Great info on this video. Never let the stud touch the block. If anything, leave it as much relief as possible, especially with an aluminium head. Aluminium, iron and steel expand at different rates. Let the gaskets do the sealing. A stud touching the block can, and most likely will warp the head at high enough temperatures. Five treads of engagement is more than enough for most applications.
Easily. I been watching this shit since i was a little kid lol. Saturday mornings i think? with Stacey David doin trucks and Joe Ellmore. Can't get enough of it. Gets expensive everytime i watch 10 episodes in a day though lol.
I can say the same, I've been watching way back when Stacy David was doing trucks, back then I liked cars but over the years and the episodes I got to the point that I'm obsessed the cars and trucks pretty much almost anything with a engine.
Call me addicted. You covered my 3 favourite engines: the 300 inline 6 Ford, then the 4 litre inline 6 Chrysler, and the GMC 4.3 V-6. Are you guys psychics or mind readers ? Because I'm buying a 2000 GMC 2500 4wd truck with the 6 litre engine. Now you've answered all my prayers with this great video. Thanks a bunch.
I'm no pro engine builder, but wouldn't the valve angle be reduced to straighten airflow and reduce shrouded of the valves? Not to increase valve clearance. However depending on the build you can also gain some clearance from changing the valve angle, it is just opposite of what he demonstrated.
Definitely a cool build. Buy the LS7 out of the Z06 made 505 at the crank and has 19 more cubes. So this build makes sense if you are building from scratch but if you own a car with a LS7, like my current Z28 you are a cam and tune away from making 100hp more than this build without E85. However if you have ever heard a 408 stroker LS in person you’ll know they sound incredible especially with a big cam as they lobe like no other but straight scream in the upper RPM range. Great build all the way around but I’d have ran AFR heads, trick flow’s are great but AFR is much better lol
Currently building my 408. When it’s complete it’ll only have 823(looking for) or 243(currently have) cylinder heads at first. Nice to see someone put summit parts to use. I was skeptic and used an eagle rotating assembly. Costed more but I couldn’t find reviews on the summit brand assembly. The oil flow tricks were NEEDED! Thanks a lot there!
you say "only have 823" but 823's flow a ridiculous amount of air in stock form, 315-320 CFM. It's a great head to use. If you can get them ported, they'll move about 370-380 cfm, and still cheaper than the aftermarket options.
@@mathewshackelford8037 I agree but cathedral port heads are better for heavier cars like mine because they make more low end torque. Which is why I wanted to do an aftermarket cathedral setup to improve the top end hp. I’m still on the fence about it though. I may keep the 823 heads and let the turbo work it out for me 🤷🏾♂️
I just blew up the sbc in my super late model. Cannot afford to repair it. I wish you guys could do a show on an all aluminum ls7 super late model engine and allow me to race it.
OK Im sure what you are saying about the stud is right but I have some questions. 1) How is the stud tightened from a "relaxed state"? I dont see how it is relaxed when you are torquing it down, and the same would really apply to a bolt. You have to tighten both of them a bit before you get up to your torque spec levels. 2) Can anyone expand on the statement that the stretch is only linear on a stud vs rotational on a bolt? That sounds great I just don't see how it could be different.
Relaxed state means the stud is not tightened into the block. Put it in finger tight then back off a hair ( 1/16 to 1/4 turn ) A bolt sees rotation or twisting forces as you torque it because the threads in the block are resisting rotating due to friction. The stud does not rotate only the nut does greatly reducing or eliminating the twisting force. Thus only linear force on the stud vs some amount of rotational force on the bolt. I use ARP studs on all my builds.
i have a 408 ci LS made from LQ4 6 L I don't know how much horsepower or torque it has but when they wheel dynoed my suburban it has 361 ft pounds of torque on the ground 274 horsepower to the ground more than enough but not enough to spend the tires on my three-quarter ton suburban on dry pavement but that's okay it pulls the car trailer like it never did before it doesn't drop in the second gear to go up a hill it only just drops into drive from overdrive and muscles up the hill love it
Is the next episode (turbo install) available? Even though ls technology has come a long way sense they made that episode those types of "at home" machine work never go out of style 🐸
After you install your pistons, check the guage point for how far the piston is coming out of the cylinder on a stroker. If its out of the cylinder past the guage point, STOP. DO NOT STROKE PAST THE GUAGE POINT, especially with a turbo. This is absolutely crucial.
