Would you please do a test between stock 706 heads and 799 heads shaved 0.030"? I'd really love to see what and where the differences are when the compression remains the same. Also, tests with the pulls starting at or below 2000rpm would be amazing for those of us looking at modding our tow rigs and wanting to keep the stock converter. *cough* Truck Norris cam test *cough*
Never disappointed with any of your tests. I've lean more about the ls/ vortec engines from you than any other programs out there. Just wish I was 20 yrs younger to take advantage of your knowledge. Thank you to you and yours you must have a incredible family that supports your passion. Very cool
@@bigboreracing356 62 and was a mechanic till my vision took a hit Now I don't look to good lol But still have the passion . It's very hard to walk away from.
As I remember with the Trick Flow versus the LY6 rec port heads the compression difference was substantial. Same compression and the power advantage shrinks. CNC port the rec port heads and it virtually disappears. The aftermarket heads are not worth the price for most people building a street/strip car and not at all for someone building a driver.
@@bigboreracing356 6.6 is ls/lt engine so 3/4 of your comment show you are lost. the MBE heads are for anything other than a car that will be street driven. the port velocity at low rpms would be so weak that anything you drive would be more powerful. stroke a 6.0 with a 4.25" crank (largest a stock block can go) puts it at 427ci. Now if my math is correct, then 427 is larger than 404.
Richard great video and just in time I am currently building a LS2 6.0 for a swap into my '76 Chevy 4X4, and still have my 243 heads at machine shop. I called and asked them to shave them so I can "have the best of both worlds". Thank you!
The 6.0 with comp cam with the rectangular heads made 540 peak horsepower and 400 foot pounds of torque or more from 3200rpm through 6700rpm is a wide strong power band that is a little softer in lower rpm range but has plenty of low speed torque down low for cruising or street driving and 4000rpm to 6800rpm it shines for a 364 CI engine with a cam and springs on pump gas 540 horsepower with a stock shortblock with stock heads is pretty hard to beat
@@bigboreracing356 lol I hope you’re joking. You are comparing 364 cubes to 468 cubes and you are also mistaken because you said you had a “stock short block” but there is no stock 468 so how would that be?
And honestly I wouldn’t be bragging that your 468 BBC makes the same power as a run of the mill junkyard 6.0L/364 truck motor with just a cam in it lmao.
@@bigboreracing356 it's a over a 100 cubic inches bigger and I'll bet it won't turn 7200rpm either with over 100 cubic more it makes more torque for sure at a lower rpm and throughout the powerband than a 6.0 LS
@@bigboreracing356 the LS engine came out in 1997 it made 345 horsepower Ford did not surpass this horsepower number with a naturally aspirated V8 until 2011 that's 15 years later this is a fact when a competing company can't surpass something being made by a competitor for 15 years well that's called a dynasty if you like it or not it's over a decade Ford had a 260 horsepower 4.6 when the LS1 came out 85 horsepower less in order to surpass the LS1 Fords answer was a blower on a 32 valve 4.6 correct me if I'm wrong and the LT1 is basically the same platform as the LS1 and the LT1 does pretty well against a 4 cam 32 valve 5.0 the LT1 having only 2 valves 1 cam and it makes more low end torque below 4500rpm than the 5.0 does
@@ictcarguy3162 it's a 2 valve one camshaft commercial engine to a 32 valve 4 camshafts performance engine coyote 5.0 I've seen some 6.0s and 6.2s liter engines making easy 575 horsepower with CNC ported stock LS3 heads with a 230 duration intake 247 duration exhaust cam that run pretty good to 7200rpm if you like comparing a 4 cam 32 valve V8 to a 1 cam 16 valve V8 and it has really good torque at 3000rpm all the way to 4500rpm compared to a 5.0 coyote that needs to be turning 4500rpm+ before it's even in the game with the torque of a LS3 by that time your playing catchup
I have 6.0l lq4 with ls3 heads would a ls3 cam give me 400 to 450 hp stock out of a corvette? Or should I go with a after market cam. I'm trying to do has little tuning as possible 🤔
get the truck norris cam instead way better low end power almost 20ftpounds of torque at 2500 just on a 5.3 and makes just as much topend as a stage 2 truck cam
I have an lq4 with 799 heads, longtube headders, BTR stage 2 truck cam, and a TBSS intake. It's a very strong combo that can still tow and drive every day.
Man i have hear some many times the 54-459-11 or the 469 in this channel that i will buy one of those just of curiosity, then i will get the engine to put on.
Towing (under 4000rpm) with a stock 6.0L motor with 706 heads and a stock truck cam can you do better than OEM parts? Richard any plans to do some testing with the 8.1L Vortec? Love to see some dyno numbers for us truck guys with heads, cam and intake.
