We'll continue to post these episodes here on TH-cam. If you can't wait for the rest of the build, visit our site to binge-watch: www.powernationtv.com/shows/horsepower
POWERNATION the LS platform. I never thought I would ever do a LS swap till I stayed to build my 1971 Buick Skylark GS on my TH-cam channel. Now I have a twinTurbo 6.0 LS that is sitting 4” back from stock. They are amazing engines.
FROM TOP TO BOTTOM THE LS IS COMPLETELY FORD IN DESIGN. IT'S A REGURGITATED FORD 427 HIGH RISER AKA RAISED PORT FOR 351 WINDSOR. NOT ONE (1) DESIGN ASPECT OF THE OLD CHEVY SMALL BLOCK LIVES IN THE LS. THE LS IS 100% BASED ON FORD DESIGNS. THOSE GM ENGINEERS ARE A BUNCH OF CLOWNS.
Injection has it's place in many apps esp forced induction but for NA where simplicity, power and ease is required you just can't go past carbs. Injection just doesn't make any more power. It just doesn't and to show one or 2 vids where it does is the exception, and means your assertion that it does make more power needs work.
Carbs have proven themselves to make power, even to this day. Also, this video, although posted several days ago, is actually over 10 years old. Most guys that race with injected engines these days throw a lot of boost at it. Naturally aspirated, like with this carb setup is a totally different story. In a head to head comparison, a carbureted engine can just about match the power of an injected engine, if not exceed it.
I just love how seemingly simple and easy these motors go together and still create tons of power, with plenty of room for other capabilities. Single cam pushrod motors FTW.
Adding a carjurmeratur to an LS- ah, the nostalgia of unequal fuel distribution, poor cold starts, vapor lock and washing the cylinders down with unburned fuel.
now you sound like you're in the business of making horsepower, yeehaw brother! (who ever would ditch an efi system for a carburetor is practicing willful ignorance).
I dont think the washing down the cylinder walls with fuel is true. Its not like your dumping a cup of gas in there, its atomized and the cylinder is hot anyways. I known its not fuel injection but I doubt the effect is negligible when it comes to engine life.
When I saw the carb I thought I was click baited......reread the title and saw HORSEPOWER'S in the title. Lol, I guess I wasn't click baited. I'm a Ford guy, but a car guy, so I love motor builds.....even Chevys. But I'm an IT guy too, and love the tech too. Don't find much on this channel 😥.
Might be an older post, but I'm really getting interested in these LSX's. I'm an older (and retired) hot rodder and one of my kids is getting interested in hot rodding. So I have been gathering what I need for a custom job on an old Buick Sedanette, and I might even grab a Caddy Sedanette I found while looking around. Either way, I think that would be a fun and totally awesome father and son project! Anyway, I was actually thinking a Buick 455 plant for the Roadmaster, or an old school 454 if I pick up that other basket case and go with the Caddy later on. But having had several Suburbans with LS engines in them and tinkering with them over the years, I started thinking about going the LS route. After watching this video, I think I'll update my knowledge on the LS series engines. Thanks for this video, fellas!
Do it right and tight the first time. Something I started doing years ago on header bolts, timing cover bolts, flywheel bolts, harmonic balancer bolt, intake bolts, timing gear bolts, drive shaft bolts and more I use blue loctite. I buy the blue loctite at harbor freight it's cheap with a 20% coupon but I heard they're stopped the coupons. Mostly if it doesn't have a nylon lock nut on it it gets blue loctite. Never loose bolts again and no leaks. I do not use loctite on head bolts, rod bolts and main studs. Also I always let the bolts dry before running them with blue loctite on them. I hear they have loctite gel I've not used it yet it may be a faster drying time. I also drill the oil pan bolt run a 1/4 inch stainless steel bolt and nylon locking nut with washers sealed through the oil pan to run safety wire around the drain plug and another nylon lock nut. So the oil drain plug doesn't come loose. You could also machine a flat piece of metal with 12 points on it to fit the oil drain plug so you can just put the tab over it and clamp it down but that's more time and money. And that's for somebody that doesn't like safety wire. Most everything I work on gets blue loctite do the job right the first time.
