I have one , untouched , 113,000 something miles , got the whole vehicle , it got smashed , but I pulled everything motor L92 , tranny 6 speed , I wanta put it in my 2000 3500 hd squirt boom bucket truck , it idles alot , the 5.7 vortec is weak in power for this 12,000 lbs truck that pulls a dump trailer with a bobcat mini skid ..I wanta put the motor and the tranny & transfer case in it , with a straight axle front end ..but I think that og cam and lifters has to go first , no dod dropped lifter for me , thanks though ..lol ..I don't know what cam and lifters kit to order , and do I want new springs for them or run stock
@@20tea i see michigan motorsports on all there boxes , i was gonna check to see if my account is still good there , when i lived in michigan i used them alot , they might still remember me
More 6.2 content PLEASE, it's almost my turn in the surgery room and I need to know a lot of stuff, I was thinking Texas speed intake BTR cam along with forged internals with 2 precision turbos
Thanks for doing some 6.2 content! I'd be really interested in a discussion/video about camshafts and torque converters. These huge cams would need a high stall converter. It would be interesting to see what camshafts are possible with say a 6L80e in a truck or SUV with a stock converter. Including torque converter stall with the tests would be really cool. For anyone who is curious, obviously these are in GM stock configurations, 6.2L: L92 = VVT, no AFM, no Flex Fuel L9H = VVT, Flex Fuel, no AFM L94 = VVT, Flex Fuel, AFM
The "recommended" stall speed as spec'ed by some cam manufacturers is a decent place to start though its typically on the high end to account for the vast diversity of entire car combinations. But other than that you need a lot of info to properly stall a converter, and not everyone has the same setup: full engine specs, dyno sheet (sometimes), transmission specs, rear gear, curb weight, intended use. As far as cams possible with stock converter, you can go as big as you want; just depends on how OK you are with throwing away launch and 60 foot potential at the drag strip, and pushing through the brakes at idle. The same goes for tight converters in general. You can cheat a little with the 6/8/10 speed transmissions, the 1st gears are essentially granny gears that don't load the engine much so they'd be a LOT more street-drivable than say a 4L80 behind a big cam motor, but regardless they still throw away the 60ft. I buddy of mine cannot get his 10L90 C10 in the 11s despite having a 550wheelhp genV LT1. Hes stuck at 12.10 with a 1.9 60ft. That's in theory a low 11second setup. 235@.050 cam, stock converter because they don't make aftermarket ones for the 10speeds yet.
I have a na 417 with over 700hp with street manners going into 69 chevelle.thats more power than a stock zo6 vette.the fun pedel is going to get a workout😄
@@GroovesAndLands I think that cams with 230 - 235 in this size engine are on the edge. Things starts to become a challenge if you're running power brakes etc. It seems like this is a tipping point too - the point where you start to trade off larger amounts of torque down low for larger gains on top. You're right. Mid 220s on a 6.2 is most definitely streetable and is probably the hot setup for building average power and torque
I have a 2011 Camaro SS with a GM performance LS3 495 horsepower crate engine with CNC ported LS3 heads it has a built 6L80e automatic transmission with a 4200rpm circle D stall converter stock 3.27 gearing one piece aluminium driveshaft ZL1 fuel pump and injectors 25 percent underdrive pulley and other upgrades running on E85 full interior AC equipped weighs 3780 with me in it made 3 eighth mile runs the best was 7.40 at 94mph with more runs and testing could probably run 7.2s throttle response is wicked with really good torque and horsepower from idle to 6600rpm redline car cruises on the highway at 2100-2200rpm at 80mph with down right wick right now at a push of the gas petal throttle response for me it's a perfect street package and idles with a ever so slight lope that is barely noticeable compared to a stock LS3 it pops 430 rear wheel horsepower at 6200rpm and 410 foot pounds of torque at 5000rpm running on E85
for the ls3, the gm hot cam is good but for its airflow, I think the btr truck stage 3 v2 would have been a better entry-level cam swap. the ported heads plus that cam having the same duration but more lift with a tighter lsa while only losing 2 degrees of exhaust duration would have made for more power at the top end without losing power in the low end compared to the gm hot cam. I'd like to see a comparison between the texas speed cam and the summit stage 4. within 10 of both power measurements so I think looking at them a little more closely would be good. another great video so keep up the good work.
Yeah. The GM Hot Cam gives up power on the LS3 by only going to .525 lift, while the LS3 head keeps gaining flow up to .600 lift. The LSR series from Comp Cams has a grind with 219 effective intake duration and .607 lift, so it would do significantly better than the GM Hot Cam.
It would be as far as you would want to go with a daily driver torque is better than stock 3000rpm up with a very nice curve to redline the 228 duration on the exhaust side compared to the 219 intake is a wide split in duration making decent torque throughout the powerband with explosive power from 5000-7000rpm light car 3500 stall converter 3.73-4.10 gears for serious street or 2500 stall 3.42-3.73 gears daily driver there is more to learn than peak numbers the highest average power throughout from where the stall converter comes in to redline may be better than something making better peak numbers but down on torque and horsepower everywhere else in the powerband
@@gloriamaletta8667 the aftermarket cams made mkre torque *everywhere* compared too the hot cam. Theres no reason too go hot cam as noone with an ls still has a warranty lol
@@Saddedude l have a crate LS2 with CNC ported LS3 heads with a cam with 226/236 duration 551/600 lift 700r4 3000 rpm lockup stall converter a 1986 8.5 buick GN rearend with 4.10 gears it has gone 7.1 in the eighth mile 3000rpm to 7200rpm its a monster and cruises nice on the streets it has a GM single plane intake manifold and a holley HP carberator it has surprised many people including some bigblocks
I built and dynoed a pump gas 417.started out as a L92.i used a BTR cam,reher/ morrison cnc ported the stock heads ,super victor intake,pro systems 1000 cfm 4150 holley .made 705 hp at7200 and was still climbing. 598fttq at 5100.there was more hp left on the table .its going into a customers 69 chevelle
@@harolddaniels2895 it has a 4" stroke ,johnson tiebar short travel lifters,1.8 ratio rockers,i upgraded the wrist pins to a thicker set.its not a cheap build to do
Hey Richard, I have upgraded my Lc9 engine on Chevrolet avalanche 2010 with L92 engine with BTR HOT ROD CAMKIT + CNC PORTED HEADS + DOUBLE SPRINGS + PUSH RODS + DELPHI LIFTERS + PLUG WIRE + PLUGS+ CIRCLE D TORQUE CONVERTER 3200 STALL + LONG TUBE HEADERS + Y PIPE + K&N AIR FILTER + LS7 90MM THROTTLE BODY + TUNED THE WHP I GOT ON DYNO WAS 335 WHP IS THIS NORMAL ? AS I WAS EXPECTING AS PER YOUR VIDEOS REFERENCE 430 - 450 WHP. AFM/ DOD / VVT DELETED ADDITIONALY THE CAT BACK, FUEL PUMP, INJECTORS IS STOCK NON MODIFIED... CAN YOU PLEASE ADVISE IS THIS WHAT IT WILL BE OR I CAN GAIN AS MENTIONED 450-460 WHP ?
