WHAT WORKS? LS TURBO CAMS AND BOOST RESPONSE! DO YOU HAVE ENOUGH BOOST DOWN LOW? 4.8L AND 5.3L!
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- เผยแพร่เมื่อ 31 ก.ค. 2024
- DOES A MILDER CAM HELP BOOST RESPONSE? DOES A TURBO CAM HELP BOOST RESPONSE? HOW CAN I HELP BOOST RESPONSE? I WANT IMMEDIATE SPOOL UP! HOW CAN I IMPROVE THE BOOST RESPONSE ON MY TURBO LS? THESE ARE ALL GREAT QUESTIONS, BUT THE REAL QUESTION IS, DID THE TURBO OFFER A BIG CHANGE IN LOW SPEED TORQUE REGARDLESS OF THE CAM I SELECTED? WILL I HAVE ENOUGH TRACTION WITH THE ADDED TORQUE FROM THE BOOST, EVEN WITH THE "WRONG CAM"?
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I love the intro of this one because the person asking those questions is looking for a specific answer so by redirecting their question, you can have them work out the answer on their own.
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Kind of like a Doctor lol
@@rogerstill719 or a psychiatrist 😂
As always your data is awesome!! I like seeing the combo’s, & moreover the shift in the bands.
Losing low end torque = not getting into trouble on the streets. when I first started with turbo ls’ so had a 5.3, 317 heads, and an early ls6 cam. 3400 stall 3.42 gears.
@Richard Holdener You had really good energy on this one.
I enjoyed the video
Looking good Richard!
You've convinced me to leave the factory LS9 cam in my 5.3l and just boost it with a smallish turbo. Maybe add cnc ported heads later on. Should be fun on the street.
Great video. Thanks again.
It's very easy to ramp boost/torque in as you wish wit a fast responding setup, than to try and make boost lower down with a setup that cannot achieve it. So a responsive setup is the best of both worlds
Whoa, a VIDEO that's not streaming?! Thank you!!!
Talk about boost response and dont show any of the boost curves? I thought you were trying to show how cam timing will influence boost threshold
So much for your poll on the live last night.
THIS VIDEO WAS ALREADY BEING POSTED AS MENTIONED IN THE LIVE FEED-BUT THANKS FOR THE COMPLAINT
@richardholdener1727 haha yeah, I was just surprised. There was some sarcasm there too. Still appreciate it.
@@richardholdener1727 you got my hopes up and broke my heart😢. Lol just playin
@@richardholdener1727 Let's see a video sometime of a cam degreed and no degreed on the dyno...that could be shocking to some.
DOUBT YOU SEE MUCH ON A TYPICAL LS CAM, BUT WE DID ON OHC AND DOHC CAMS (ESPECIALLY ON mOD MOTORS)
Just match your torque converter to your cam and you'll never even notice the drop in torque down low, as you'll rarely be there anyway. Maybe with tcc locked up🤷♂️
Unless you have a manual.
Love these vids truly useful info. Wish there were vids out there of truck builds pulling moderate loads of moderate hills with best mileage with or without boost big or small block tire n wheel diffs etc.
Example: my 94 Chevy dually 2wd with its 350 carbed vortec (not tbi) pulling 3750lb car on 16ft trailer up hill best tune for holding torque best mileage. Then boost then tires then gears where could I find these studies.
you will not get good mileage on a motor pulling a trailer up a hill-best to get a diesel if you want mileage for that application
Exactly yes I'm just wondering if 20mpg can be achieved with a carbed small block 350. Or even 16 to 18 in any way possible. I once heard of an 06 gto in Dallas was twin turbo and tuned got 48 mpg I know it's aerodynamic and not pulling but there's gotta be something out there for us non diesel guys. But thanks for ur time
Leeeeets gooooooo!!
you should run the btr stage 2 turbo cam na
Always like seeing things like this.
Kinda unrelated:
Trying to talk my wife into agreeing to another build.i want to mess around with a 4.8l but she keeps telling me 5.3l or bigger if I'm doing another build.
I maybe able to convince her once I finish my ea888 build I just started 😄
5.3L IS BETTER IN EVERY WAY-EXCEPT FOR BEING A 4.GREAT
@@richardholdener1727 oh I know it is but I want to get me a taste of that 4.great goodness with boost.
On fwd applications you ever put cams in or put a larger turbo on to reduce low rpm responce and torque to help the transmission last?
Usually larger turbo or even bigger cams are going to hit harder just at a higher rpm that may not necessarily let the transmission live longer
The larger heads is what was responsible for the low end power loss. Forced induction needs more exhaust
no
??? Why do you think that you are forcing air through the head, remove the restriction then air can pass through easier.
the amount of air the motor (not just the head) will process (i.e. how much power it makes na). It is not just the head, it is the cam and intake and displacement and compression etc...