Cool, informative video. Curious though, why you wouldn't have used the LSX heads, with the 2 extra head bolt holes per cylinder... Would have saved $$$ heading into the next upgrade, which would be boosting, massively!!!
Could you guys please add the first aired date to these older videos? Something like - HorsePower's First 427 LSX Build - Horsepower S12, E1 first aired Jan 22, 2011
No don't do that! I like the comments on how young Mike got all of a sudden, or it's great to see Joe back, or why it took so long to do an LSX... etc. etc.
If they built it right they could’ve made over 730 hp, instead of a carburetor they could’ve installed the LSXR 102 intake manifold, and a bigger cam, a 233 intake duration cam is tiny for 7.0L considering I run that sized cam in my 4.8L, also some LSX heads would’ve flowed more cfm instead of those stock milled heads. And they should’ve revved out that cam more closer to 7200 rpm
These LS builds amaze me. Tin rockers sliding across the valve head. Roller fulcrums maybe but racers learnt roller rockers gave reliability and power 40 years ago,, and more.Go measure the extra lift and duration a roller rocker gives. As well as not mushrooming the valves. And with 600 lift that will happen real fast.
What racers used to do pack intake with ice. On this intake you could put some aluminum around the sides, front and back of the intake chill with ice remove and race. What the Hellcat does is runs the outside air through the hood scoop through the air conditioner condenser or evaporator through the air filter into the motor for super cold air. I'm not sure exactly where the air filter is in this super cold ice box air induction system but it's truly efficient it should be on everything for power and gas mileage.
I have never understood why they always drop the crank in first?! I always put the cam in first and use my hand to guide it in from the inside, and I never have to fight it to get it in
shows you the weakness of that block that you're so proud of the bolts that hold heads on aren't cast to the cylinders so the cylinders can move around and snap off
I would like to see a price per component listing to All of your videos. And at the end a running total of the completed build costs. All these videos are cool and all but lets get real here Most DIY'ers would like to see some costs totaled up.
At 1:25 the cut away view showed some hefty core shift during the casting process. Hoping that was why that block made it to the machine shop for the "cut-a-way" view (?)
The big block wasn't in production until 65 in the Corvette and z16 chevelle and that was the 396. That Beaumont never had a big block from the factory.
Ok been hear dun that. Know AFR heads ,bigger cam , bigger carb, and blowing transmissions , but for everyone gm performance not the way to go, go to a shop with a good name ,and build your own, and have fun.
You could put one of those in a C8 Corvette , iron block could take way more abuse . And a twin turbo 427 Corvette would likely destroy the not yet made ZO6 C8 .
@@r000tbeer An iron block isn't that much heavier , and all the Z51 add ons weigh a bunch extra . Magnetic ride suspension is 3 times the weight of regular coil suspension . And all the other driver aids and safety junk is why a new Camaro weighs over 1000 pounds more than my gen 4 , LOL your thinking you know stuff .
I thought the 427 LSX blocks were coming with an all forged rotating assembly. The rods were I think 4340 forged steel, not forged titanium like this engine. Chevy Performance must have changed some things up since the introduction of the LSX block
Funny thing is that no two motors alike. I seen them come down the assembly line and one ran exceptional and the next couldn't pull hats of the heads of little old ladies. Why, I am not so sold on each block being the same exact motor. I took engines out of brand new cars and put them on the dyno.... if they had been within say ten to twenty horsepower, then I would agree
Yes the Chevrolet Performance Stage 3 camshaft is 233/276 is correct. It also has a tight 107 LSA. Look at Hot Rod Magazine for a LS 7 Test on the stage 2 and stage 3 cams. If you’re looking for a good Chevrolet Performance Showroom Stock camshaft 239/251 LSA 106.5 lift w/1.8 .600/.600. Have used the showroom stock in about 12 endurance racing LS 7s with 11.5-12.0 compression ratio, ported LS7 heads, FAST LSXR MANIFOLD AND 102. throttle bodies. Hp was always between 650-660 and torque 605-616. Had good torque down to 3000 rpm due to the LSA of 106.5.