One thing for sure-if you have stock injectors-you don't have enough fuel for a cammed L92 (pump might be too small as well). A stock L92 should make 300 whp.
I would be really interested to see what kind of power can be made from a truck 5.3l and LS3, bone stock everything like from factory but just a good tune and maybe a K&N air filter at most, and have that compared with a accurate measurement of just at crank like you measure usually with no accessories but with as accurate as possible then what that would roughly translate to at the wheel between 4:10 gears or a common higher gear ratio (does that even change anything much ?) and/or still stock parts but see what’s possible with at home tuned/modified stock parts, and a good tune. Like maybe some simple basics like a bolt on exhaust, something that kinda blends the cheap but not to cheap line. Or best bang for $ system like most people can afford. And then what about ram air the factory air box, some duct or extra boost hose and a cheap or extra turbo horn and a hole saw and some hose clamps later with a K&N, can you make any power? It’s colder air and at like 80mph maybe have some measurable amount of boost. Maybe it increases mpg? Less effort into sucking air with a positive flow more than what the truck can pull on its own of any sort means more air in the combustion chamber naturally, so less fuel via less throttle input means good mpg…? Maybe 🤷♂️ it seems like it could make sense. Then what if you port your own intake manifold a little or even pull and port&polish your own heads even? Then maybe porting out your stock exhaust manifolds and junk yard finding a Ford Thunderbird or maybe Taurus fan and going electric fans. Does that gain anything? Is it enough it could be worth it. Or is it enough that you could get similar power to the kinda next step up in engine choices power stock. Like could a 5.3L truck motor equal or rival the stock 6.0L truck motor ect.
going to an electric fan is worth about 10 hp. look to the trailblazer ss. the best cathedral port manifold with a mechanical fan dropped hp by 5 compared to other ls2 installs. k&n will give you some feels in the butt dyno but all that power is not really going to happen without a mild tune and it's not going to be a lot at the low end where it's fun to drive. I swapped a tbss/nnbs manifold with a modified cai, 90mm ls3 throttle, and 55lb/hr injectors with shorty headers to 3" y-pipe to 3" exhaust. a basic tune with a stock cam (adjust maf, injectors and throttle scaling; add tons of timing and adjust a/f), and my 4.8 is up from the stock 285 at the crank. this setup on a 5.3 can be done in a weekend without cracking the engine open and would make for a fun driver. for a little more top end, change to 1.72 rockers, hardened pushrods and new springs. Richard did a video on such a swap. that is on my list after I get back home.
On an L92 with headers and air intake I made 450 with just a comp 459 vid on my profile and that was on 2nd gear because I have long gears and didn’t want to snap my driveshaft as soon as I get some 4.10s we will do a 1-1 pull on 3rd gear I bet it will be close to 480ish through an auto !! Maybe 500 through a manual 😂.
Richard your engine sounds always sound Honda-ish.. Why do do many of your videos have a random Honda-ish engine sound?? Lmao it’s actually just a good ribbing bro. Shits hilarious and videos are awesome and informative
5252 is the happy number that equals 1hp/1ft lb torque. Above 5252 same torque=more hp. Below 5252 same torque=less hp. RPM is the multiplier of torque for HP as the “wattage” or useable total output. Quick 101 on hp vs tq. (1ft lb of tq at 15,756 rpm (3x 5252) is 3hp) If you have a motor making 300ft lbs at 5252(fairly common)=300hp 300ft lbs at 15,756… 900hp!
Richard Holdener... I would like your educated guess.. 383 ls. cnc ported 862 heads, 233-239 ..600 .600 113 lsa, 92 fast with 90 mm throttle body.. what power and torque could be happening?
Cory, nearly 15 years ago I had a 383 LS - AFR 205s, Crane 228/236, FAST 90/90, Kooks step headers, Meziere EWP. It made 480 RWHP and 443RWTQ to the tires on a stingy dyno and ran 10.70s @ 125 MPH. This was in a full weight 4th Gen F body with a 4L60E and the stock 10 bolt. 275/60 radials as well. The combination worked well, Richard did a video documenting loss from engine dyno to chassis dyno - should give you a good idea. The NHRA calculator is great as well for vehicles that dead hook, proper gearing, etc.
Only problem with LS3 motors is Piston to Valve clearance when trying to run a high lift cam and the flat top pistons....Lots of people don't seem to realize this! The Camaro 6.2 auto trans motor has valve notches but, not the C6 Vette and manual trans motors...
@@richardholdener1727 But isn't it more prone to fatigue than steel? I'd also like to see how a flat tipped oem arm compares to an aftermarket roller arm, and the side effects of differences in weight over the nose of the arm.
Could you do a bone stock 5.7 chevy budget test? Like BUDGET. Only mod is intake and carb swap. Flip the stock truck manifolds, make your own turbo kit or use the Amazon twin turbo kit for 700 bucks. Stock cam, heads, no work done at all. Just carb, intake, and turbo(s).
Richard been following you awhile and I was wondering is it possible to put a carb/ throttle body manifold/adapter on the intake side of a procharger rather than after it . Mimicking a roots style blower??????
Deleting the vvt is silly. There are some excellent aftermarket cams that take advantage of VVT because with it you can take advantage of some VERY aggressive cam specs without sacrificing as much (or any) low end. Downside? Install cam phaser limiters and getting a tuner competent enough too take advantage of it.
It's only silly if you don't hotrod or if you just like the occasional on ramp drag race. Most people here don't want that. VVT also limits the amount of timing and lobe. While gaining torque thought the rpm cycle there's only so far you can go. Most people here want to go farther. I do like VVT but I'm always looking for more torque for pull toys. I think the smart answer, for a L92 in a truck that is, is to just add a quick spooling turbo.
got a question for u my brother....i got 1990 k5 blazer 5.7 just got the enging rebuild still have the swirl port heads on it and its pretty mush stock i have high perfomace intake im eliminating the computing trying to make my mine up if im going to go with a carb or some efi sniper..i have 700r4 trans and 4.10 gears and up graded my torque convert to a 2000 to 2400 stall ..it has a up grade cam in it howard cams ratter 188005-09 lift .525/530 and duration .050 ; 227/235 centerline 103 i want to no is that a good cam to go with them swirl port heads and would i be able to hear the cam..i dont no to mush about cams..i no the vortec or aluminum heads would have been better but the engine was already build already..
Funny…..back in the original muscle car era they had big cams with no head flow to take advantage. For nearly two decades now the LS variants have nearly or even more than 300 cfm on average, and soft cams.
@richardholdener1727 hey Richard if you were going to build a ls to swap into a solstice for autocross what setup would you build ? I was thinking a l92 with ported heads cam swap ( Texas speed stage 2) and lifter trunion kit and springs and hardened pushrods and ls7 lifters and have it gapped so I could add a power adder later if needed
has anyone ran the summit stage 4? I'm looking to do a 6.2 build for my 69 camaro and I keep seeing this cam. so I'm just curious if anyone has ran it and how durable it is?
