottom and back together on my 6.0 got the oil pan on new seals front and back and gaskets next thing is the lifters I’m deciding on getting the Johnson lifters or the LS7 lifters
Great video Richard thanks
It would be cool to see, how much and the power curve of the turbo cam vs the torque cam.
I would love to see how you would do a older carberated 350 or 383 stroker on turbo . Love the videos keep up the good work!
i have turbo sbc
This is so great, this is the information I was looking for
How about doing a test, stock ring gap vs wider ring gap, power differences?, while you're at it run a junker up with no coolant, stock ring gaps, when it seizes due to pistons not rings getting too tight, show us the broken ringlands due to rings butting.....but keep up the good work....best channel still
1magnit
U bring up a good point. I also would like to see this. Possible new episode? 🤔
I'm glad I'm not the only one that thinks like that. The bigger ring gap allows more leakage, escape of end gasses so they can't detonate.
it all ends up in the sump.....HCs
ring gap shows very little power change until it gets excessive-I ran .035 in some stuff and say no change
Richard, your videos are VERY helpful! I was wondering, do you have a video that shows recommended setups surrounding a DIY turbo build? I'm talking less about particular turbos and more about the accessory items YOU recommend in terms of waste gate(s), Boost Controller, Fuel Management system, injectors etc. I'd love to try my hand at this on my 4.8 LS.
Awesome video! Learned a lot! I need an LS!
I think the turbo took some of the low end deficiency out of the manifold. Getting the air flow up down low, gave the manifold some velocity, which made the manifold more at home.
it does not change the reflected waves, that is what creates the low-speed torque
@@richardholdener1727 I should have prefaced my comment with I Guess: "I think" is my way of saying I'm guessing... Looking at the N/A curves (torque and power) with the standard truck manifold, and then looking at the turbo curves, they seem to be somewhat similar (albeit miles apart in power and torque) but the basic shape is similar. Which lead me to conclude that down low the difference is in the aftermarket manifold without boost (very low air speed), rather than cam. The concave curve between 3500 and 4700 seems to disappear once boost is added, which further led me to conclude that boost started to create additional air flow down low, to allow the manifold to fill the larger runners (comparable to the standard truck manifold) and start to make the manifold more efficient producing more power. But now I think about it, that is completely baseless since if it is getting boost down there, it is going to create more power anyway... But it is interesting how it seemed to fill in that dip.
Can you elaborate on reflected waves? I have not heard of that term before as a creator of low speed torque. Are you talking about some kind of manifold pulsing?
I am in this exact situation. Mild cam na build with an Eaton tvs1900 sitting on the shelf.
Nice to know I don't need a cam swap 😅
Awesome so much daily content
I have to say I have learned so much watching your videos. I sent you a comment about what I was putting together on one of your first videos now I’m rethinking the whole thing. I’m working on a 76C 10 short bed. I have a 4.8 and a 4L 80 E with a stock converter. I was going to run TwinTurbo’s on it. But now I’m thinking that torque cam valve spring upgrade and find a turbo single and I have the truck manifolds and a truck intake. Maybe a simple VS racing 7875? Either way thanks for all the information I feel much more knowledgeable
that works-just don't over think it
Thanks Richard!
Another great video Richard!!
another great video, thanks richard!
You’re always working!
Great video brother. Love is in the boost!
Now time for na cams and head swaps on lq4 the motor everyone uses with intake swaps also. Would be pretty bad ass then add boost with na cams
I've really enjoyed the scientific approach to your videos, Richard. I appreciate the way you alway maintian a control variable (e.g. stock configuration). Question: what would you have expected if you had done these tests with a roots style supercharger (e.g. LSA, Magunson etc.)...more torque at lower RPM's perhaps (vs. the turbo)?
please see the roots vs cent vs twin screw vs turbo video for your answer
@@richardholdener1727 thank you so much for the reference! I’ll look it up now, as I’m looking to delete the AFM and increase all around performance on my daily 12’ LC9 Suburban.
That torque cam seems like a really good option for your typical daily
I just bought one for a 5.3 I’m putting in my Yukon,I can’t wait to test it out
@@Stevehevessy let me know what you think. Been wanting to get one too
This kind setup I like and want build I've got trucks do good bit of towing I wonder how summit turbo would work?
You have been redeemed from putting nuts through a 350sbc. Lol Great work!
I stand by DEEZ NUTS
@@richardholdener1727 LOL!
Great stuff Richard. Keep it up. Are we gonna have to start bugging these turbo cam companies to get them turbo cams to u. Lol
I have lots of turbo cams cuz EVERY cam is a turbo cam
Richard you know what. Your 100% right. Lmao
Excellent stuff once again. Nice !
Would love to see a 99-01 AMC 4.0l on boost. Not many videos on it.