@@richardholdener1727 too big of a head per cubic inch slows the air down as far as forcing air through I was referring to forced induction
5.3 truck Norris cam and boost for me
stock cam and boost for me. tons of power and vvt is good for drivebility, torque down low and better mpg but im no expert
Go response for the crane stage .1 😅😅😅
Fauxgan not so much 😢😢😢
I heard you say something about posting this video on your live last night. I got to ask what's the point of the Poll then? Is it just to help your analytics?
PLEASE GO BACK AND WATCH AND LISTEN AND LEARN...I SAID I HAVE A VIDEO GOING UP LAST NIGHT-THE NEXT VIDEO WOULD BE 8.1L
@Richard we need a test to see how much power a stock LS iron block can hold before letting go?
so far its 1543 hp and stull alive
If I’m not mistaken whipple has made over 2000 hp on the new L8T block and crank.
didn't know we were having a contest-thought you just wanted to know strength of the ls block
@Richard I didn’t mean it as a competition just that the new blocks have gone over 2000hp. Thank you for a great channel and great content. Look forward to the next video
Curious about a turbo set up for towing on a 2500hd truck with a 6.0 interested in what size turbo and what cams you would recommend
STOCK OR TRUCK NORRIS AND GT45 IF ONLY LOW BOOST
Yes would be low boost 6-7 psi possibly 10-12 if it’s doable not really a budget build just want it to work good so I could do forged pistons a cam and probably head studs
a gt45 won't do 12 psi, like I said "Only if low boost"
@Richard Holdener Do you think a .030 over 6.0 LS with a stage 4 turbo cam be able to sufficiently spool a 88mm turbo in a drag race application?
what heads and intake and power level?
Haven’t quite narrowed those down yet. Nothing too exotic but plan to use a set of rec ports with 660 lift springs. Not sure of which intake yet either. I’m looking to make around 1100-1200hp.
you don't need a stage 4 cam for 1200 hp on a 6.0l, and don't use 660 springs, use something smaller that is closer to the actual lift (should be near .600)
Thanks for the educated advice. I’ve already purchased the cam but not the springs. I will take your advice into consideration when I do pick up the heads and springs.
What turbo was used on the 5.3 ?
I would like to know what turbo was used on the 5.3 as well!
What injectors were in the 5.3? 210s?
WE HAVE 80s, 120, and 150s, but no 210s
Isn’t there basically 1 cam grind that will produce the most average NA HP from say 3500 to 6500 on a “stock” 5.3? Why wouldn’t you want that exact same camshaft when running boost? Why would anyone want a wider LSA and lower overlap “turbo cam”? When they can run a tighter LSA more responsive “NA style” cam w more overlap that makes more AVG NA HP across the RPM range they choose? ESp. if running twins or a large single with 1:1 BPR.
THERE ISN'T 1 CAM GRIND THAT WILL MAKE THE MOST POWER FROM 3500-6500 RPM
@@richardholdener1727 So say one grind in an NA race application will net you the quickest mph at X weight over Y distance. Basically 1 grind will do the most work from A to B in a ¼ mile and a 100% factory 5.3. How would the valve events or profiles change with a turbo application? When an NA style cam with a tight LSA and optimized overlap makes more average power and has better response NA. Why not run something similar to that over say a “turbo grind” with wider LSA and less overlap.
@@richardholdener1727 I'm scratching my head over that answer.
@@AdamOpheimlots of overlap and tight LSA will have you blowing boost out of the cylinders because of the timing events of that type of setup. Less overlap is beneficial in a turbo because it helps keep/build boost pressure in the cylinder thereby spooling a turbo more efficiently. Especially if you close the intake side a touch sooner and let those exhaust gases out to spin the exhaust turbine.
You don't need the overlap on a turbo car in the same way that you need it on an NA car. On an NA car it's helping to pull in intake air as the stroke cycle continues. But with a turbo the air is being forced in, therefore using the exhaust to pull in air becomes a moot point. At that point you're just losing pressure. By closing the valves sooner (overlap) you're keeping the pressure in, thereby making more power.
At least, that's my grasp of the subject.
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Personally I blame squirrels.......
Them suckers got some shells down my intake. I want to wage war
Is this church
Yes.
Odd title for a 8.1 video 🤣
YOU MUST NOT HAVE BEEN LISTENING WHEN I SAID I ALREADY HAD A VIDEO READY TO POST SO THE NEXT VIDEO WOULD BE 8.1L