Shim the oil pump before tightening the bolts to their final torque. Another tip. Before you torque the timing cover bolts to their set value, mount the balancer then torque the timing cover bolts.
A cool odd-ball build to see would be a 3.8/4.2 Ford Essex V6 build! Maybe even a GM 4.3 V6! Maybe a shootout between em? 👀 Something new to see from you guys that would be interesting to see. Not to mention both are very common engines, very cheap!
The stuff they listed wasn't even all that they needed to buy and it was already 13,678.60 CAD for 573 horsepower. That also doesn't include the cost of shipping or labour.
I have an 02’ Silverado short bed standard cab 4wd with this engine and a Procharger D1X blower putting down 1050hp at 16.5lbs of boost. It’s unreal fun. You gotta do it.
Like I've commented on previous videos, Canada also watches your show and would like to be included in the contests. We have all your muscle cars and trucks here the difference is we don't manufacture as many parts and it would be nice to get a break once and a while. Honestly id pay the shipping and any other extra charges if I won a motor like this.
He left on his own though. Went back to the Machine Shop he came from and he left on good terms. How do I know you ask? He's been on a recent episode at the Strip with a Car that shop runs. You know of anybody else that's left been back on?
the hi flow oil pump is great at fillin the heads with oil, you need to improve drain as the catch can needs to b nasa level to capture all the excess oil happening.... nice build tho..
I love these builds but the only thing I can't understand is the old SBC mentality of the double roller. LS's will make 1,000+ consistently on single rollers and in almost all cases, the double roller requires the timing cover to be modded. Simply put an LS2 timing chain on it and send it! Other than that, I love the build.
You can make this power with unported ls3 heads on a 408. A stock ls3 with headers and a tune will make near 500 at the flywheel, it's been shown multiple times lol
@@bigboreracing356 literally if you're literate you can read all about it from multiple people with multiple engines on multiple different dyno's. It's not some wild ass guess. Compensate somewhere else lmfao
Holy shit man I didn't know you were so badass that 500 hp is nothing, and you've gained a higher understanding of physics than us plebs. You do realize that statement is ridiculous, because the majority of normal people have never even experienced an honest 500 hp. My guy stock castings flow 305-310ish cfm at .600 lift depending on the individual head. If you're enlightened about their turbo plan, that's plenty enough to make their 1000 goal. I don't really see your point here but circling back to it a half hour later makes me worry that your amusement might just be a guise for being butthurt about my comment for whatever reason. I wouldn't want to hurt any feelings.
If anything this shows how good the stock head is under .600 lift. means the junkyard yodel like me can slap them on a gen 3 block and gain benefits. of course if you go wild, the gen x head is a good way to go!
.015 top ring gap with boost?! That’s a little tight. I don’t know why their engines always make a little less than I would expect, not dogging them, just surprised - maybe it’s the dyno. Richard Holdener made 625 hp with a 408 stroker and a 240 cam and very similar heads.
Richard also made 550 with a dead stock LY6 and a cam/springs and proved you can make 700hp with a stock 823 square port. I think they didn't put enough cam in this for the 400inches and the higher comp. With the oil mods and high vol oil pump it'll suck the sump dry at the 1000ft mark anyway lol.
i loved this part i do.have a question i own 2 1991 gmc 1500 W.t pickup bare bone both have throttle body 4.3 v6 both have 450,000 mile and smoking any ideas how to make both bulletproof but one more power and torque and the other more H.P MAYBE A SUPERCHARGER
I really enjoy your videos. Very informative. I do have a couple questions though. 1} Exactly how does a dyno work? I hear the engine bog down and then take off and was wondering. 2} What is the purpose of the windage tray? I never knew there was such a thing. Anyway, keep up the great work.