Richard, LOVE your videos! I am installing a LS3 430 HP GM crate engine in my 08 Escalade to replace the tired L92. The LS3 has no AFM or VVT. I'd like to use VVT with a stock L92 cam. I'm not chasing crazy HP just want a nice driving Caddy without the horrible piston slap. (The L92 will get a stroker kit and go in my 2002 Z06) If I install the milder L92 cam, will I run into valve to piston clearance issues with a stock phaser? The LS3 pistons are a flat top and the L92 have small notches. Will this be an issue? How can I check piston to valve clearance with a VVT phaser? I highly value your input.
@@richardholdener1727 thx Richard . I was pulling the existing heads for valve servicing and was looking for replacements to get me back on the road and the GM heads are cheap enough. As long as I dont lose anything Ill be good. Wasnt sure if they were too big for my application.
I have CNC ported LS3 heads with a hydraulic roller cam on a LS2 crate engine according to SDPC parts center back in 2008 it's worth 7 to 10 horsepower and it makes the motor more efficient so no real big gains but mine has been in my car since 2008 and it runs as good or better than it did in 2008 it has been maintained very well it pulls extremely well from 3000rpm to 7200rpm to the rev limiter while being pretty streetable
@@gloriamaletta8667 I was talking about how everyone always say milled 243 heads will make the same low end torque as 706 heads milling a head is cheap and porting is $700 around me and the gains aren't that much 20hp Max so I would rather gain 10hp and more low end torque for $100-$200 than 20hp for $700 and loose some torque
@@Gonzalez75208 my CNC ported LS3 heads in 2008 were 1200 dollars a pair complete with valves and springs in 2008 non- ported LS3 heads complete in 2008 were 900 dollars a pair l know prices have drastically changed since 2008
@@gloriamaletta8667 I bought a set of heads used for $500 and bought btr .660 springs for like $350 and then sent them to be ported milled and a 5 angle valve job for $700 I probably should of have just bought new ones would of been cheaper lol I'm not getting anything ported anymore just milling them and install
@@Gonzalez75208 there are not huge gains from CNC porting stock heads now if your talking Air Flow Research there are gains but it's more for very serious street cars and race cars wanting 600 or more horsepower naturally aspirated bigger cubic inch engines with over 11 to 1 compression and these aftermarket heads are not budget friendly so you can expect to spend 3000+ dollars is out of my league
Richard, with this brand new LS3/430 HP motor in a daily driver with stock stall converter would you recommend the BTR Truck Norris, Texas Speed Cam or another? GOALS: torque with good power up top around 62-6500 RPM limit, nice idle sound and quality not to throw codes. Thanks in advance
I am lucky enough to have got a L92 with the 6L80E from the junkyard, which came out of a 2007 Escalade! This combo is for the 1971 Pontiac leMans GT-37!
@@rajcam80 that's why I said it's random. In one truck I went through 3 but in the other it still has the original one. Look it up and you'll see. 4l80 is steps better. You can even build 4l60s to be good. Look up the 4l75.
@@natricjol The grenading was almost exclusively from all the clutch material flowing thru the models with LOTS of intentional lockup slip for butter-soft engagement. I believe it's only the truck tunes that do this, not the SUV-types. It has slip programmed for virtually all speeds in all gears. If the TCC tune doesn't have that, then consider the trans okay. My friend has a Suburban with 200k+ and the original trans/converter.
We need an LS3 head/intake/cam combo for low end power. 4200rpm redline, 3000rpm torque peak for aircraft applications. Whoever engineered/produced it would take over the General Aviation market.
@@C6Z_Bob The LS1's torque does come on sooner. But it's larger and heavier than the LS3 (slightly but still). I'm talking about purpose engineered heads for bottom end, high velocity, high economy, low compression, uber reliable. All we have now is people using stock components, and making due. Results are stellar, but not near what they could be, especially in gallons per hour rate.
@@johntempest267 You'd still need a PSRU, but a set of generic cathedral port heads and a long runner intake would do what you're asking. There is no magic bullet other than boost to increase torque beyond about 1.3lbft/inch. Cams, and manifolds just dictate where it's gonna happen.
Try Tony Mamo Motorsports ported AFR or TFS cathedral castings, great port velocity without being hogged out. Long runner (11-13") nylon intake, smaller header primaries
@@johntempest267 any of the factory head have too big of a port volume to work efficiently at that low rpm. Even 706 heads have a port volume 75% the size of a ls3 casting. With a stock lm7 truck cam and truck intake and truck 706 heads on a 6.2l short block it would still probably make peak power over 4500. If you reengineered the head to have a smaller intake port still using the offset ls3 style rockers and designed an intake to match you could really make the torque. You could play with the valve sizes a bunch because the flow requirements are so much lower to ensure adequate cooling of the exhaust seat. You could probably experiment with a set of ls3 heads and a 5 gal bucket of jb weld to get the ports down to a size that would work. Duramax L5P solid roller lifters work in Ls lifter trays and might not be a bad idea with a really low lift but modest duration cam. Soft cams keep you from brutalizing the valve spring and the solid rollers are durable for diesel guys. You would need to shim the rocker pedestal but that's a small price.
I'm running a L94 with a L77 intake.. A stock GM cam, cold air and nice tune. About 435 max HP on the dyno. What kinda gain should i expect with a TSP LS3 Stage 1 cam?? I don't wanna go too crazy because it's my daily. Plus I don't wanna change my converter so that's why I'm looking at the Stage 1..
Richard, have you done any testing with a LST (low shock technology) or LLSR (low lash solid roller) solid roller camshaft on a almost stock LS3? Just wonder how much power can be gained from the slightly more aggressive ramps with the solid roller stuff on an otherwise stock 6.2L. Some people have claimed 30 to 50 hp with the solid with almost identical timing events as a hydraulic roller cam.
@@richardholdener1727 i know this reply is a year late but but the claim on the Cam Motion LLSR is more power and better and more reliable durability and longevity so have you tested one off their off the shelf LS3 cams? and like with a factory stock engine and then after add heads or an intake upgrade
Everything is identical except for 12 cubic inches, 4% difference in cubes; thusly, 4% power difference. Not an interesting enough test for anyone to want to run man, not statistically significant and it proves what everyone knows, everyone knows more cubes make more power lol
@@rotaryray ...YEP! the auto trans VVT motors have better piston to valve clearance....The manual trans cars have flat tops and you aren't going to increase duration, lift & tighten lobe separation and get it to fit a flat top piston w/o valve reliefs.
I have a 77c10 Shortbed 2nd that I swapped an l99 6l80e that has vvt/dod. My lifters collapsed so I’m in a process of a cam change. Would u suggest on keeping vvt or delete vvt. This truck is a cruiser so I’m not looking into something extreme
Why did you run the LS3 with smaller headers? An LS3 with a cam needs at least 1 7/8" and 2" will give you a little more power. Nobody runs an LS3 with 1 3/4 headers. Waste of a comparison/dyno test.