Typically a carb is better for making horse power than EFI is but when it comes to the LSX people use carb more often for the look in classic cars and the low cost to get the engine running when using a non electric transmission.
Obviously it would been proven many a time much more control and better spray patterns and more consistent like others have said carb cheaper and efi probably be the next stage along with boost.
Carbs win on the dyno. EFI is just a spreadsheet of numbers, and is unable to cover any rpm with proper air/fuel ratio. Carbs are analog, and infinitely variable.
@@reecehutson9758 - I looked around for an hour and I think it's been removed from GMs website(s). Even the links to it that I found through old forums and magazines were broken. :/
i was not sure what the lsx was but i see that it is the same as the old l.s. 7 just built now . i just got the new l.s. 7 with overhead cam 4 valve per cylinder engine out of a 2018 vett
Please someone explain why they are not using roller rockers. The expense of some of those parts is very high yet they aren't using roller rockers. Also it seems to me they are under carbed and should be using a bigger one, only 850 cfm???. The cam seems a bit mild with the lift as well, I expected something over .600 lift. They say they are using 83 octane fuel, isn't that compression ration a little high for that? Wouldn't they have trouble with ignition timing? Go with less compression and use more timing. I'm not saying I know I'm asking someone who does.
For that Nova to compete and dominate the big blocks get somebody like Sonny Leonard to build a 1000 cubic inch LS. Sonny's I'm sure can make you this if you have the time and the money. He's already made a thousand cubic inch big block Chevy several years ago. But why not go 500 cid LS twin turbo intercooled nitromethane and put them on the trailer in the unlimited class? everybody has a budget but if you don't have a budget go real big and break a few records along the way.
When comparing the LS1, the LS3, and the LT engines, I've heard that the LS3 is the best mod engine because it's an improvement over the LS1 (obviously) but isn't over complicated/engineered like the generations that come after it. A sweet spot engine in terms of mod-ability, reliability, and cost to power value. Can you confirm?
i have spent a great amount of time looking for the GM performance parts site you said we can go to for engine builds and dyno testing online virtual . Please send me Link ??? I spent about two hours looking for it...
That carb intake does not make more power then an intake with equal length runners. And you should make over 700 with that motor especially with that compression ratio. You make 630-640 with an ls3. Throw the fuel injection on and make more power
Does anybody do a series of videos where they give a very detailed teardown, rebuild and assembly of LS engines that points out all important issuses? Thanks
I'm building a 408 LS going to use factory trim what injectors should I use in it I have 38 LB one stock on a 6 l would that be fine or should I upgrade them to bigger injectors
11:20 I'm willing to bet that too.... or else they wouldn't have given you the block and those select parts for free. When it comes to advertising, everything is BS.
Carbs win on the dyno. EFI is just a spreadsheet of numbers, and is unable to cover any rpm with proper air/fuel ratio. Carbs are analog, and infinitely variable.
Carburettors induce charge cooling. They are generally better at high rpm so long as the airfuel mix does not fall out of suspension through the manifold and port.
@@bigboreracing356 Then why would they use efi on most of their high hp builds? Power is not even determined by the method of delivering fuel but rather manifold air density and how fine the fuel is mixed with air. And efi does far better job an atomizing fuel then a carburetor.
You can’t tune per cylinder with a carb. You don’t get the charge cooling with port injection. However the Holly Sniper EFI is a good compromise. DI is still the best, but not proliferated quite yet and with EGR leaves intake valves disgusting. Not that I or anyone would use it on a “track” car. I have a Lexus that uses port and DI. Decently flat torque.
You say your in the business of making horsepower ? I also see you try to be frugal by saving money on assembly lube when assembling the valve train LOL
hey guys, i have a 6.0 with the g8 square port heads . i cant seem to get the right spark plug gap. what gap are you guys running?i have same fuel and ignition setup as your engine
@@hawkdsl hey, lot of people have Dodge trucks with the 5.9l that would like to have more power. Not everything needs to be a Chevy, Ford, LS or exotic build for crazy HP.
OMG he should go straight to hell for lying. I want to see the air fuel ratio before and after they install the spacer. They should add another one. Then they would pickup another 18 hp.