Dyno's basically attach the gas engine to a second engine (the dyno) and then the second engine/dyno tries to fight the power output of the gas engine and then uses math and computers to give us HP and Trq. Windage trays scrap excess oil from the rotating assembly which reduces overall rotating mass= better engine.
Simple answer first. A windage tray helps keep the crankshaft from aerating the oil. You think, a crankshaft spinning at say 5000 rpm, there's some pretty good air movement going on which can whip up the oil. Not good to have air in the oil as air is compressable and can let the crank contact the bearings. Oil essentially floats the crankshaft while pressurized. A dyno is essentially a brake that is bolted to the crankshaft. What's happening when an engine is bogging down is that the brake is clamping harder on the crank. You probably noticed that a dyno run is done with the throttle wide open. The brake is why it isn't taking off. Some of these brakes are conventional friction materials, but a lot of them use water for that braking force. On that brake there is a strain measuring device so the harder it's braked, the more strain is created. Works like a weight scale. That strain gauge is about a foot out from the crankshaft centerline. What happens is that the dyno computer is reading that strain gauge which is reading the torque , or twisting force, the engine is producing. The computer then plugs that number into a formula to determine horsepower. If you look at a dyno chart, torque and horspower cross at around 5250 rpm. That's because 5250 is part of the formula. The dyno is calibrated by hanging a calibrated weight on that strain gauge arm. For example a 400lb weight at 1 foot is 400 foot pounds of torque. They can then calibrate the computer to read the same. One of Powernation's videos had a piece on the new dyno they got and how it works and is set up, but I can't recall it at he moment.
Well damn. Not everyone has 9k for for engine less labor hours and tools to put it together. That fast intake is expensive. Save the money, buy 6.2 and drop a cam in and call it a day.
@@bigboreracing356 So they matched the pistons to the cylinders, honed the big ends of the rods to match the crank, and marked all the parts as they relate to their proper installation\position? And what rings did the machine shop use when they matched the pistons to the cylinders? The list goes on.
Why did you tell us the ring needs to be set and shows us the spec sheet and you set the end gap to a spec that wasn't even all the sheet in it was half what they said you need,but you didn't tell us y u done that...I'm lost. For the street strip engine the clearance was 45 to 50 with no power adders and you set them at 20 and 23 where did you come up with this spec
Whats funny? Is it that a sub-$10k dinosaur LS can outpace most anything on the market with astounding longevity to boot or that FoMoCo wants $22.5k MSRP for the GT350 powerplant with none of the accoutrement to make it run? Maybe it's the ECP for a 52XS is $1,000 more than the heads featured in this video. Who knows. Could have compared so many other blue oval options to this but decided to go the potato route with the Aluminator.
@@next2talljones Wait....now that LS is a sub $10k engine? Your "facts" keep changing. Before, you were claiming this LS build was 1/4 the price of the 5.2 XS Aluminator, which can be bought for under $19k as you actually know. The reality is that the engine in the video would cost a whole lot more to have built for MOST people, because they don't have the expertise to build it.
Pot, meet kettle. Clearly that "expertise required" wouldn't apply when putting that 52XS into anything, right? We've got into straw grasping early. Yes, I did say ~$10k because that's what you'll have into that package after an okay 7875 kit. Still half of the price of the 52XS that is nothing more than a paperweight without several thousand dollars worth of ancillary equipment which will leave you at the same stage of needing to install it into the awaiting vehicle. Good luck with that considering the respective aftermarkets. However none of this invalidates my original statement being very close to true. The fan boy is strong with this one! Never let sensibility get in the way of farfetched brand loyalty.
Been refreshing my screen since the 1st episode came out patiently waiting for part 2. LOL
What video was the first assembly
@@JosephNnbs ... Engine Power S1, E9
American engineering and associated engine building fascinates me. Thanks for the video.
Great info on this video.
Never let the stud touch the block. If anything, leave it as much relief as possible, especially with an aluminium head. Aluminium, iron and steel expand at different rates. Let the gaskets do the sealing. A stud touching the block can, and most likely will warp the head at high enough temperatures. Five treads of engagement is more than enough for most applications.