Me personally, no I have not. But I have seen comparisons from engine builders/tuners. There is not one that would recommend 3/4's over 7/8's on an N/A LS3 with with ported heads and a "stage 3" or greater cam. Unless we're talking stepped headers, but those wouldn't be a true 3/4. So why did you run the LS3 with the smaller headers than the other engine? I would like to say thanks for all the time/work you do running these tests/builds. I know you can't appease everyone and the builds they want to see. But you do do a great job covering a wide spectrum of builds that does offer/prove build theories and even disprove theories.
No offense to GM or the Gen 2 LT1 guys but I've NEVER liked the "Hot Cam". A lot of Gen 2 LT1 guys worshipped the hot cam like the Fox body guys did the Alphabet 303 cams. Sure they may be cheap but you can get way better for similar money. Another reason I didnt like the lt1 hot cam bcuz El-cheapo folks would get them, hear the idle chop, swear up and down they had a race car and get their feelings hurts on the street and track. Then they had the NERVE to introduce that BS to the LS world. Cool if you just want to build an old ASA car but in a performance application, blah! That LSX376/525 crate engine is nice but you can smash it with an LQ9, LS3 heads and a 220/230 cam.
Rebuilding l92 don't know much about engines but watch your videos I was wondering what combo should i use to get most power possible out of engine. (Pistons, Rods, Cam, Crank, springs lifters, rollers,) Will cash app for your advice! I'm looking for the best engine parts @richard Holdener
Did you notice all these cam changes gave us the trifecta! Gain of hp and tq and no loss of power down low. Win, win and win!
And ported heads gained everywhere
@@CLEEPER1great for squeezing HP out of a NA build!
We learned what we always learn. LS motors need more cam.
Modern Hemi engines are the same way. Stock heads that flow 275+ cfm and not nearly enough cam from the factory.
@@christianmeeks4430 honestly I was wondering how can a pushrod v8 6.2 litter make the same power as a dual overhead 6.4 L motor.
@@alexvillalobos7137lol the hemi is not dohc🤦🏾♂️
I'd love to see an L92 dyno test with the original VVT cam in action, and then subsequent tests with after market VVT cams.
I agree
Would be some nice content.
I have one , untouched , 113,000 something miles , got the whole vehicle , it got smashed , but I pulled everything motor L92 , tranny 6 speed , I wanta put it in my 2000 3500
hd squirt boom bucket truck , it idles alot , the 5.7 vortec is weak in power for this 12,000 lbs truck that pulls a dump trailer with a bobcat mini skid ..I wanta put the motor and the tranny & transfer case in it , with a straight axle front end ..but I think that og cam and lifters has to go first , no dod dropped lifter for me , thanks though ..lol ..I don't know what cam and lifters kit to order , and do I want new springs for them or run stock
@@MikeSmith-nu9wtCheck out kits from Texas speed.
@@20tea i see michigan motorsports on all there boxes , i was gonna check to see if my account is still good there , when i lived in michigan i used them alot , they might still remember me
More 6.2 content PLEASE, it's almost my turn in the surgery room and I need to know a lot of stuff, I was thinking Texas speed intake BTR cam along with forged internals with 2 precision turbos
Thanks for doing some 6.2 content!
I'd be really interested in a discussion/video about camshafts and torque converters. These huge cams would need a high stall converter. It would be interesting to see what camshafts are possible with say a 6L80e in a truck or SUV with a stock converter. Including torque converter stall with the tests would be really cool.
For anyone who is curious, obviously these are in GM stock configurations, 6.2L:
L92 = VVT, no AFM, no Flex Fuel
L9H = VVT, Flex Fuel, no AFM
L94 = VVT, Flex Fuel, AFM
The "recommended" stall speed as spec'ed by some cam manufacturers is a decent place to start though its typically on the high end to account for the vast diversity of entire car combinations. But other than that you need a lot of info to properly stall a converter, and not everyone has the same setup: full engine specs, dyno sheet (sometimes), transmission specs, rear gear, curb weight, intended use.
As far as cams possible with stock converter, you can go as big as you want; just depends on how OK you are with throwing away launch and 60 foot potential at the drag strip, and pushing through the brakes at idle. The same goes for tight converters in general.
You can cheat a little with the 6/8/10 speed transmissions, the 1st gears are essentially granny gears that don't load the engine much so they'd be a LOT more street-drivable than say a 4L80 behind a big cam motor, but regardless they still throw away the 60ft.
I buddy of mine cannot get his 10L90 C10 in the 11s despite having a 550wheelhp genV LT1. Hes stuck at 12.10 with a 1.9 60ft. That's in theory a low 11second setup. 235@.050 cam, stock converter because they don't make aftermarket ones for the 10speeds yet.
Let’s see some L92 with TSP VVT cams! .
Thanks for all the hard work love your channel.
568 from a small block. Geesh. About 1.5 hp per cube and still very streetable. Long live the LS!
235/245 cam is a bit beyond "streetable". IMHO you really wanna keep intake duration in the mid 220s to retain street manners.
I have a na 417 with over 700hp with street manners going into 69 chevelle.thats more power than a stock zo6 vette.the fun pedel is going to get a workout😄
@@KS-dg5zh That's gonna be "pretty sporty" or "seventeen kinds of awesome" as Richard would say. 69 Chevelle is awesome.
@@GroovesAndLands I think that cams with 230 - 235 in this size engine are on the edge. Things starts to become a challenge if you're running power brakes etc. It seems like this is a tipping point too - the point where you start to trade off larger amounts of torque down low for larger gains on top. You're right. Mid 220s on a 6.2 is most definitely streetable and is probably the hot setup for building average power and torque
Making me get in more debt! The LS3 is a legend already.
Man that intro gets me pumped every time
I think it's incredible that that large cam didn't trade off anything down low.
Intake was 234 @ .50.
Not huge but not tiny either, nice tweener cam.
I have a 2011 Camaro SS with a GM performance LS3 495 horsepower crate engine with CNC ported LS3 heads it has a built 6L80e automatic transmission with a 4200rpm circle D stall converter stock 3.27 gearing one piece aluminium driveshaft ZL1 fuel pump and injectors 25 percent underdrive pulley and other upgrades running on E85 full interior AC equipped weighs 3780 with me in it made 3 eighth mile runs the best was 7.40 at 94mph with more runs and testing could probably run 7.2s throttle response is wicked with really good torque and horsepower from idle to 6600rpm redline car cruises on the highway at 2100-2200rpm at 80mph with down right wick right now at a push of the gas petal throttle response for me it's a perfect street package and idles with a ever so slight lope that is barely noticeable compared to a stock LS3 it pops 430 rear wheel horsepower at 6200rpm and 410 foot pounds of torque at 5000rpm running on E85
for the ls3, the gm hot cam is good but for its airflow, I think the btr truck stage 3 v2 would have been a better entry-level cam swap. the ported heads plus that cam having the same duration but more lift with a tighter lsa while only losing 2 degrees of exhaust duration would have made for more power at the top end without losing power in the low end compared to the gm hot cam. I'd like to see a comparison between the texas speed cam and the summit stage 4. within 10 of both power measurements so I think looking at them a little more closely would be good. another great video so keep up the good work.