@@bmstylee I went back and looked at the air/fuel ratio before the spacer. 12.44 is just right for making max hp. That is even more evidence he full of crap.
We'll continue to post these episodes here on TH-cam. If you can't wait for the rest of the build, visit our site to binge-watch: www.powernationtv.com/shows/horsepower
POWERNATION the LS platform. I never thought I would ever do a LS swap till I stayed to build my 1971 Buick Skylark GS on my TH-cam channel. Now I have a twinTurbo 6.0 LS that is sitting 4” back from stock. They are amazing engines.
POWERNATION what ever happened to joe
FROM TOP TO BOTTOM THE LS IS COMPLETELY FORD IN DESIGN. IT'S A REGURGITATED FORD 427 HIGH RISER AKA RAISED PORT FOR 351 WINDSOR. NOT ONE (1) DESIGN ASPECT OF THE OLD CHEVY SMALL BLOCK LIVES IN THE LS. THE LS IS 100% BASED ON FORD DESIGNS. THOSE GM ENGINEERS ARE A BUNCH OF CLOWNS.
Whoever edits this show needs to be fired.
@@travislewanski5577 LS IS 100% FORD IN DESIGN. EXPERTS IN THE AUTOMOTIVE FIELD CALL IT "THE HIGH TECH SMALL BLOCK FORD".
“We’re in the business of making horsepower so we’re gonna use a carb” what color is the sky on that planet??
Right?! If they wanted to make some power they should have put some turbos on and ran it on ethanol.
LS’s love carbs.
@@ChuckBeefOG yeah i love coke but it dont mean its good for me
Injection has it's place in many apps esp forced induction but for NA where simplicity, power and ease is required you just can't go past carbs. Injection just doesn't make any more power. It just doesn't and to show one or 2 vids where it does is the exception, and means your assertion that it does make more power needs work.
Carbs have proven themselves to make power, even to this day. Also, this video, although posted several days ago, is actually over 10 years old. Most guys that race with injected engines these days throw a lot of boost at it. Naturally aspirated, like with this carb setup is a totally different story. In a head to head comparison, a carbureted engine can just about match the power of an injected engine, if not exceed it.
I just love how seemingly simple and easy these motors go together and still create tons of power, with plenty of room for other capabilities. Single cam pushrod motors FTW.
Adding a carjurmeratur to an LS- ah, the nostalgia of unequal fuel distribution, poor cold starts, vapor lock and washing the cylinders down with unburned fuel.
YT expert.
now you sound like you're in the business of making horsepower, yeehaw brother! (who ever would ditch an efi system for a carburetor is practicing willful ignorance).
I dont think the washing down the cylinder walls with fuel is true. Its not like your dumping a cup of gas in there, its atomized and the cylinder is hot anyways. I known its not fuel injection but I doubt the effect is negligible when it comes to engine life.
How about you learn how to tune the idle, accelerator, economizer jets, along with the float level and bleed air Noob
I swear the sound of an ls on the dyno is heaven.
Can I get a VHS copy of this episode to go along with my carburetor? ;-)
r/WHOOOOOOOSH
STREET RACER the joke flew COMPLETELY over you my friend
When I saw the carb I thought I was click baited......reread the title and saw HORSEPOWER'S in the title. Lol, I guess I wasn't click baited. I'm a Ford guy, but a car guy, so I love motor builds.....even Chevys. But I'm an IT guy too, and love the tech too. Don't find much on this channel 😥.
STREET RACER lmao 😂
They use pistons too.. meh.. that's so 1908.
Might be an older post, but I'm really getting interested in these LSX's. I'm an older (and retired) hot rodder and one of my kids is getting interested in hot rodding. So I have been gathering what I need for a custom job on an old Buick Sedanette, and I might even grab a Caddy Sedanette I found while looking around. Either way, I think that would be a fun and totally awesome father and son project! Anyway, I was actually thinking a Buick 455 plant for the Roadmaster, or an old school 454 if I pick up that other basket case and go with the Caddy later on. But having had several Suburbans with LS engines in them and tinkering with them over the years, I started thinking about going the LS route. After watching this video, I think I'll update my knowledge on the LS series engines. Thanks for this video, fellas!