What if you just grabbed some different head gaskets to try and get compression closer to the same. Maybe thicker for 243’s and thinner for Ls3. That would be something a typical guy doing heads can do being that they have to buy gaskets anyway. Just a thought. With truck manifold on both so maybe it’s closer apples to apples?
I have a 2003 Silverado with the 6.0. I am wanting to change to the 706 heads. What would you recommend for a cam to keep the low end power for truck use?
Im really interested in knowing if theses engines are having DOD on them during the test on the dyno since the LY6 and LS3 stuck cams are compatible with functional DOD system only ???
So I just bought an 87 c10. I have my 04 Yukon 6.0 and the 4l65 trans that I’m Gonna put into the truck. The motor have many miles and I want to freshen it up. Could you give me a quick list that you would prefer for that motor that will make the truck most efficient and most power? Like cams,heads etc. Thanks in advance.
I wish you had an LS7 cam to compare with those other cams. It has a little more lift (.593 /.589) than the LS9 cam and a lobe separation angle of 120° as opposed to the LS9's 122.5°. Both have the same intake and exhaust duration specs. It would be interesting to see the difference between the LS7, LS3 and LS9 cams.
THE LS7 CAM ONLY HAS MORE LIFT IF YOU RUN THE 1.8 ROCKERS-SEE THE 5.3L ULTIMATE STOCK CAM TEST VIDEO-BOTH WERE COMPARED-THEY MADE THE SAME POWER WITH THE SAME ROCKER RATIO
@@richardholdener1727 Ah yes of course, LS7 has the 1.8 rockers. I'll go check that 5.3 vid out right now as I want to see the effect of the slight change in lobe separation. Thanks Richard! Edit - OK watched the 5.3 video annnd the LS7 and LS9 cams produce exactly the same power curve.
Richard what cam would you recommend for a 5.3 with 706 heads that would go in a 8000ib school bus with 4L80E transmission? Looking for the most bottom end power. Torque first then horsepower.
Looks like for a truck/van combo that spends 98%of it's life under 4500rpm and does a fair bit of towing the 706 heads are the best setup. And almost free at the junkyard.
It's the compression that does it under the curve take the 799 or the rec. Port and mill them to 62 cc then it will boogy NA .I am putting this lc3 on my 6.0 as soon as I see the end of the testing.thatsca lot of money just for it not to work.
My take on these tests: the low end is killed by low compression, not so much big ports. The high end AND the fat torque curve you want come from tighter LSAs and thus more overlap. The factory cams have negative overlap at 0.050”, and the LS9 is by far the worst! Get the compression up and get an aftermarket cam!
Looking for advise: Been gathering parts for turbo 6.0 build. Have purchased two sets of 317 heads from the wrecking yard and both sets had cracks between the valve seats. One shop, who CNCs the heads, said that as long as the heads pass a pressure test, they'll be fine. Another shop said "light duty only!" Is is possible to find a nice set of cathedral port heads without cracks...or should I just drop cash down on aftermarket?
I like this stock stuff testing. Sure having awesome tfs or rec port heads done right up is great but lots of guys will be digging through the recycler or ebay for stuff to get their build together. Thats a really healthy cam for a 9hp gain swapping from 706 to 799 heads. Makes me wonder why anyone would use a ls9/ls7 camshaft.
So i have an 07 avalanche that has developed the famous oil pressure drop once warmed up. Was looking to do aDOD delete, would prefer a 6.0 swap. Im curious of which delete you would use, and which 6.0 block/head/cam combo you would prefer for power minded daily driver...thx
Agreed, you have a wealth of info on your channel, so much its a little bit difficult to injest, and decide the best way to go. And didnt know if you had any insights on dod delete.... if you arrived at your own by buying individual prefered parts, or happen to like any offerings. Thanks, keep up the good work, very informative vids.
Sweet I'm thinking about redoing my lq9 with ls3 heads. Everyone saying go to aftermarket Cath heads but I saw small bore ls3 heads which would let me keep my same setup
If you have an LQ9, then you have cathedral port heads. LS3 is rec port and would require a different intake manifold. Cheapest way is get a NNBS/TBSS intake but get the NNBS-style rec port intake manifold if you get LS# heads.
@@natricjol I have the ls3 topend already on the car, heads and intake from a 5th gen Camaro. The Cath port guys are saying I should go back to Cath port heads. I bought another Camaro with a ls1 and 862 heads and the same cam, got took in the 8th mile. Even has the same 2.73 gears. Granted it is lighter since I have a 6.0 and 4l80 Vs ls1 and 4l60. Most of our highway runs were similar with me only pulling away T high RPM.