Yeah. The GM Hot Cam gives up power on the LS3 by only going to .525 lift, while the LS3 head keeps gaining flow up to .600 lift. The LSR series from Comp Cams has a grind with 219 effective intake duration and .607 lift, so it would do significantly better than the GM Hot Cam.
its amazing that the stage 4 summit can gained power everywhere and did not lose bottom end torque
it does lose down low
What's the part # for that L92 stage 4 cam?
I think the hotcam doesn't really have enough lift to take advantage of the ported heads.
I came here too say the same thing. Kinda wimpy on the duration too.
It would be as far as you would want to go with a daily driver torque is better than stock 3000rpm up with a very nice curve to redline the 228 duration on the exhaust side compared to the 219 intake is a wide split in duration making decent torque throughout the powerband with explosive power from 5000-7000rpm light car 3500 stall converter 3.73-4.10 gears for serious street or 2500 stall 3.42-3.73 gears daily driver there is more to learn than peak numbers the highest average power throughout from where the stall converter comes in to redline may be better than something making better peak numbers but down on torque and horsepower everywhere else in the powerband
@@gloriamaletta8667 the aftermarket cams made mkre torque *everywhere* compared too the hot cam. Theres no reason too go hot cam as noone with an ls still has a warranty lol
@@Saddedude l have a crate LS2 with CNC ported LS3 heads with a cam with 226/236 duration 551/600 lift 700r4 3000 rpm lockup stall converter a 1986 8.5 buick GN rearend with 4.10 gears it has gone 7.1 in the eighth mile 3000rpm to 7200rpm its a monster and cruises nice on the streets it has a GM single plane intake manifold and a holley HP carberator it has surprised many people including some bigblocks
@@gloriamaletta8667 And?
I built and dynoed a pump gas 417.started out as a L92.i used a BTR cam,reher/ morrison cnc ported the stock heads ,super victor intake,pro systems 1000 cfm 4150 holley .made 705 hp at7200 and was still climbing. 598fttq at 5100.there was more hp left on the table .its going into a customers 69 chevelle
no doubt R/M heads worth 100HP of your 700+
Any other details on motor build? I'm doing a 70 Chevelle right now.
@@harolddaniels2895 it has a 4" stroke ,johnson tiebar short travel lifters,1.8 ratio rockers,i upgraded the wrist pins to a thicker set.its not a cheap build to do
Thanks for the great videos but some of us are interested in how does it idel for the streets .
Hey Richard, I have upgraded my Lc9 engine on Chevrolet avalanche 2010 with L92 engine with BTR HOT ROD CAMKIT + CNC PORTED HEADS + DOUBLE SPRINGS + PUSH RODS + DELPHI LIFTERS + PLUG WIRE + PLUGS+ CIRCLE D TORQUE CONVERTER 3200 STALL + LONG TUBE HEADERS + Y PIPE + K&N AIR FILTER + LS7 90MM THROTTLE BODY + TUNED THE WHP I GOT ON DYNO WAS 335 WHP IS THIS NORMAL ? AS I WAS EXPECTING AS PER YOUR VIDEOS REFERENCE 430 - 450 WHP.
AFM/ DOD / VVT DELETED
ADDITIONALY THE CAT BACK, FUEL PUMP, INJECTORS IS STOCK NON MODIFIED...
CAN YOU PLEASE ADVISE IS THIS WHAT IT WILL BE OR I CAN GAIN AS MENTIONED 450-460 WHP ?
One thing for sure-if you have stock injectors-you don't have enough fuel for a cammed L92 (pump might be too small as well). A stock L92 should make 300 whp.
@@richardholdener1727 what fuel pump and injectors I should upgrade to get the 450 whp with the following setup ?
I would be really interested to see what kind of power can be made from a truck 5.3l and LS3, bone stock everything like from factory but just a good tune and maybe a K&N air filter at most, and have that compared with a accurate measurement of just at crank like you measure usually with no accessories but with as accurate as possible then what that would roughly translate to at the wheel between 4:10 gears or a common higher gear ratio (does that even change anything much ?) and/or still stock parts but see what’s possible with at home tuned/modified stock parts, and a good tune. Like maybe some simple basics like a bolt on exhaust, something that kinda blends the cheap but not to cheap line. Or best bang for $ system like most people can afford. And then what about ram air the factory air box, some duct or extra boost hose and a cheap or extra turbo horn and a hole saw and some hose clamps later with a K&N, can you make any power? It’s colder air and at like 80mph maybe have some measurable amount of boost. Maybe it increases mpg? Less effort into sucking air with a positive flow more than what the truck can pull on its own of any sort means more air in the combustion chamber naturally, so less fuel via less throttle input means good mpg…? Maybe 🤷♂️ it seems like it could make sense. Then what if you port your own intake manifold a little or even pull and port&polish your own heads even? Then maybe porting out your stock exhaust manifolds and junk yard finding a Ford Thunderbird or maybe Taurus fan and going electric fans. Does that gain anything? Is it enough it could be worth it. Or is it enough that you could get similar power to the kinda next step up in engine choices power stock. Like could a 5.3L truck motor equal or rival the stock 6.0L truck motor ect.
going to an electric fan is worth about 10 hp. look to the trailblazer ss. the best cathedral port manifold with a mechanical fan dropped hp by 5 compared to other ls2 installs. k&n will give you some feels in the butt dyno but all that power is not really going to happen without a mild tune and it's not going to be a lot at the low end where it's fun to drive. I swapped a tbss/nnbs manifold with a modified cai, 90mm ls3 throttle, and 55lb/hr injectors with shorty headers to 3" y-pipe to 3" exhaust. a basic tune with a stock cam (adjust maf, injectors and throttle scaling; add tons of timing and adjust a/f), and my 4.8 is up from the stock 285 at the crank. this setup on a 5.3 can be done in a weekend without cracking the engine open and would make for a fun driver. for a little more top end, change to 1.72 rockers, hardened pushrods and new springs. Richard did a video on such a swap. that is on my list after I get back home.
Would the L92 be good for boost? Thinking single turbo for around 700whp
@richard , at what point do these big stage 4 cams cause driveability issues for street cars .
every point
On an L92 with headers and air intake I made 450 with just a comp 459 vid on my profile and that was on 2nd gear because I have long gears and didn’t want to snap my driveshaft as soon as I get some 4.10s we will do a 1-1 pull on 3rd gear I bet it will be close to 480ish through an auto !! Maybe 500 through a manual 😂.
Richard your engine sounds always sound Honda-ish..