You can always tell a hack from an engine builder when they do not use assembly lube on the push rod ends lol
Combustion ratio of 11:1? You mean compression ratio Joe? 8:47
Funny the 1960s 409 had that compression ratio.
Do it right and tight the first time. Something I started doing years ago on header bolts, timing cover bolts, flywheel bolts, harmonic balancer bolt, intake bolts, timing gear bolts, drive shaft bolts and more I use blue loctite. I buy the blue loctite at harbor freight it's cheap with a 20% coupon but I heard they're stopped the coupons. Mostly if it doesn't have a nylon lock nut on it it gets blue loctite. Never loose bolts again and no leaks. I do not use loctite on head bolts, rod bolts and main studs. Also I always let the bolts dry before running them with blue loctite on them. I hear they have loctite gel I've not used it yet it may be a faster drying time. I also drill the oil pan bolt run a 1/4 inch stainless steel bolt and nylon locking nut with washers sealed through the oil pan to run safety wire around the drain plug and another nylon lock nut. So the oil drain plug doesn't come loose. You could also machine a flat piece of metal with 12 points on it to fit the oil drain plug so you can just put the tab over it and clamp it down but that's more time and money. And that's for somebody that doesn't like safety wire. Most everything I work on gets blue loctite do the job right the first time.
The first year of the big block in the intermediates was 1965. It was the 375 hp (really the 425 hp) 396. The 427 wasn't produced until 1966.
Right in the vette correct??
Wrong the 427 Chevy was produced in 1963
@@bilbobaggins4710 If I recall correctly, the 427 was also in the full size Caprice/Impala in 1966. Probably to satisfy NASCAR.
@@hishok3332 bull crap
@@bilbobaggins4710 google it 63/64. The 427 was produced In limited numbers 66 it was mass production
Cool, informative video. Curious though, why you wouldn't have used the LSX heads, with the 2 extra head bolt holes per cylinder... Would have saved $$$ heading into the next upgrade, which would be boosting, massively!!!
Could you guys please add the first aired date to these older videos? Something like - HorsePower's First 427 LSX Build - Horsepower S12, E1 first aired Jan 22, 2011
No don't do that! I like the comments on how young Mike got all of a sudden, or it's great to see Joe back, or why it took so long to do an LSX... etc. etc.
@@hawkdsl Or hey look, Ian's back on extreme, or when did they put extreme 4x4 back in production. lol
Watch the entire episode, then you will see the copyright tag at the end. 2010 for this episode. Dummy proof, too, as it wasn't Roman numerals...
hawkdsl or “how do I win this car”?
If they built it right they could’ve made over 730 hp, instead of a carburetor they could’ve installed the LSXR 102 intake manifold, and a bigger cam, a 233 intake duration cam is tiny for 7.0L considering I run that sized cam in my 4.8L, also some LSX heads would’ve flowed more cfm instead of those stock milled heads. And they should’ve revved out that cam more closer to 7200 rpm
My buddy has one of these engines thing is making 1500 hp twin turbo absolutely insane Great Engine
These LS builds amaze me. Tin rockers sliding across the valve head. Roller fulcrums maybe but racers learnt roller rockers gave reliability and power 40 years ago,, and more.Go measure the extra lift and duration a roller rocker gives. As well as not mushrooming the valves. And with 600 lift that will happen real fast.
The 18 hp came from them running the engine 300 rpm higher.
@@bigboreracing356 You said you race engines. This is how I knew you was lying. Adding a 1 inch spacer will not raise hp peak rpm by 300.
STREET RACER Why didn’t they increase the intake volume even more with another 1 inch spacer? They would have gotten another 18 hp.
Hey folks its @@blackericdenice the Typical EcoBoost lover.
CJ Colvin If you are not ecoboosted, you are just sucking.
@@bigboreracing356 The question is, will it gain another 16 hp.