Question If the 706 head is ported or and The valves are opened up will it become less of a 5500 under production head and more towards the realm of a 799? How can you modify the 706 head and still make it more effective for 5500 and under? What would need to be done for this?
THE 706 HEAD IS NOT A 5500-UNDER HEAD-THE RPM POTENTIAL IS A FUNCTION OF OTHER THINGS (CAM AND INTAKE), THE 706 HEAD CAN BE PORTED WITH BIGGER VALVES IF YOU WANT MORE POWER
I would have loved to have seen the difference of LS6 vs LS9 and LS7 cams. Tho I know LS7 would be close to LS9. But they both also are close to the lift (extra .007 more vs LS6) of the LS6 but with more duration. Would like to see ly6 with 799 and 823 heads with LS7 cam with 1.7 and 1.8 roller rockers. I wish i had an engine dyno. Also, some decent cams and for under $300... SDparts !! I actually putting a mild LQ9 with 243 heads (hand ported) and tbss intake together with the sdparts LS6 power max cam since was just $230 and can use factory rods and LS6 (yellow) springs. Should be a great budget motor since I had everything but cam and gaskets laying around.
Is there any reason nobody utilizes the VVT on LS engines? Ive watched the HEMI Engine Masters episode where they played with it. Who wouldn't want the best of both worlds?! VVT combined with superior head flow allows the Coyotes to hang with larger engines.
@@student1979oct not really. The extremely limited amount of travel the pushrod engines have in the variable valve timing range makes it much easier than an import engine. It's only variable timing, not variable lift or variable duration.
Hey could you do a test with ly6 and carb and different cams? I’m in process and would like to see the difference between say the summit ls pro cams for fuel injection vs the carbureted ls pro cams.
@@richardholdener1727 wasn’t sure if there was a difference or not. Just noticed a lot of the carb cams have less duration and lift on summits website. Thanks for responding.
It would be interesting to see all the same combinations tested with a stock truck intake but I think we can safely say from seeing your other videos hp would be down and torque would be the same or maybe slightly higher.
Richard, I’m working on a 6.0 what’s your thoughts on running 243 or 799 heads with a Mutha Thumpr cam with FAST LSXR intake? How much HP you think I’ll get close to?
@@richardholdener1727 I would love to see the results. You touched on it in a recent video, broad torque and power curves. Hopefully I have planted a seed :)
I would like to know what can I do to an lq9 engine to get it to 800 horse power. And not touching the bottom end. Would really appreciate any comments.
@@richardholdener1727 what would be the ring gap will I need some heads to run boost. I definitely know that I need a cam swap. I’m learning trying to build the engine myself. Thanks for your response.
@@edgarvasquez1329 lq9 heads will be a fine place to start. top ring - bore x .0055, 2nd ring - bore x .0057, 3rd ring is a min of .15".change cam, springs and can't go wrong if you go to some ARB bolts of studs for the heads.
@@richardholdener1727 thanks for responding. I'm told that there's been a delay with ordering a stock one. Is there another one similar without needing a tune? Like an aftermarket stock?
I love your content! I have a friend I’m helping under pen a house, as payment he’s giving me a 2002 3500 cab and chassis that’s sit for about 7 years, fuel pump went out. With the help of your dyno charts and JR Gunn’s simplicity, I’m gonna pull the 6.0, harness, and ecu. Then sell the rest for a set of junkyard 706 heads and a good midrange cam/springs and swap into my 93 GMC.
Recently picknpulled an LQ9 from a crashed '05 Escalade. Got some 799 heads and trailblazer intake. Keeping the stock cam, or maybe a small upgrade. Need S10 swap headers, fuel pump stuff and a transmission. Just for putt-putting around, no crazyness I swear. 🤞
If you need any help with that, reach out to be. I have the wiring for the map sensor and can get your MAF dialed in enough to get it up and running without any issues. As long as you are doing the tuning yourself.
A few months back I found a set of freshly rebuilt 243 heads on an LS4 at the local yard. I also picked up the pushrods, they were like new as well. The 243's are essentially identical to the 799 heads, and are a bolt on swap. They have minimal mileage, so these will go on the LQ9. It's still a project, but I'm making progress slowly.