Why do do many of your videos have a random Honda-ish engine sound?? Lmao it’s actually just a good ribbing bro. Shits hilarious and videos are awesome and informative
thnx-wait til I add VTEC
But the LS1 is oh so fun! 😁
You da man, Richard.
Hello my friend, how are you? What is the best machine, vortec 6.2 or LS3?
I’ve learned more from you than school
I have a another Ford vs Chevy test for you. A Ford 331ci stroker vs a 5.3l bored .040 over with stock heads and intake.
what heads on the Ford?
@@richardholdener1727 GT40P vs 706. Both with spring upgrades. Maybe flattop pistons in the 5.3 for little comp. boost.
I got to go back and read the article on the 495...
Would have liked to see the l92 baseline done with ls3 cam shaft instead of lq4 cam.
WE SHOWED WHAT THE LS3 CAM DOES, ONLY MINOR DIFFERENCE IN POWER L92 VS LS3 WITH SAME CAM
0:39 Aliens. Definitely pointing at aliens.
Explain the crossover between tq and hp being at 5250 rpm on both engines before and after H,C swap remaining the same please. Im curious
All dyno sheets forever and ever cross there.
Nothing to do with the engine its the formula to calculate HP = torque x rpm / 5252
5252 is the happy number that equals 1hp/1ft lb torque. Above 5252 same torque=more hp. Below 5252 same torque=less hp. RPM is the multiplier of torque for HP as the “wattage” or useable total output.
Quick 101 on hp vs tq.
(1ft lb of tq at 15,756 rpm (3x 5252) is 3hp)
If you have a motor making 300ft lbs at 5252(fairly common)=300hp
300ft lbs at 15,756…
900hp!
Richard Holdener... I would like your educated guess.. 383 ls. cnc ported 862 heads, 233-239 ..600 .600 113 lsa, 92 fast with 90 mm throttle body.. what power and torque could be happening?
560 hp or so
Cory, nearly 15 years ago I had a 383 LS - AFR 205s, Crane 228/236, FAST 90/90, Kooks step headers, Meziere EWP. It made 480 RWHP and 443RWTQ to the tires on a stingy dyno and ran 10.70s @ 125 MPH. This was in a full weight 4th Gen F body with a 4L60E and the stock 10 bolt. 275/60 radials as well. The combination worked well, Richard did a video documenting loss from engine dyno to chassis dyno - should give you a good idea. The NHRA calculator is great as well for vehicles that dead hook, proper gearing, etc.
Looking to run
Cam of 228/232.629"/.600" 108 LSA 105 ICL on a stock 6.2 L92 motor
Do you know how to calculate PTV? Or should I run a wider LSA?
it will fit
Only problem with LS3 motors is Piston to Valve clearance when trying to run a high lift cam and the flat top pistons....Lots of people don't seem to realize this! The Camaro 6.2 auto trans motor has valve notches but, not the C6 Vette and manual trans motors...
its not the lift-the thing that determines p-v is intake duration and lsa (how long you hold the valve open)
Have you ever done a Ford 6.8L V10 ?
I’d like to see a performance built ford V10 who’s with me
NOT YET
You think there will be in the future?
Hey could u please help me pick cam for my l92 . I need it to be silent and get the most hp out of it .
Whats the difference in high or low lift ?
I've seen your trends but I would like to maybe see a trend on pros and cons of running aluminum rocker arms versus steel rocker arms
alum is lighter
@@richardholdener1727 But isn't it more prone to fatigue than steel? I'd also like to see how a flat tipped oem arm compares to an aftermarket roller arm, and the side effects of differences in weight over the nose of the arm.
Right on
Could you do a bone stock 5.7 chevy budget test? Like BUDGET. Only mod is intake and carb swap. Flip the stock truck manifolds, make your own turbo kit or use the Amazon twin turbo kit for 700 bucks. Stock cam, heads, no work done at all. Just carb, intake, and turbo(s).
WHICH 5.7l
@@richardholdener1727 sorry! Sbc vortec
Richard been following you awhile and I was wondering is it possible to put a carb/ throttle body manifold/adapter on the intake side of a procharger rather than after it .
Mimicking a roots style blower??????
not a good idea
It’s rare to see peak torque well after 5252rpm on the L92 but that is impressive power with stock head and under 400 cubic inches.
I want to see a LS3 vs 408 vs LS3 418! And a 418 with a TorqueStorm.
the Torqstorm would limit the 418-its a 700-750 hp blower
Would you happen to have the cam stock number for the last test you ran here please. Summit stage 4 cam.
For the l92 stage 4 cam would it most likely need a converter upgrade ? Which stage cam should you use if wanting to stay with stock converter ?
1
Of course it needs a Holley Hi-rise tunnel ram with dual quads.
Richard did a intake test with the hi ram. I refer back to it ALLLLLL the time.
5:45
Deleting the vvt is silly. There are some excellent aftermarket cams that take advantage of VVT because with it you can take advantage of some VERY aggressive cam specs without sacrificing as much (or any) low end.
Downside? Install cam phaser limiters and getting a tuner competent enough too take advantage of it.
The Holley computer used here will not accommodate VVT or DOD/AFM.
It's only silly if you don't hotrod or if you just like the occasional on ramp drag race. Most people here don't want that. VVT also limits the amount of timing and lobe. While gaining torque thought the rpm cycle there's only so far you can go. Most people here want to go farther. I do like VVT but I'm always looking for more torque for pull toys. I think the smart answer, for a L92 in a truck that is, is to just add a quick spooling turbo.
@@dwightvoeks9970 A modestly sized turbo with a well suited hotside will definitely spool well and pile on the torque down low
So what’s the difference between l92 and the l86
L92 = gen 4 LS multi port fuel injection
L86 = gen V LT direct injection
@@rotaryray nothing else just that ?
@@Vuhjayjay68 there is huge difference between genV and genIV. Even the valve order is opposite.
Also would any LS3 cam fit the L92? Looks like the LS3 intake fits just fine
yes they fit-needs springs and tune
Do you know if the L92 has the same motor mounts as the LS3? I’m doing an LS swap in my car and the kit I got was for the LS3. Thanks in advanced
MOUNTING HOLES IN TEH BLOCK ARE THE SAME
Thank you so much.
So the only thing different between a ls3 and l92 is the intake?
cam and valve weight
got a question for u my brother....i got 1990 k5 blazer 5.7 just got the enging rebuild still have the swirl port heads on it and its pretty mush stock i have high perfomace intake im eliminating the computing trying to make my mine up if im going to go with a carb or some efi sniper..i have 700r4 trans and 4.10 gears and up graded my torque convert to a 2000 to 2400 stall ..it has a up grade cam in it howard cams ratter 188005-09 lift .525/530 and duration .050 ; 227/235 centerline 103 i want to no is that a good cam to go with them swirl port heads and would i be able to hear the cam..i dont no to mush about cams..i no the vortec or aluminum heads would have been better but the engine was already build already..
that cam should give you a cammy idle
@@richardholdener1727 with that cam what would be better wish should i go with carb or efi sniper /efi atomic or fitech
Funny…..back in the original muscle car era they had big cams with no head flow to take advantage. For nearly two decades now the LS variants have nearly or even more than 300 cfm on average, and soft cams.