What racers used to do pack intake with ice. On this intake you could put some aluminum around the sides, front and back of the intake chill with ice remove and race. What the Hellcat does is runs the outside air through the hood scoop through the air conditioner condenser or evaporator through the air filter into the motor for super cold air. I'm not sure exactly where the air filter is in this super cold ice box air induction system but it's truly efficient it should be on everything for power and gas mileage.
Some OG shit...not as old as Shady Tree Mechanic but man. Thanx again! I grew up on all of this.
We're going to make horsepower levels that any iron truck block can do without wheezing. Even the 4.8.
That lsx is capable of SO much more
I have never understood why they always drop the crank in first?! I always put the cam in first and use my hand to guide it in from the inside, and I never have to fight it to get it in
shows you the weakness of that block that you're so proud of the bolts that hold heads on aren't cast to the cylinders so the cylinders can move around and snap off
Combustion ratio? 8:50
Yess we need more Lsx!
They have a composite intake for the small-block Chevy by AFR they probably have it for the LS by now. Composite intake lighter and more power.
I would like to see a price per component listing to All of your videos. And at the end a running total of the completed build costs. All these videos are cool and all but lets get real here Most DIY'ers would like to see some costs totaled up.
At 1:25 the cut away view showed some hefty core shift during the casting process. Hoping that was why that block made it to the machine shop for the "cut-a-way" view (?)
Had to go back and look, and you're right! Nice catch. If it wasn't "cut away" no one would ever know.
A combustion ratio just over 11.5:1........ that's interesting
1:27 That wildly varying wall thickness is terrifying.
..didn't notice ..what's up with that?
427 big-block that was put in the cars that you're talkin about Ted 550 horse and it was rated at 435 for the insurance
where can I find the link for the online
virtual engine build
Isn’t Nelson racing engines making over 3000HP with one of those TT set up??????? Like 10 yrs ago.
Check out the wegner naturally aspirated and fuel injected 441
LSx=the King of LSs!
13:01 i want the website because i want to play the online virtual engine build
The big block wasn't in production until 65 in the Corvette and z16 chevelle and that was the 396. That Beaumont never had a big block from the factory.
Acadian is where the word 'Cajun' comes from.
You guys need to do an L8T, over the top, bone stock bottom end and see if it can do 1500hp
Favorite part.....
Them eating burgers at the races lol.
Ok been hear dun that. Know AFR heads ,bigger cam , bigger carb, and blowing transmissions , but for everyone gm performance not the way to go, go to a shop with a good name ,and build your own, and have fun.
You could put one of those in a C8 Corvette , iron block could take way more abuse . And a twin turbo 427 Corvette would likely destroy the not yet made ZO6 C8 .
LOL.. yea a heavy iron block would really work wonders on a road course car.
@@r000tbeer An iron block isn't that much heavier , and all the Z51 add ons weigh a bunch extra . Magnetic ride suspension is 3 times the weight of regular coil suspension . And all the other driver aids and safety junk is why a new Camaro weighs over 1000 pounds more than my gen 4 , LOL your thinking you know stuff .
I love that this guy just sounds like Dickies and Budweiser
I thought the 427 LSX blocks were coming with an all forged rotating assembly. The rods were I think 4340 forged steel, not forged titanium like this engine. Chevy Performance must have changed some things up since the introduction of the LSX block
427s now days putting those numbers to the ground with cam and milled heads
That block looks like the old 427fe blocks from the 60s.
Except it is Gen3/4 SBC and yours is like a Mark 1 W or 2.
I mean it has a V shape and has 8 holes
Funny thing is that no two motors alike. I seen them come down the assembly line and one ran exceptional and the next couldn't pull hats of the heads of little old ladies. Why, I am not so sold on each block being the same exact motor. I took engines out of brand new cars and put them on the dyno.... if they had been within say ten to twenty horsepower, then I would agree
233 on the intake, 276 on the exhaust ehh?? more like 236 on the exhaust. That cam is way too small for a 427.