@@ronnelson7828 gotta take advantages of them deals, I’m looking into a lq9 or lq4 as a back up engine for my ls1. I just wasn’t sure if the 243 or 799 were a direct swap into the 6.0 since I read somewhere that the compression could be a little to high in the lq9 with 243s heads to run pump gas… but if that’s not true, junkyard time and find a lq9 and slap some 243 heads on
@@carlossantamaria7967 The 243/799 heads do have smaller chambers than the 317 heads you find on LQ4's and LQ9's and will raise compression. I'm assuming the 243's I found have been resurfaced and will be close to limit for 93 pump gas. 🤞
I would like to know if my pistons or floating pistons or pressed on 5.3 Chevy avalanche . Before I buy a set of floating pistons I want to use my regular Rodarm. On forge Pistons.
@@mortensandmoen5208 Low compression for boost is old school knowledge that's outdated now. I'll be a little under 11:1 (10.7 or so) on my new 6.0 build, will routinely see 20+ psi and 30 won't be unheard of. Run good fuel, good tuning, and all that compression just helps the turbos get spinning.
@@student1979oct Yes i am the old scool! 😁 But if you are thinking racing and I thinking a dayly driver. And where i live you cant get E85 on the gas statione. And driving with race fule is to expensive.... I can sea that you can bye bust frendly short and long block that are rated for 9:1.
@@richardholdener1727 Indeed it will.... But which head would be better for a torque? 706? 317? One could increase the compression ratio from the stroker kit Pistons.... given the same compression ratio, which head would be best for torque in a truck?
@@cjdubuisson both heads will work well. a 10cc difference for the 317 heads means the piston design will cause issues with flame travel. higher compressions fix that. for a towing vehicle, 706 heads with a healthy cam and a 4" stroke with a NNBS cathedral port intake will make lots of low-end power for you.
@@cjdubuisson Truck Norris cam, NNBS intake, 90mm throttle, 706 heads, stroker crank will give lots of low end power. You can go up to a 4.25" stroke on a stock block and that will keep the low end power up but the same cam will allow a good top end.
I. An certainly attest to the LS9 performance. It is very noticeable how much power you lose on the bottom. If you aren’t in boost, it’s a dog around town. I swapped it in my LS3 to prepare it for my LSA blower swap that year. I ran it in the motor after the blower install for a couple months until I swapped it for a custom cam that I still run 6 years later. Good video Rich, I’m sure I’m sure LS swap guys on a budget will find this info useful!
@@dilsher12 someone forgot to tell my stock bottom end, ROFL. Nah, I totally blew mine up trying to do remote tuning. went WOT too soon and Dr. Rodknocker came to visit! I guess I can't complain too much...I have a Kong 2650 and a 429 now😀
@@Fedge378 That setup must be a tire frier with torque for days . I'm just running a stock bottom end aluminum 5.3 with a s475 turbo and LS9 cam . Been running 20lbs of boost for over 3 years now , its plenty fast for me for a 3700lb street driven truck .
Would you please do a test between stock 706 heads and 799 heads shaved 0.030"? I'd really love to see what and where the differences are when the compression remains the same. Also, tests with the pulls starting at or below 2000rpm would be amazing for those of us looking at modding our tow rigs and wanting to keep the stock converter. *cough* Truck Norris cam test *cough*
@@bigboreracing356 Yeahhh, neither of those are at all what I'm looking for in a light duty tow vehicle.
Never disappointed with any of your tests.
I've lean more about the ls/ vortec engines from you than any other programs out there.
Just wish I was 20 yrs younger to take advantage of your knowledge.
Thank you to you and yours you must have a incredible family that supports your passion.
Very cool
@@bigboreracing356 62 and was a mechanic till my vision took a hit
Now I don't look to good lol
But still have the passion .
It's very hard to walk away from.
Perfect timing as I begin to gather parts for a 6.0 '73 Nova build.
N/A or Turbo?
tons of other videos on LS stuff too, look at his older stuff.
@@witcher71 na
@@jessemurray1757 oh I've seen them too
Let us know how the build goes
As I remember with the Trick Flow versus the LY6 rec port heads the compression difference was substantial. Same compression and the power advantage shrinks. CNC port the rec port heads and it virtually disappears. The aftermarket heads are not worth the price for most people building a street/strip car and not at all for someone building a driver.
Agreed, ported heads are not worth the cost for the average guy.
Taylor Joseph Thomas Eric Moore Dorothy
Gearing up to put a stroked 6.0 into my C3 Vette!
@@bigboreracing356 6.6 is ls/lt engine so 3/4 of your comment show you are lost. the MBE heads are for anything other than a car that will be street driven. the port velocity at low rpms would be so weak that anything you drive would be more powerful. stroke a 6.0 with a 4.25" crank (largest a stock block can go) puts it at 427ci. Now if my math is correct, then 427 is larger than 404.
Richard great video and just in time I am currently building a LS2 6.0 for a swap into my '76 Chevy 4X4, and still have my 243 heads at machine shop. I called and asked them to shave them so I can "have the best of both worlds". Thank you!