EPA
Did you say gandrud chevrolet from Wisconsin?
yes
Are you located here in Wisconsin? I am from the green bay area amd up north in Coleman. but I now live in fond du lac Wisconsin
@richardholdener1727 hey Richard if you were going to build a ls to swap into a solstice for autocross what setup would you build ? I was thinking a l92 with ported heads cam swap ( Texas speed stage 2) and lifter trunion kit and springs and hardened pushrods and ls7 lifters and have it gapped so I could add a power adder later if needed
has anyone ran the summit stage 4? I'm looking to do a 6.2 build for my 69 camaro and I keep seeing this cam. so I'm just curious if anyone has ran it and how durable it is?
I’d like to see what the l92 with the last set of mods plus a big increase in compression and e85 would net. 🤔
Would like to see that also. Recently built a 13:1 stroker LS3 for my chevelle and running on corn, my amateur dyno brain says 750hp.
Holdener, any chance you can do some test of an LS4 engine?
YES
Are the pushrods necessary on the l92 with the stage 4 cam?
Richard, LOVE your videos! I am installing a LS3 430 HP GM crate engine in my 08 Escalade to replace the tired L92. The LS3 has no AFM or VVT. I'd like to use VVT with a stock L92 cam. I'm not chasing crazy HP just want a nice driving Caddy without the horrible piston slap. (The L92 will get a stroker kit and go in my 2002 Z06)
If I install the milder L92 cam, will I run into valve to piston clearance issues with a stock phaser? The LS3 pistons are a flat top and the L92 have small notches. Will this be an issue? How can I check piston to valve clearance with a VVT phaser? I highly value your input.
YOU NEED THE VALVE RELIEFS TO RUN THE VVT CAM (IT SWINGS A LOT AT PART THRTOTTLE WITH FACTORY TUNE)
@@richardholdener1727 Appreciate the reply. I'll run the LS3 cam and disable VVT.
I have a SBE LS3 with a Stage 4 BTR camshaft. The GM CNC ported LS3 heads worth it? Im ready to buy and would like some professional input.
Don't expect a big gain
@@richardholdener1727 thx Richard . I was pulling the existing heads for valve servicing and was looking for replacements to get me back on the road and the GM heads are cheap enough. As long as I dont lose anything Ill be good. Wasnt sure if they were too big for my application.
L92 with stage 4 cam. What mods are done to it other than springs and cam? Fuel, pushrods anything?
tuning-and we changed pushrods but they were stock length
Are the pushrods necessary?
If so which pushrods do you recommend?
Are they more of a security part?
take away, stage 4 cam on a 6.2 will almost give you an extra 80-100 HP
Can you do a test with milled heads vs stock heads, to see how much gains you actually get?
I have CNC ported LS3 heads with a hydraulic roller cam on a LS2 crate engine according to SDPC parts center back in 2008 it's worth 7 to 10 horsepower and it makes the motor more efficient so no real big gains but mine has been in my car since 2008 and it runs as good or better than it did in 2008 it has been maintained very well it pulls extremely well from 3000rpm to 7200rpm to the rev limiter while being pretty streetable
@@gloriamaletta8667 I was talking about how everyone always say milled 243 heads will make the same low end torque as 706 heads milling a head is cheap and porting is $700 around me and the gains aren't that much 20hp Max so I would rather gain 10hp and more low end torque for $100-$200 than 20hp for $700 and loose some torque
@@Gonzalez75208 my CNC ported LS3 heads in 2008 were 1200 dollars a pair complete with valves and springs in 2008 non- ported LS3 heads complete in 2008 were 900 dollars a pair l know prices have drastically changed since 2008
@@gloriamaletta8667 I bought a set of heads used for $500 and bought btr .660 springs for like $350 and then sent them to be ported milled and a 5 angle valve job for $700 I probably should of have just bought new ones would of been cheaper lol I'm not getting anything ported anymore just milling them and install
@@Gonzalez75208 there are not huge gains from CNC porting stock heads now if your talking Air Flow Research there are gains but it's more for very serious street cars and race cars wanting 600 or more horsepower naturally aspirated bigger cubic inch engines with over 11 to 1 compression and these aftermarket heads are not budget friendly so you can expect to spend 3000+ dollars is out of my league
Always good stuff
Richard, with this brand new LS3/430 HP motor in a daily driver with stock stall converter would you recommend the BTR Truck Norris, Texas Speed Cam or another? GOALS: torque with good power up top around 62-6500 RPM limit, nice idle sound and quality not to throw codes. Thanks in advance
truck norris works
I am lucky enough to have got a L92 with the 6L80E from the junkyard, which came out of a 2007 Escalade! This combo is for the 1971 Pontiac leMans GT-37!
careful with the 6 speed. they like to grenade themselves randomly. that's why they had such a short life.
@@natricjol
Really? I have a 6L90E in my 2010 CTS-V. Seems to be fine. I do have a 4L80E, I can install as well.
@@rajcam80 that's why I said it's random. In one truck I went through 3 but in the other it still has the original one. Look it up and you'll see. 4l80 is steps better. You can even build 4l60s to be good. Look up the 4l75.
@@natricjol
Thanks, I will look into that.
@@natricjol The grenading was almost exclusively from all the clutch material flowing thru the models with LOTS of intentional lockup slip for butter-soft engagement. I believe it's only the truck tunes that do this, not the SUV-types. It has slip programmed for virtually all speeds in all gears.
If the TCC tune doesn't have that, then consider the trans okay. My friend has a Suburban with 200k+ and the original trans/converter.
We need an LS3 head/intake/cam combo for low end power. 4200rpm redline, 3000rpm torque peak for aircraft applications. Whoever engineered/produced it would take over the General Aviation market.
Probably best off with some cathedral port heads at that low of RPM.
@@C6Z_Bob
The LS1's torque does come on sooner. But it's larger and heavier than the LS3 (slightly but still). I'm talking about purpose engineered heads for bottom end, high velocity, high economy, low compression, uber reliable.
All we have now is people using stock components, and making due. Results are stellar, but not near what they could be, especially in gallons per hour rate.
@@johntempest267 You'd still need a PSRU, but a set of generic cathedral port heads and a long runner intake would do what you're asking. There is no magic bullet other than boost to increase torque beyond about 1.3lbft/inch. Cams, and manifolds just dictate where it's gonna happen.