Just scored an 83 Shortbed Chevy can't wait to use you'lls recipes for the 408. Awesome info!
I 💯 blame power block for my car addiction
Easily. I been watching this shit since i was a little kid lol. Saturday mornings i think? with Stacey David doin trucks and Joe Ellmore. Can't get enough of it. Gets expensive everytime i watch 10 episodes in a day though lol.
Since it was on TNN
I can say the same, I've been watching way back when Stacy David was doing trucks, back then I liked cars but over the years and the episodes I got to the point that I'm obsessed the cars and trucks pretty much almost anything with a engine.
They are the reason for my meth addiction 😂
Same here would watch every weekend then tv stations got turned upside down on its head !!! And I’m back lol
I sure could use one of those. I’m currently building my LS and your information is well appreciated
You guys definitely dropped some bucks into it.
Those gen x cylinder heads are perfect, easily a street beast with a 11.1 compression ratio & 100 shot
Great engine as is without any additional boost. Would be awesome in a Cobra or Daytona kit, or maybe one of the classic swaps.
I was thinking an S10.
My 86 iroc z would love to have this engine.
Call me addicted. You covered my 3 favourite engines: the 300 inline 6 Ford, then the 4 litre inline 6 Chrysler, and the GMC 4.3 V-6. Are you guys psychics or mind readers ? Because I'm buying a 2000 GMC 2500 4wd truck with the 6 litre engine. Now you've answered all my prayers with this great video. Thanks a bunch.
I'm no pro engine builder, but wouldn't the valve angle be reduced to straighten airflow and reduce shrouded of the valves? Not to increase valve clearance. However depending on the build you can also gain some clearance from changing the valve angle, it is just opposite of what he demonstrated.
Back when this was good to watch with actual good hosts.
That 408 would look fantastic in my 1998 BMW 740i.
That’s a crime
@@hillybillysillysally5086 no it's a upgrade
Yeah that’s a super easy swap, you could probably do it overnight
Yes. It is wrong. But I want a soulless demon, not a gutless angel. 😉
Definitely a cool build. Buy the LS7 out of the Z06 made 505 at the crank and has 19 more cubes. So this build makes sense if you are building from scratch but if you own a car with a LS7, like my current Z28 you are a cam and tune away from making 100hp more than this build without E85. However if you have ever heard a 408 stroker LS in person you’ll know they sound incredible especially with a big cam as they lobe like no other but straight scream in the upper RPM range. Great build all the way around but I’d have ran AFR heads, trick flow’s are great but AFR is much better lol
Currently building my 408. When it’s complete it’ll only have 823(looking for) or 243(currently have) cylinder heads at first. Nice to see someone put summit parts to use. I was skeptic and used an eagle rotating assembly. Costed more but I couldn’t find reviews on the summit brand assembly. The oil flow tricks were NEEDED! Thanks a lot there!
you say "only have 823" but 823's flow a ridiculous amount of air in stock form, 315-320 CFM. It's a great head to use. If you can get them ported, they'll move about 370-380 cfm, and still cheaper than the aftermarket options.
@@mathewshackelford8037 I agree but cathedral port heads are better for heavier cars like mine because they make more low end torque. Which is why I wanted to do an aftermarket cathedral setup to improve the top end hp. I’m still on the fence about it though. I may keep the 823 heads and let the turbo work it out for me 🤷🏾♂️
My cathedral port 243 6.0 SBE with a dual plane sloppy 2 and a Sniper makes 533hp. It’s 10.8:1 and I home ported the heads
vintage mike galle atleast we can see him in old videos
I've been wondering where he went?
He isn't dead is he?
It’s a bit much for my 93 Honda accord yet will tolerations the extra torch work needed here.
thx
I'd love to have that in my 02 Stepside
I just blew up the sbc in my super late model. Cannot afford to repair it. I wish you guys could do a show on an all aluminum ls7 super late model engine and allow me to race it.
You guys forgot the camshaft in the parts list
OK Im sure what you are saying about the stud is right but I have some questions.