The 6.0 with comp cam with the rectangular heads made 540 peak horsepower and 400 foot pounds of torque or more from 3200rpm through 6700rpm is a wide strong power band that is a little softer in lower rpm range but has plenty of low speed torque down low for cruising or street driving and 4000rpm to 6800rpm it shines for a 364 CI engine with a cam and springs on pump gas 540 horsepower with a stock shortblock with stock heads is pretty hard to beat
@@bigboreracing356 lol I hope you’re joking. You are comparing 364 cubes to 468 cubes and you are also mistaken because you said you had a “stock short block” but there is no stock 468 so how would that be?
And honestly I wouldn’t be bragging that your 468 BBC makes the same power as a run of the mill junkyard 6.0L/364 truck motor with just a cam in it lmao.
@@bigboreracing356 it's a over a 100 cubic inches bigger and I'll bet it won't turn 7200rpm either with over 100 cubic more it makes more torque for sure at a lower rpm and throughout the powerband than a 6.0 LS
@@bigboreracing356 the LS engine came out in 1997 it made 345 horsepower Ford did not surpass this horsepower number with a naturally aspirated V8 until 2011 that's 15 years later this is a fact when a competing company can't surpass something being made by a competitor for 15 years well that's called a dynasty if you like it or not it's over a decade Ford had a 260 horsepower 4.6 when the LS1 came out 85 horsepower less in order to surpass the LS1 Fords answer was a blower on a 32 valve 4.6 correct me if I'm wrong and the LT1 is basically the same platform as the LS1 and the LT1 does pretty well against a 4 cam 32 valve 5.0 the LT1 having only 2 valves 1 cam and it makes more low end torque below 4500rpm than the 5.0 does
@@ictcarguy3162 it's a 2 valve one camshaft commercial engine to a 32 valve 4 camshafts performance engine coyote 5.0 I've seen some 6.0s and 6.2s liter engines making easy 575 horsepower with CNC ported stock LS3 heads with a 230 duration intake 247 duration exhaust cam that run pretty good to 7200rpm if you like comparing a 4 cam 32 valve V8 to a 1 cam 16 valve V8 and it has really good torque at 3000rpm all the way to 4500rpm compared to a 5.0 coyote that needs to be turning 4500rpm+ before it's even in the game with the torque of a LS3 by that time your playing catchup
I have 6.0l lq4 with ls3 heads would a ls3 cam give me 400 to 450 hp stock out of a corvette? Or should I go with a after market cam. I'm trying to do has little tuning as possible 🤔
a stock LS3 makes 495 hp with headers, no accessories and optimized tune on our dyno
Awesome Richard, I picked up a set of 799 heads for my LQ4 and plan on adding a BTR stage 2 truck cam should be a runner
get the truck norris cam instead way better low end power almost 20ftpounds of torque at 2500 just on a 5.3 and makes just as much topend as a stage 2 truck cam
Would the Truck Norris cam be a decent single plane carb cam..? I see it has a carb friendly lsa..
I have an lq4 with 799 heads, longtube headders, BTR stage 2 truck cam, and a TBSS intake. It's a very strong combo that can still tow and drive every day.
@@thomasgoddard5503 any idea how that same combo would work but with an LQ9 and an ls6 intake
Man i have hear some many times the 54-459-11 or the 469 in this channel that i will buy one of those just of curiosity, then i will get the engine to put on.
I want more down low, can you recommend the cam/intake? Seems like I can keep the stock heads
there is no cam and intake that will give you more torque at 2500 rpm than stock
Thanks to this guy my 6.0 will be everything I dreamed
What would happen if you ran the exhaust at 1.78 in from the headers all the way out the tail end of the car?
IT MAKES LESS POWER
@@richardholdener1727 Thank you!
Yep it all comes down to where you want your power 100% but if you want 1.5ftlbs per cube it becomes a little more involved.
such a bad azz test man!! this is exactly the tests people want to see!
Towing (under 4000rpm) with a stock 6.0L motor with 706 heads and a stock truck cam can you do better than OEM parts? Richard any plans to do some testing with the 8.1L Vortec? Love to see some dyno numbers for us truck guys with heads, cam and intake.
YES-OTHER CAMS CAN MAKE SLIGHTLY MORE BELOW 4000
@@richardholdener1727 I think I remember one of your videos using Brian Tooley cam for low end torque.
What valve springs do you upgrade all these heads with
What if you just grabbed some different head gaskets to try and get compression closer to the same. Maybe thicker for 243’s and thinner for Ls3. That would be something a typical guy doing heads can do being that they have to buy gaskets anyway. Just a thought. With truck manifold on both so maybe it’s closer apples to apples?