Like always awesome stuff man thanks
Richard, I really enjoy the way that you run the engines N/A first and then run them again once you have boost. However, are you able to, if known, tell us what the compression ratios are that you are running on the engines and whether the compression ratio when you run them N/A s the same as when you run it on boost. Secondly, when you talk about the power that you made when you run them N/A and when you run them on boost can you please tell us what octane fuel you are running the engines on to obtain those numbers.
will do, compression remains the same, boost is usually run on E85 or race-almost never limit it by running pump
@@richardholdener1727 ok, to relate to most people on the street, I personally would run high octane pump. But if you prefer e85 or race (110 octane?) Please run the N/A on the same (you probably are already) to compare "apples with apples" 😊👍 cheers and love your work!
@@alanm7312 Richard, correct me if I am wrong but you do not want to run a higher octane , slower burn rate fuel on a low- mid compression n/a motor it will only lower the power levels? Run the fuel for the cylinder pressure or heat you are creating for accurate power outputs. Alan just learning off your comment, thanks.
@@coreyphilman3509 from videos I have watched, apparently the benefits of running E85 is really limited to forced induction engines. For me, it's a minimum 30min drive to be able to buy E85. So not practical for a street car, combined with the reduced range due to higher fuel to air ratio of E85. If it was just a track car, then fine. But I believe most of the viewers here are collecting info for their primarily street driven cars.
that's why I say nitrous is a power adder. boost is a power multiplier.
Love it. Thanks Richard!
I think the moral of the story is every motor or setup is beautiful.
Great information 🔥
Well done 👍!!!!
Hey Richard, I have a 1997 c3500 dually with the 454 and 80e. what size turbo should i get to have full boost at 2000 rpm and peak torque for towing? Or should I ls swap and small turbo that instead? I think a towing/ peak bottom end torque would be an awesome video series to explore! Thanks for all the hard work you do.
the gt-45 on the bbc would be a good match-but you don't need full boost at 2000 rpm
Do you have a video like this with the 5.3l? This is a great video just looking for basically the same video with the 5.3l
its the same
your channel is awesome
Hey there Richard holdener love your videos maybe if you can come acrost 6.0 lq9 with BTR cam 327 34132 is the part number and a LS6 intake manifold Na and turboed that's what I'm building that be awesome to see what the numbers would be on that thanks man keep up the work!
what are cam specs
Advance duration 277 intake 287 exhaust duration at .050 227 intake 234 exhaust valve lift 613 intake 576 exhaust with a 113 lobe separation
That's a stage 2 Brian Tooley na cam you can get at Summit Racing or Brian Tooley racing
As always the best videos and research out there! Thankyou for the time you put into these! Question with the ls what is a safe amount of boost with stock ring gap on pump gas?
its not a boost level-its a ring heat level-many factors change it
Richard Holdener, u need a ring tone or something that says “u can still make great power with that, just hold my beer and watch this” or one that just says “Today on speed secrets!” U are doing a great job. Even with the current “Audio” that I see some guys complain about. Now when u getting on the list to run for president in 2024? U gotta LS swap the White House a put a turbo on the Cadillac they went around Daytona with.
Richard, is it possible to put your overlay so it doesn't hide the RPM on the dyno graphs? Even bottom left hiding the low end would be better. Enjoying your vids. Thanks man.
Could you please do a video that shows the power from different size a/r exhaust housings? And how a remote mounted turbo could be affected or tuned. Also Can you measure lag on a dyno?
can't really do lag on engine dyno
So at 3600rpm on that last run was the reason the power fell off from the previous run with less boost because you added the degree of timing?
no, that's the initial load point of the dyno, I probably just didn't let it stabilize long enough before releasing it
love this test
Really like the info in the videos. Would really like to see dyno runs with sound. Just saying.
Another awesome video! You put so much real info out every time. One question, do you have a compressor map for the S480? I’m curious as to how bad, or good, the size is for the 4.8. I built a little spreadsheet to calculate airflow required to make horsepower and it says 57.1 lbs/min at 1.55 bar and 70.6 lbs/min at 1.92 bar, the low and high boost levels you tested. Are those points way off the high efficiency island in the map? My numbers are an estimate, but they track the power changes from boost very closely, so should be within a few percent. So, did you get a compressor map?
I'll se if a map exists. Airflow (in lbs/min) x 10=hp, PR required is a function of na hp
Stoked your talking low down torque and turbo's i'd love to see this motor with the correct manifold and some part throttle comparisons of brake specific fuel consumption between boosted and and NA. Will adding a turbo make fuel consumption worse at part throttle due to exhaust restriction over na (especially when using a smaller turbine to spool up at low rpm where i need the torque).
You hear all the time turbo's improve efficiency and it makes sense at WOT. but when the turbo is trying to boost against partially (more than they would be NA i think) closed throttle blades for cruise while combined with the turbine & waste gate being a pretty significant exhaust restriction over NA. it seems to my completely uneducated on the matter brain there will be a changeover point below which, NA is more efficient than turbo.