1) How is the stud tightened from a "relaxed state"? I dont see how it is relaxed when you are torquing it down, and the same would really apply to a bolt. You have to tighten both of them a bit before you get up to your torque spec levels.
2) Can anyone expand on the statement that the stretch is only linear on a stud vs rotational on a bolt? That sounds great I just don't see how it could be different.
Relaxed state means the stud is not tightened into the block. Put it in finger tight then back off a hair ( 1/16 to 1/4 turn )
A bolt sees rotation or twisting forces as you torque it because the threads in the block are resisting rotating due to friction. The stud does not rotate only the nut does greatly reducing or eliminating the twisting force. Thus only linear force on the stud vs some amount of rotational force on the bolt.
I use ARP studs on all my builds.
i have a 408 ci LS made from LQ4 6 L
I don't know how much horsepower or torque it has but when they wheel dynoed my suburban it has 361 ft pounds of torque on the ground 274 horsepower to the ground more than enough but not enough to spend the tires on my three-quarter ton suburban on dry pavement but that's okay it pulls the car trailer like it never did before it doesn't drop in the second gear to go up a hill it only just drops into drive from overdrive and muscles up the hill love it
Change your gear ratios to 4.10
Somebody should tell you guys about the new rocker arms that have rollers on the tips.They are great!
Roller rockers are a waste of money at this power level. Stock rockers are light and cheap and do the job just as well.
Great info, that would go well in my 05 GMC Sierra 2500HD.
They didn't even gap the rings to Wiesco's recommendations
Not sure what you mean. Looks like they set it for “Blown Race only”
They barely gapped them rings as it is. Fricken 15 thou gonna shrink at operating temps alone
4 x 0.0060 = 0.024
Whats the deal with the ring gaps?
@@kalanirobb54 rings expand under heat and pressure, gap needs to be wide enough so ring ends don’t touch
While oil pressure and AFR are important, isn't fuel pressure also just as important? Low fuel pressure, lean fuel trim.
You’re right but again you’re returning to the point of the AFR.
You can't hear oil pressure get low. If you don't recognize the sound of a motor getting lean, you should get an electric car.
@@bradleyborrowman2115 You're still assisted with a wideband sensor though yet it does not mean you 100% rely on sensors
@@bradleyborrowman2115 lol, sure thing internet tough guy
Owww now i know even you adjust the fuel injected but the pressure is low it won't change much right
Is the next episode (turbo install) available? Even though ls technology has come a long way sense they made that episode those types of "at home" machine work never go out of style 🐸
Once you notice that they start every sentence with "now", it'll drive you crazy. lol
After you install your pistons, check the guage point for how far the piston is coming out of the cylinder on a stroker. If its out of the cylinder past the guage point, STOP. DO NOT STROKE PAST THE GUAGE POINT, especially with a turbo. This is absolutely crucial.
Shim the oil pump before tightening the bolts to their final torque. Another tip. Before you torque the timing cover bolts to their set value, mount the balancer then torque the timing cover bolts.
A cool odd-ball build to see would be a 3.8/4.2 Ford Essex V6 build! Maybe even a GM 4.3 V6! Maybe a shootout between em? 👀 Something new to see from you guys that would be interesting to see. Not to mention both are very common engines, very cheap!
They are building a 4.3L.
Don't worry about dialing in the cam
link to part 3 where they install the forced induction?
LS engine builds are awesome !!
The stuff they listed wasn't even all that they needed to buy and it was already 13,678.60 CAD for 573 horsepower. That also doesn't include the cost of shipping or labour.
Thanks.
I would think you would want more turbulent air to mix air and fuel better than going for a laminar flow , in a cylinder head
That's more important for a carb or TBI setup. EFI sprays the fuel into the port right before the intake valve.
10:07 you'll window your block before you blow out that wall. It would have to be razor thin.
Facts
While it’s probably a hefty exaggeration, I wouldn’t want it thinner than at least an 1/8” myself, I’d like the thicker the better personally
"Iron animal" 10 seconds into the video putting aluminum heads on 🤣
It's called that because it's an Iron block not aluminum.