So LY6 block and heads, LS9 cam, plus a supercharger (for the down low torque that a large turbocharger won't help create.)
I have a 2003 Silverado with the 6.0. I am wanting to change to the 706 heads. What would you recommend for a cam to keep the low end power for truck use?
Truck Norris
Im really interested in knowing if theses engines are having DOD on them during the test on the dyno since the LY6 and LS3 stuck cams are compatible with functional DOD system only ???
no DOD
What happened to the lc3 on the 6.0
So I just bought an 87 c10. I have my 04 Yukon 6.0 and the 4l65 trans that I’m
Gonna put into the truck. The motor have many miles and I want to freshen it up. Could you give me a quick list that you would prefer for that motor that will make the truck most efficient and most power? Like cams,heads etc. Thanks in advance.
take a look at the many, many 6.0l videos and pick what curve you want
This is exactly what I asked for! Thank you for all you do
I wish you had an LS7 cam to compare with those other cams. It has a little more lift (.593 /.589) than the LS9 cam and a lobe separation angle of 120° as opposed to the LS9's 122.5°. Both have the same intake and exhaust duration specs. It would be interesting to see the difference between the LS7, LS3 and LS9 cams.
THE LS7 CAM ONLY HAS MORE LIFT IF YOU RUN THE 1.8 ROCKERS-SEE THE 5.3L ULTIMATE STOCK CAM TEST VIDEO-BOTH WERE COMPARED-THEY MADE THE SAME POWER WITH THE SAME ROCKER RATIO
@@richardholdener1727 Ah yes of course, LS7 has the 1.8 rockers. I'll go check that 5.3 vid out right now as I want to see the effect of the slight change in lobe separation. Thanks Richard! Edit - OK watched the 5.3 video annnd the LS7 and LS9 cams produce exactly the same power curve.
Richard what cam would you recommend for a 5.3 with 706 heads that would go in a 8000ib school bus with 4L80E transmission? Looking for the most bottom end power. Torque first then horsepower.
truck norris or torque cam from BTR
I may not be asking that question correctly but I think you made a reference to it by using the 799 had as the example
So if i changed the cam shaft on a brand new ls9 motor to a better aftermarket camshaft what else would need to be done? The pistons?
springs, tune
Would be interesting to see what the 799 and the rec port head would do having them milled to the same CC as the 706
I don't think you can mill the ly6 heads that much nor should you
What In your opinion would be the best cam to pair with 823’s on a 6.0 for street driving and occasional 1/4 mile racing?
GO SEE THE 6.0L CAM VIDEOS-CHOOSE YOUR POWER CURVE
I have the LQ4 cam in a 5.3, LS6 valve springs, dual plane and carburetor, in a C10, it’s surprisingly torquey for what it is. 👍🏻
@@bigboreracing356
I love LS engines, your bias wont change my opinion, thanks anyway. 😄👍🏻
@@bigboreracing356
Actually I’m building a 400 next 😁👍🏻
Hey Richard, when its time for me to rebuild my 6.0 LQ4, can I just bring it to you!?!
i DON'T DO THAT BUT PLENTY OF IDEAS IN THE VIDS
Wouldn't the vvt help low end torque? Like the gen v's? You probably already tested this.
yes it can
Any torque/ truck build should stick with the 706 heads .
Looks like for a truck/van combo that spends 98%of it's life under 4500rpm and does a fair bit of towing the 706 heads are the best setup. And almost free at the junkyard.
It's the compression that does it under the curve take the 799 or the rec. Port and mill them to 62 cc then it will boogy NA .I am putting this lc3 on my 6.0 as soon as I see the end of the testing.thatsca lot of money just for it not to work.
Let’s see some numbers from the TSP BFD cam or something similar
Would you still choose 243/799 over 317 with 4cc dome piston?
YES
My take on these tests: the low end is killed by low compression, not so much big ports. The high end AND the fat torque curve you want come from tighter LSAs and thus more overlap. The factory cams have negative overlap at 0.050”, and the LS9 is by far the worst! Get the compression up and get an aftermarket cam!
COMPRESSION ISNOT WHAT IS HURTING LOW END (COMPRESSION HURTS POWER EVERYWHERE)
I heard that 317 heads were the way to go. Lol
What were the comp ratios? Octane levels required?
91 PUMP
I have a LY6 and wanted to know. If I wanted to upgrade factory piston to increase cr rather mill heads. what factory piston would you recommend.