Yes the Chevrolet Performance Stage 3 camshaft is 233/276 is correct. It also has a tight 107 LSA. Look at Hot Rod Magazine for a LS 7 Test on the stage 2 and stage 3 cams. If you’re looking for a good Chevrolet Performance Showroom Stock camshaft 239/251 LSA 106.5 lift w/1.8 .600/.600. Have used the showroom stock in about 12 endurance racing LS 7s with 11.5-12.0 compression ratio, ported LS7 heads, FAST LSXR MANIFOLD AND 102. throttle bodies. Hp was always between 650-660 and torque 605-616. Had good torque down to 3000 rpm due to the LSA of 106.5.
@@davidshields302 that's a ridiculously large split. Why so much exhaust duration vs intake?
EFI wouldn't produce as much power as the carburetor?
That’s what I’m wondering now
Probably. A carb is a simpler setup. No computer and associated parts to deal with. Less expensive as well.
Typically a carb is better for making horse power than EFI is but when it comes to the LSX people use carb more often for the look in classic cars and the low cost to get the engine running when using a non electric transmission.
Obviously it would been proven many a time much more control and better spray patterns and more consistent like others have said carb cheaper and efi probably be the next stage along with boost.
Carbs win on the dyno. EFI is just a spreadsheet of numbers, and is unable to cover any rpm with proper air/fuel ratio. Carbs are analog, and infinitely variable.
Here to hear Joe Elmore talk
Sodium filled exhaust valves....i hope their better than the factory ls7 valves
Now I wanna find that virtual engine builder/dyno tester.
@@reecehutson9758 - I looked around for an hour and I think it's been removed from GMs website(s). Even the links to it that I found through old forums and magazines were broken. :/
Well, it was 10 years ago..
Truetrue....
Yea i think its gone I haven’t found it
It's a shame, really....
And I quote: "It's a 64 model they only made for a couple of years".
🤣🤣🤣
i was not sure what the lsx was but i see that it is the same as the old l.s. 7 just built now . i just got the new l.s. 7 with overhead cam 4 valve per cylinder engine out of a 2018 vett
No
An 850 double pumper might be a choke point here. Should've gone with some like Terminator EFI.
Please someone explain why they are not using roller rockers. The expense of some of those parts is very high yet they aren't using roller rockers. Also it seems to me they are under carbed and should be using a bigger one, only 850 cfm???. The cam seems a bit mild with the lift as well, I expected something over .600 lift. They say they are using 83 octane fuel, isn't that compression ration a little high for that? Wouldn't they have trouble with ignition timing? Go with less compression and use more timing. I'm not saying I know I'm asking someone who does.
Air to air transmission cooler?
These projects are OK if money is not a problem
Should have run it out to 7.5k - 8k rpm with that intake. As long as the valve springs are up to it.
That crazy cam spec wanted to go higher too..... or at least the exhaust events
For that Nova to compete and dominate the big blocks get somebody like Sonny Leonard to build a 1000 cubic inch LS. Sonny's I'm sure can make you this if you have the time and the money. He's already made a thousand cubic inch big block Chevy several years ago. But why not go 500 cid LS twin turbo intercooled nitromethane and put them on the trailer in the unlimited class? everybody has a budget but if you don't have a budget go real big and break a few records along the way.
When comparing the LS1, the LS3, and the LT engines, I've heard that the LS3 is the best mod engine because it's an improvement over the LS1 (obviously) but isn't over complicated/engineered like the generations that come after it. A sweet spot engine in terms of mod-ability, reliability, and cost to power value. Can you confirm?
yes
No
Can someone explain why LS main caps can’t have a normal torque?
i have spent a great amount of time looking for the GM performance parts site you said we can go to for engine builds and dyno testing online virtual . Please send me Link ??? I spent about two hours looking for it...
DUDE I WAS DOING THAT TO
Titanium rods are no joke. Set me back $240 each. 😐
Went with Inconel valves tho.
That carb intake does not make more power then an intake with equal length runners.
And you should make over 700 with that motor especially with that compression ratio.
You make 630-640 with an ls3. Throw the fuel injection on and make more power
I can’t find the gym performance parts engine builder and dyno any help?
Did he say they only made these 64s for a couple years I would have thought they only made them for one year
Does anybody do a series of videos where they give a very detailed teardown, rebuild and assembly of LS engines that points out all important issuses? Thanks
Lets see a twin turbo blow through design on race gas
You guys have a build on the Motown II hybrid LS block?