Will you guys ever be trying a good HCI/stroker kit combos on an LS1?
I didn't see that you installed a oil ring support rail?
Ive got an 02 Silverdildo short bed, standard cab that Id LOVE to put this in
I have an 02’ Silverado short bed standard cab 4wd with this engine and a Procharger D1X blower putting down 1050hp at 16.5lbs of boost. It’s unreal fun. You gotta do it.
I need that bad boy for an 86 IROC I’m building! Just let me know in the comments when I can come pick it up! Thanks!
I have no idea what I’d put that engine in if I won it but I’m sure I will figure out something to drop it into.
Like I've commented on previous videos, Canada also watches your show and would like to be included in the contests. We have all your muscle cars and trucks here the difference is we don't manufacture as many parts and it would be nice to get a break once and a while. Honestly id pay the shipping and any other extra charges if I won a motor like this.
I thought ARP supplied bolts for the aeronautics industry... so was it funny when he said it isn't rocket science?
This kid didn't last long over there but I liked him back in the day. When the shows didn't want Ken dolls for host's.
Or fake accents from hosts.
He left on his own though. Went back to the Machine Shop he came from and he left on good terms. How do I know you ask? He's been on a recent episode at the Strip with a Car that shop runs. You know of anybody else that's left been back on?
the hi flow oil pump is great at fillin the heads with oil, you need to improve drain as the catch can needs to b nasa level to capture all the excess oil happening.... nice build tho..
Great video! Loved the teaching!
I have a 2011 Silverado 2500HD 4x4 with a 6.0 gas iron block. How would a stroker build handle I'm a towing application like this?
Just request for 2.8 Chevy v6
Nice build, would have been cool to win it.
Pretty engine. Shame the oil pump will suck the sump dry mid track first pass.
I love these builds but the only thing I can't understand is the old SBC mentality of the double roller. LS's will make 1,000+ consistently on single rollers and in almost all cases, the double roller requires the timing cover to be modded. Simply put an LS2 timing chain on it and send it!
Other than that, I love the build.
Put a double roller in my gen 1. No mods needed to the cover.
Cool story. Doesnt change the fact it’s not needed and lots of 1,000hp LS’s running single timing chains
Perfect for a G-Body Daily😁
Indonesia present🇮🇩👋🇺🇸🧠👍briliant
Those didnt look like the thicker tool steel piston pins. I wonder how the engine held up?
I think you got the valve angle orientation bass-ackwards….
You can make this power with unported ls3 heads on a 408. A stock ls3 with headers and a tune will make near 500 at the flywheel, it's been shown multiple times lol
@@bigboreracing356 literally if you're literate you can read all about it from multiple people with multiple engines on multiple different dyno's. It's not some wild ass guess. Compensate somewhere else lmfao
Holy shit man I didn't know you were so badass that 500 hp is nothing, and you've gained a higher understanding of physics than us plebs. You do realize that statement is ridiculous, because the majority of normal people have never even experienced an honest 500 hp. My guy stock castings flow 305-310ish cfm at .600 lift depending on the individual head. If you're enlightened about their turbo plan, that's plenty enough to make their 1000 goal. I don't really see your point here but circling back to it a half hour later makes me worry that your amusement might just be a guise for being butthurt about my comment for whatever reason. I wouldn't want to hurt any feelings.
And with some porting to the Stock LS3 heads that can make over 550 HP to 600 HP
Thus was filmed in 2014 alot has changed since then
If anything this shows how good the stock head is under .600 lift. means the junkyard yodel like me can slap them on a gen 3 block and gain benefits. of course if you go wild, the gen x head is a good way to go!
.015 top ring gap with boost?! That’s a little tight. I don’t know why their engines always make a little less than I would expect, not dogging them, just surprised - maybe it’s the dyno. Richard Holdener made 625 hp with a 408 stroker and a 240 cam and very similar heads.