LS2 OR LQ9
Looking for advise: Been gathering parts for turbo 6.0 build. Have purchased two sets of 317 heads from the wrecking yard and both sets had cracks between the valve seats. One shop, who CNCs the heads, said that as long as the heads pass a pressure test, they'll be fine. Another shop said "light duty only!" Is is possible to find a nice set of cathedral port heads without cracks...or should I just drop cash down on aftermarket?
WE'VE RUN CRACKED HEADS
Just curious how much lift can you safely run on a lq4 with 706 heads been looking at btr stage 4 truck cam but kinda wanting to go bigger
you need to be concerned about duration
Why would any one want a factory cam?
Nice
I like this stock stuff testing. Sure having awesome tfs or rec port heads done right up is great but lots of guys will be digging through the recycler or ebay for stuff to get their build together.
Thats a really healthy cam for a 9hp gain swapping from 706 to 799 heads. Makes me wonder why anyone would use a ls9/ls7 camshaft.
They are good for a boost app with a stock idle quality
THE LS9 IS NOT GOOD FOR BOOST-IT'S VERY SOFT DOWN LOW AS SHOWN
They didn't have Richards data
I think the only way to do a far cam test for the ls9 would be the ls9 cam vs other cams in a blown engine, maybe a 671 blown LS
THE LS9 STILL LOSES POWER DOWN LOW (NA ND BOOSTED ARE THE SAME)
Anyone know the pushrod length for a lq4 with 706 heads and sloppy stage 2 cam. Stock Headgasket
stock
My bad I meant 799
Have you tested the LY6 with BTR stage 1-4 ls3 na cams?
no sir
So i have an 07 avalanche that has developed the famous oil pressure drop once warmed up. Was looking to do aDOD delete, would prefer a 6.0 swap. Im curious of which delete you would use, and which 6.0 block/head/cam combo you would prefer for power minded daily driver...thx
lots of 6.0l power combos on the channel-pick the power curve you want
Agreed, you have a wealth of info on your channel, so much its a little bit difficult to injest, and decide the best way to go. And didnt know if you had any insights on dod delete.... if you arrived at your own by buying individual prefered parts, or happen to like any offerings. Thanks, keep up the good work, very informative vids.
Awesome, 6.0+LS3+799
Right on
Hi sir, I have caprice ppv 6.0 2013
Which cam and head to install is better?advise me
Street and performance uses
which 6.0l is it
@@richardholdener1727 I don’t know what u mean sir
Sweet I'm thinking about redoing my lq9 with ls3 heads. Everyone saying go to aftermarket Cath heads but I saw small bore ls3 heads which would let me keep my same setup
If you have an LQ9, then you have cathedral port heads. LS3 is rec port and would require a different intake manifold. Cheapest way is get a NNBS/TBSS intake but get the NNBS-style rec port intake manifold if you get LS# heads.
@@natricjol I have the ls3 topend already on the car, heads and intake from a 5th gen Camaro.
The Cath port guys are saying I should go back to Cath port heads.
I bought another Camaro with a ls1 and 862 heads and the same cam, got took in the 8th mile. Even has the same 2.73 gears. Granted it is lighter since I have a 6.0 and 4l80
Vs ls1 and 4l60. Most of our highway runs were similar with me only pulling away T high RPM.
Question If the 706 head is ported or and The valves are opened up will it become less of a 5500 under production head and more towards the realm of a 799? How can you modify the 706 head and still make it more effective for 5500 and under? What would need to be done for this?
THE 706 HEAD IS NOT A 5500-UNDER HEAD-THE RPM POTENTIAL IS A FUNCTION OF OTHER THINGS (CAM AND INTAKE), THE 706 HEAD CAN BE PORTED WITH BIGGER VALVES IF YOU WANT MORE POWER
@@richardholdener1727 got it thank you!
Any updates on the big valve 862 test from the BTR trip?
WANT ME TO SEND THEM BACK?
Very helpful video 👍🏾👍🏾
Have you tryed 5% 2 stroke oil in E85? good low speed torque..Great lube for injectors,they does not get stuck or get koroded inside anymore
I HAVE NOT TRIED THAT-BUT THAT HAS TO CHANGE THE DETONATION THRESHOLD OF THE MIXTURE
@@richardholdener1727 does not seem to like very high rpm(burns slower i think) but ok for street,6000/6500 rpm
I would like to see the ly6 with a BTR stage 4 ls3 cam. N/a and with boost.
lol that set up makes 499whp :)
Thanks! Guess this had all the info I needed during todays livestream!
Glad I could help!