I was thinking 25hp, 50hp, 100hp and 150hp at 2000, 2500 and 3000rpm on the NA and turbo versions. That may do a decent job of simulating freeway cruising conditions for a few gearing vs load combinations.(25-30hp drag and roll resistance at 60mph in a car so guessing my ute will be 50ish). You could also compare smaller and larger scroll housings with the same setup.
Thanks for shearing your knowledge man and if' there's a simple answer to this and im to dense to find it or theirs an obvious fault in my reasoning please don't spare my feelings. I'm trying to work out if i should be spending my money on a 5 speed with OD (packaging nightmare) or if i can get away with a turbo to get me up the hills and off the line and tall gears for towing without selling my soul for gas.
Help from anyone appreciated.
the fuel consumption will be up not from exhaust restriction but for the rich mixture required under boost
What about trying a cam that he is a fuel injection application in LS do a carbureted application cam is there any difference I have a carburetor on my 5.3 competition cam is what I have Appreciate the input on my application
The cam doesn't know if there is a carb or EFI on the motor. If we compare a "Carb" cam to an "EFI" cam on the same motor, they do the same things. Whatever the cams do on on a carb motor, they will do on an d EFI motor.
Richard if I were to turbo my 5.3 Silverado with the hope of improving towing and load carrying capability, not so much to be faster, what turbo set up would you recommend? Does the eBay gt45 spoil fast enough in a real world application on a truck made to haul? Do I go smaller? If you have already made a video about this I apologize. You’ve covered so much I can barely keep up. Thanks in advance
if you want 5-6 psi, then a gt3582
It be cool to see the difference with an actual turbo cam.
Back to back Dyno runs with stage 1, stage 2 truck cams vs Stage 1, Stage 2 turbo cams... 4.8 or 5.3 because that's most common... Single turbo then small twins
I think he has tests with N/A motors and different Cams on his channel. I believe he also did a all cams are turbo cams video. Basically all you gotta do is look at a cam you are interested in, see the shape of the graph they show for that application, and then slide it up based on boost pressure. The shape is unchanged when boost is added... unless the set up is REALLY slow to come on boost :)
I've runs lots of turbo specific cams-they work with turbos but we already know that
have you watched @richard holdeners turbo cam video? every cam is a turbo cam
Yes every cam is a boost cam, and will work well overall. But running an actual boost cam vs. these “boost cams” would highlight what a true boost cam does.
Id like a comparison with 2..3 or 4 cams that have comparable specs with 1 being a turbo cam that is less powerful than its brosters (half brother/ half sister)
Id also like to see Comp vs. Crane vs. Lunati vs. BTR vs. Sloppy vs. Lil John Motorsports.. a bunch of different companies with similar cams to see who makes the better power
the SS2 vs the world testing is coming up
@@richardholdener1727 thanks for your work that all of us are unable to replicate or test.. taking a lot of guess work and wasted money out of our builds..
I love watching these videos. thank you for your help I’m building the same exact build right now. Lol. My question is how would the horse and torque numbers change with a 706 head ported by TEA or similar modification. Did you say in the video at the end that you’ll be doing a similar test? If so I’ll wait for the test for the answers:))
Can you please start telling us what head gaskets you are using and post thickness 🤓
EITHER 053 OR 041
Dr. Richard holdener what do you gap your rings at on boosted ls motors I was just wondering
.028-.030
You ever try putting a smaller turbo in the with the high ram? I daily a 4.8l and s366. Boost come on super quick
A SMALLER TURBO SPOOLS QUICKER ON ANY INTAKE-BUT A LONG RUNNER INTAKE ALWAYS MAKES MORE LOW SPEED TORQUE
Can you test a 2000 6.0l all cast iron block and heads.
The Gen 3 Big Bang 6.0L that made 1482 hp with a stock bottom end was originally a 2000-we obviously didn't use the iron heads
Richard. I see you are at westech, do you work with Steve Brule, Dulcich, or Freiburger? Dulcich cracks me up and seems like a good guy. I think he is a mopar guy iirc.
those guys are great-I did a few episodes of EMC with them on LS (1543-hp Big bang 6.0L), I see Steve Brule every trip for the last 20 years or so
122ci ready to watch
I would love to see a Dyno run 454 Gen 6 with zz502 hydr. Roller camshaft NA, Then put a 871 Blower on with 10 pounds of boost
Send one in im sure he’d run it
@@mcfero1 I'm sure he would lol
i have plenty of roots blower bbc testing
@@richardholdener1727 have u tested 454ho crate with zz502 camshaft?? And put a roots blower on it??
What about a choppy NA cam with a lot of overlap wouldn't boost be going right back out the exhaust?
No. Exhaust back pressure will always be greater than boost.