Richard also made 550 with a dead stock LY6 and a cam/springs and proved you can make 700hp with a stock 823 square port. I think they didn't put enough cam in this for the 400inches and the higher comp. With the oil mods and high vol oil pump it'll suck the sump dry at the 1000ft mark anyway lol.
I thought they said .024 top ring
The .015 was the oil scraper ring.
John either dips or he secretly has a big body lac in the garage.
very nice build. but even at 6800 rpm it was still climbing. should have no problem spinning 7500 rpm
the trickflow cam in this build is 625 with this much head flow should they have gone with more lift
After seeing this I miss my gen 1 sbc
i loved this part i do.have a question i own 2 1991 gmc 1500 W.t pickup bare bone both have throttle body 4.3 v6 both have 450,000 mile and smoking any ideas how to make both bulletproof but one more power and torque and the other more H.P MAYBE A SUPERCHARGER
I would love to have that engine for my s10.
I wonder what cam that was used along with what piston as in what cc dome, flat top or dish it had
My 2002 Tahoe needs this
What's the price tag for building this engine???
Very cheap compared to lsx platform
I did not see any cam specs? Any reason why this was left out of your list of parts????
That would look good in my 86 Z-28..
I really enjoy your videos. Very informative. I do have a couple questions though. 1} Exactly how does a dyno work? I hear the engine bog down and then take off and was wondering. 2} What is the purpose of the windage tray? I never knew there was such a thing. Anyway, keep up the great work.
Dyno's basically attach the gas engine to a second engine (the dyno) and then the second engine/dyno tries to fight the power output of the gas engine and then uses math and computers to give us HP and Trq. Windage trays scrap excess oil from the rotating assembly which reduces overall rotating mass= better engine.
thats why the motor bogs down when the dyno run starts too
Simple answer first. A windage tray helps keep the crankshaft from aerating the oil. You think, a crankshaft spinning at say 5000 rpm, there's some pretty good air movement going on which can whip up the oil. Not good to have air in the oil as air is compressable and can let the crank contact the bearings. Oil essentially floats the crankshaft while pressurized.
A dyno is essentially a brake that is bolted to the crankshaft. What's happening when an engine is bogging down is that the brake is clamping harder on the crank. You probably noticed that a dyno run is done with the throttle wide open. The brake is why it isn't taking off. Some of these brakes are conventional friction materials, but a lot of them use water for that braking force. On that brake there is a strain measuring device so the harder it's braked, the more strain is created. Works like a weight scale. That strain gauge is about a foot out from the crankshaft centerline. What happens is that the dyno computer is reading that strain gauge which is reading the torque , or twisting force, the engine is producing. The computer then plugs that number into a formula to determine horsepower. If you look at a dyno chart, torque and horspower cross at around 5250 rpm. That's because 5250 is part of the formula.
The dyno is calibrated by hanging a calibrated weight on that strain gauge arm. For example a 400lb weight at 1 foot is 400 foot pounds of torque. They can then calibrate the computer to read the same.
One of Powernation's videos had a piece on the new dyno they got and how it works and is set up, but I can't recall it at he moment.
@@killerdoxen Thank you very much for the information.
@@nolanlojo103 describing a dyno as an engine is a very poor example, it's a brake, not an engine. It doesn't create any power of its own.
He's wrong on the visual illustration on valve angle change. It's the other direction, 12 degree angle will be a shallower angle than 15.
What was the cam? I’m running ported 823 heads on a 408 with 11-1 comp
if the cam was a .625 lift, why bother checking what testing what it flows at .700? It'll never see that lift with that cam.
Has been given away yet? I need this
wow i love this
Well damn. Not everyone has 9k for for engine less labor hours and tools to put it together. That fast intake is expensive. Save the money, buy 6.2 and drop a cam in and call it a day.
So basically how many liters is a 408 or is it the same
6.7
Are rectangle ports better than cathedral ports ?? Or does it matter??
Late, but the rectangle port heads are better than the cathedral
If I find the same seasoned engine….what would it cost me to add these same components? Had anyone priced out this build?
Fast efi is about a grand or a bit more, heads about 800-1k, 408 kits about 1600.00
oh wow great, another ls build, how about building an old school Olds 455 for the rest of us
When you say for the rest of us... Do you mean you?