46060 Junius Valleys
Where can I get one of those $1,900 LSX blocks?! I will take a few of them
Did I hear the cam specs correctly? Forty-three more degrees of duration (@ 0.050) on the exhaust side?
232int 276 exh?
Pontiac did that on their motors sounds like it is similar
Why not use the 100 lb lighter LS7 block?
Did I hear that right? $1,900 for the block?
This was about 10 years ago
Charlie Brown Still, I should have bought one 10 years ago that’s nothing
“We’ll tighten down the ‘boats’ and go to commercial”
R I P Joe Elmore
A 2007 race? That's ancient history.
Anybody know what timing they had it set at
Must be a waaaay old episode because now it's hard to find a video of LS install.... Yaaawwwwnn.
I'm building a 408 LS going to use factory trim what injectors should I use in it I have 38 LB one stock on a 6 l would that be fine or should I upgrade them to bigger injectors
No roller rockers?
Seriously whats the hate with carbs they look badass and simple.
Where can i get a block?
Is not a real dyno room unless their is oil on the ceiling.
Can I produce 1200 hp from 351w Ford (f250 engine) ? By replacing cam shaft and few modifications on the rods and valves?
Lol
@@chickenfoundation9323 ?
And Little ol Ladies used to Drive TheM BeasTSsssssss
God I used to love the 4 bolt main blocks but man oh man yet to extra bolts going through the side that ain't going nowhere Drake video guys
11:20 I'm willing to bet that too.... or else they wouldn't have given you the block and those select parts for free.
When it comes to advertising, everything is BS.
Titanium rides will stretch and you'll have to replace them at $4,000 instead of rods give me the 4340 rods anytime
We want to make power so we put a carburetor on it 😂
Carbs win on the dyno. EFI is just a spreadsheet of numbers, and is unable to cover any rpm with proper air/fuel ratio. Carbs are analog, and infinitely variable.
@@bigboreracing356 I have literally never heard that. How is that based on any facts
Carburettors induce charge cooling. They are generally better at high rpm so long as the airfuel mix does not fall out of suspension through the manifold and port.
@@bigboreracing356 Then why would they use efi on most of their high hp builds? Power is not even determined by the method of delivering fuel but rather manifold air density and how fine the fuel is mixed with air. And efi does far better job an atomizing fuel then a carburetor.
You can’t tune per cylinder with a carb. You don’t get the charge cooling with port injection. However the Holly Sniper EFI is a good compromise. DI is still the best, but not proliferated quite yet and with EGR leaves intake valves disgusting. Not that I or anyone would use it on a “track” car. I have a Lexus that uses port and DI. Decently flat torque.
427 Cubic inches for 427k subscribers
whats the website for the game
You say your in the business of making horsepower ? I also see you try to be frugal by saving money on assembly lube when assembling the valve train LOL
hey guys, i have a 6.0 with the g8 square port heads . i cant seem to get the right spark plug gap. what gap are you guys running?i have same fuel and ignition setup as your engine
Bad ass y’all I wish y’all were my neighbors 🙁🙁🙁
Dangit... yall said nothing about the cam details... or did I miss something ?
7:50
Where’s that Pontiac 400 build??
Would love to see a Dodge 5.9l build for street power
.. ah.. so your the one...
@@hawkdsl hey, lot of people have Dodge trucks with the 5.9l that would like to have more power. Not everything needs to be a Chevy, Ford, LS or exotic build for crazy HP.
@@CowboyCree63 I was just pulling your chain.. lol
OMG he should go straight to hell for lying. I want to see the air fuel ratio before and after they install the spacer. They should add another one. Then they would pickup another 18 hp.
Look at the screen. It's next to the hp number.
STREET RACER I’m going to get a hacker friend to get your address. Then I going to type out the trailer number. You are going to get quiet then.
@@bmstylee I went back and looked at the air/fuel ratio before the spacer. 12.44 is just right for making max hp. That is even more evidence he full of crap.
F165 You are correct ,The torque increase of 8 FT LBS was honest
@Daver G Dude, I have not threaten anyone. I said I was going to call out his address number.