Try Tony Mamo Motorsports ported AFR or TFS cathedral castings, great port velocity without being hogged out. Long runner (11-13") nylon intake, smaller header primaries
@@johntempest267 any of the factory head have too big of a port volume to work efficiently at that low rpm. Even 706 heads have a port volume 75% the size of a ls3 casting. With a stock lm7 truck cam and truck intake and truck 706 heads on a 6.2l short block it would still probably make peak power over 4500. If you reengineered the head to have a smaller intake port still using the offset ls3 style rockers and designed an intake to match you could really make the torque. You could play with the valve sizes a bunch because the flow requirements are so much lower to ensure adequate cooling of the exhaust seat. You could probably experiment with a set of ls3 heads and a 5 gal bucket of jb weld to get the ports down to a size that would work. Duramax L5P solid roller lifters work in Ls lifter trays and might not be a bad idea with a really low lift but modest duration cam. Soft cams keep you from brutalizing the valve spring and the solid rollers are durable for diesel guys. You would need to shim the rocker pedestal but that's a small price.
I'm running a L94 with a L77 intake.. A stock GM cam, cold air and nice tune. About 435 max HP on the dyno. What kinda gain should i expect with a TSP LS3 Stage 1 cam?? I don't wanna go too crazy because it's my daily. Plus I don't wanna change my converter so that's why I'm looking at the Stage 1..
GET A SMALL CAM
@@richardholdener1727 thanks sir. I love your vids. You are a true guru
Richard, have you done any testing with a LST (low shock technology) or LLSR (low lash solid roller) solid roller camshaft on a almost stock LS3? Just wonder how much power can be gained from the slightly more aggressive ramps with the solid roller stuff on an otherwise stock 6.2L. Some people have claimed 30 to 50 hp with the solid with almost identical timing events as a hydraulic roller cam.
I doubt that very seriously-a hyd roller already has pretty aggressive ramp rates-beyond that you can run into stability and longevity issues
@@richardholdener1727 i know this reply is a year late but but the claim on the Cam Motion LLSR is more power and better and more reliable durability and longevity so have you tested one off their off the shelf LS3 cams? and like with a factory stock engine and then after add heads or an intake upgrade
No comp cam
-11 special????
✊🏼 LS3/L92
Putting the stage 4 cam in the l92 did you have to change the pushrod length
no but you should check
I just picked up a ly6 with 823 heads. Are the ly6 truck and L92 intakes the same?
I think so
@@richardholdener1727 awesome thanks
Have u supercharged a l92 can they handle the boost ?
YES
What rpm peaks are the HP and Tque?
please see the provided curves
What does the cam swap do to MPG?
depends on the cams-but most people hurt mpg by their driving style-especially if they now have more power
@@richardholdener1727 For sure….I guess you shouldn’t worry about it if you are driving for fun anyways. Thanks!
I have a built lq 408 strocker, pushing 572 whp on a 99 T/A
Has anyone played with a 6.6L yet?
UNC Richard!
What’s cam model is the one from Texas speed?
It's an old grind, I don't think they offer that as a shelf cam anymore because their newer offerings are better in every way.
@@C6Z_Bob thanks. Specs seem to put it around the stage 3 it looks like
Would love to see a comparison 6.0 vs 6.2. Stock and with mods
Everything is identical except for 12 cubic inches, 4% difference in cubes; thusly, 4% power difference. Not an interesting enough test for anyone to want to run man, not statistically significant and it proves what everyone knows, everyone knows more cubes make more power lol
You are so wrong though, different heads, intakes , cam will show different rpm torque hp range. And that for me is interesting enough to see
@@v8tergt653 Thought you meant you wanted to see a direct A-B test between the 2 engines with identical everything other than the shortblock. my bad
I MIGHT HAVE THAT TEST ON AN LY6 VS LS3 (BUT LS3 WILL HAVE MORE COMPRESSION)
Simple enough, spend money on Cam, valve springs, pushrods and go have fun!
do they share the same crankshaft?
As far as I can tell the short blocks are identical, with the exception being the VVT/DoD components.
pistons are different
LS3 + 10.5:1 Pistons with valve reliefs + VVT cam system + truck intake manifold + truck belt drive and water pump + solid stem intake valves = L92
@@rotaryray ...YEP! the auto trans VVT motors have better piston to valve clearance....The manual trans cars have flat tops and you aren't going to increase duration, lift & tighten lobe separation and get it to fit a flat top piston w/o valve reliefs.
He guys i think I heard a little valve float when he ran them engines lol
6:55 😂😂😂😂😂😂😂I have no idea why this is so hilarious but it kills me
That sound has been a few of his videos now.
@@jeffreyherrin8870 yep and I love it
The random: BwaaaAAAAAA cracks me up
I have a 77c10 Shortbed 2nd that I swapped an l99 6l80e that has vvt/dod. My lifters collapsed so I’m in a process of a cam change. Would u suggest on keeping vvt or delete vvt. This truck is a cruiser so I’m not looking into something extreme
mild vvt
@@richardholdener1727 any suggestion on the spec of the cam. I’m on stock 3.08 gears no stall upgrade. N/A but might get Lsa supercharger later on
Does this work on 2004 Kia Rio too? I have 76 hp i think, and would like 450-600 preferably. Hot air intake already done. What next?
So no one is going to say anything about the random sounds in this video!??!
👍👍👍👍
Why did you run the LS3 with smaller headers? An LS3 with a cam needs at least 1 7/8" and 2" will give you a little more power. Nobody runs an LS3 with 1 3/4 headers. Waste of a comparison/dyno test.
you have obviously never compared 1 3/4 to 1 7/8 headers on the dyno
Me personally, no I have not. But I have seen comparisons from engine builders/tuners. There is not one that would recommend 3/4's over 7/8's on an N/A LS3 with with ported heads and a "stage 3" or greater cam. Unless we're talking stepped headers, but those wouldn't be a true 3/4.
So why did you run the LS3 with the smaller headers than the other engine?
I would like to say thanks for all the time/work you do running these tests/builds. I know you can't appease everyone and the builds they want to see. But you do do a great job covering a wide spectrum of builds that does offer/prove build theories and even disprove theories.
👍💪
Personally I blame squirrels
give it a rest dude
Publicly, I blame wombats.
@@puppetmasterblaster
That sounds like a fifi
It meeeee
No offense to GM or the Gen 2 LT1 guys but I've NEVER liked the "Hot Cam". A lot of Gen 2 LT1 guys worshipped the hot cam like the Fox body guys did the Alphabet 303 cams. Sure they may be cheap but you can get way better for similar money. Another reason I didnt like the lt1 hot cam bcuz El-cheapo folks would get them, hear the idle chop, swear up and down they had a race car and get their feelings hurts on the street and track. Then they had the NERVE to introduce that BS to the LS world. Cool if you just want to build an old ASA car but in a performance application, blah! That LSX376/525 crate engine is nice but you can smash it with an LQ9, LS3 heads and a 220/230 cam.
Rebuilding l92 don't know much about engines but watch your videos I was wondering what combo should i use to get most power possible out of engine. (Pistons, Rods, Cam, Crank, springs lifters, rollers,) Will cash app for your advice! I'm looking for the best engine parts @richard Holdener
LEAVE IT STOCK THEN ADD CAM AND SPRINGS