When you say the rest of us, you really just mean the mentally deranged 70 year old men who think 350 horsepower is out of this world.
I wonder how much that engine cost to build It sure would be a lot of fun wouldn't it
easily 12k, just the block, rotating assembly, heads and intake are 10k alone
How you build a 408 with a ls 5.3
Totally gloss over the machine work. A critical factor BEFORE assembly. You make it look like you can just order these parts and slap it together.
@@bigboreracing356 So they matched the pistons to the cylinders, honed the big ends of the rods to match the crank, and marked all the parts as they relate to their proper installation\position? And what rings did the machine shop use when they matched the pistons to the cylinders? The list goes on.
@@bigboreracing356 Hard to assemble an engine and not have a machine shop to do the final honing to match parts.
@@bigboreracing356 Took the words right out of my mouth.
It's a budget build not a race engine, Good basic machine work to is all that is needed.
Still patiently waiting for you to complete the 300 6 cylinder ford...The rest is fodder.
I have a 1980 Z28 Camaro I would like to put that 408 in .
How much do you think this bill would cost
Build
This build is old. Advancements have been made since then.
Do you know when these were aired, or is this current
@@WSPRZero I'm guessing when LS2's first came out. Early 2000's
Who cares? Its more realistic if anything. Not everyone has LSX money let alone this shit
Aired 2014
I’m trynna do this as cheap
As possible with my 05 gto a4
if this video just came out on the 5th, how did the sweep stakes end on the 9th ?
The episode is from 2014....the engine is probably already blown up by now lol
Why did you tell us the ring needs to be set and shows us the spec sheet and you set the end gap to a spec that wasn't even all the sheet in it was half what they said you need,but you didn't tell us y u done that...I'm lost. For the street strip engine the clearance was 45 to 50 with no power adders and you set them at 20 and 23 where did you come up with this spec
We're do I sign up to win this
After all of that work, you have managed to roughly equal the 5.2 XS Aluminator crate engine.
For a quarter of the price of an Aluminator long block. Lmao.
@@next2talljones You're funny.
Whats funny? Is it that a sub-$10k dinosaur LS can outpace most anything on the market with astounding longevity to boot or that FoMoCo wants $22.5k MSRP for the GT350 powerplant with none of the accoutrement to make it run? Maybe it's the ECP for a 52XS is $1,000 more than the heads featured in this video.
Who knows. Could have compared so many other blue oval options to this but decided to go the potato route with the Aluminator.
@@next2talljones Wait....now that LS is a sub $10k engine? Your "facts" keep changing. Before, you were claiming this LS build was 1/4 the price of the 5.2 XS Aluminator, which can be bought for under $19k as you actually know.
The reality is that the engine in the video would cost a whole lot more to have built for MOST people, because they don't have the expertise to build it.
Pot, meet kettle. Clearly that "expertise required" wouldn't apply when putting that 52XS into anything, right? We've got into straw grasping early.
Yes, I did say ~$10k because that's what you'll have into that package after an okay 7875 kit. Still half of the price of the 52XS that is nothing more than a paperweight without several thousand dollars worth of ancillary equipment which will leave you at the same stage of needing to install it into the awaiting vehicle. Good luck with that considering the respective aftermarkets. However none of this invalidates my original statement being very close to true.
The fan boy is strong with this one! Never let sensibility get in the way of farfetched brand loyalty.
How much that motor cost as it is??
Over 8k easy
I seen a cometic and gm head gasket two different ones huh lmao
WHAT'S THE PART NUMBER FOR THE K1 RODS THEY ARE NOT LISTED ???
KOT-012AE25613
Good luck with the drilled and tapped holes in the middle of the main caps at 1000 hp
What holes are you talking about? I watched this video when it first aired in 2014 so I don't remember.
Those are lightweight holes, it adds 11hp!
This is an 18 minute ARP commercial.
Don’t forget Holley they own trick flow and a lot of the other parts companies that are used on every episode
Someone’s gotta pay for all this shit