I would have loved to have seen the difference of LS6 vs LS9 and LS7 cams. Tho I know LS7 would be close to LS9. But they both also are close to the lift (extra .007 more vs LS6) of the LS6 but with more duration. Would like to see ly6 with 799 and 823 heads with LS7 cam with 1.7 and 1.8 roller rockers. I wish i had an engine dyno. Also, some decent cams and for under $300... SDparts !! I actually putting a mild LQ9 with 243 heads (hand ported) and tbss intake together with the sdparts LS6 power max cam since was just $230 and can use factory rods and LS6 (yellow) springs. Should be a great budget motor since I had everything but cam and gaskets laying around.
please see the ultimate ls cam test video-I tested al of those
@@richardholdener1727 i know of the article online.. Look for the LS6 specs and date chart.. Skipped to the next cam
Is there any reason nobody utilizes the VVT on LS engines? Ive watched the HEMI Engine Masters episode where they played with it. Who wouldn't want the best of both worlds?! VVT combined with superior head flow allows the Coyotes to hang with larger engines.
More tables to tune=more chances to screw it up. VVT is really nice with big turbos but it's not exactly easy to get right and very easy to get wrong.
WE CAN RUN IT ON THE GEN 4 MOTORS-BUT DON'T HAVE AN ECU FOR IT
@@student1979oct not really. The extremely limited amount of travel the pushrod engines have in the variable valve timing range makes it much easier than an import engine. It's only variable timing, not variable lift or variable duration.
Hey could you do a test with ly6 and carb and different cams? I’m in process and would like to see the difference between say the summit ls pro cams for fuel injection vs the carbureted ls pro cams.
THE CAM DOESN'T CARE IF ITS FUEL INJECTED OR CARBURETED
@@richardholdener1727 wasn’t sure if there was a difference or not. Just noticed a lot of the carb cams have less duration and lift on summits website. Thanks for responding.
#youtube.ong
amusing
It would be interesting to see all the same combinations tested with a stock truck intake but I think we can safely say from seeing your other videos hp would be down and torque would be the same or maybe slightly higher.
Richard, I’m working on a 6.0 what’s your thoughts on running 243 or 799 heads with a Mutha Thumpr cam with FAST LSXR intake? How much HP you think I’ll get close to?
500
Adding Air Flow Heads or Trick flow heads would that giving me more HP?
Thanks for the reply Rich.
Has the largest cam feasible while retaining vvt been done on a 6.0? Link?
I have not run VVT cams
@@richardholdener1727 I would love to see the results. You touched on it in a recent video, broad torque and power curves. Hopefully I have planted a seed :)
Omg yess
I would like to know what can I do to an lq9 engine to get it to 800 horse power. And not touching the bottom end. Would really appreciate any comments.
you need to touch the bottom end to add ring gap
@@richardholdener1727 what would be the ring gap will I need some heads to run boost. I definitely know that I need a cam swap. I’m learning trying to build the engine myself. Thanks for your response.
@@edgarvasquez1329 lq9 heads will be a fine place to start. top ring - bore x .0055, 2nd ring - bore x .0057, 3rd ring is a min of .15".change cam, springs and can't go wrong if you go to some ARB bolts of studs for the heads.
Love the LS content! How about a video on Whipple/Magnussen style superchargers for the 5.3 truck motors?
WHIPPLE IS A TWIN SCREW AND MAGNUSON IS ROOTS-DIFFERENT BLOWERS
@@richardholdener1727 Sounds like a good comparison video????
So hypothetically speaking if you milled the 823 heads down to the 706/862 heads cc it would make up the torque loss wouldn't it
IT WILL HELP THE 823 HEAD IF YOU MILL THEM-THEY WON'T MATCH THE 706 HEADS AND I DOUBT YOU COULD EQUAL THE CHAMBER SIZE OF THE 706 HEADS WITH MILLING
@@richardholdener1727 so if torque was the goal for a daily driver truck stick to the 706/862?
@@justinw6448 yeah. best combination of chamber size and design, along with port flow. 706 heads are super easy to find too.
Hey Richard, I have a 2003 Hummer H2. I'm having the infamous stock cam issue. What's a good stock replacement cam without a tune.
another stock cam
exactly
@@richardholdener1727 thanks for responding. I'm told that there's been a delay with ordering a stock one. Is there another one similar without needing a tune? Like an aftermarket stock?
@@richardholdener1727 lol, he answered his question
This was really cool
Right on
Are 823 heads good? I have a 2017 6.0 and it has 823
YES (SAME AS LY6 HEADS TESTED)
@@richardholdener1727 thank you
I love your content! I have a friend I’m helping under pen a house, as payment he’s giving me a 2002 3500 cab and chassis that’s sit for about 7 years, fuel pump went out. With the help of your dyno charts and JR Gunn’s simplicity, I’m gonna pull the 6.0, harness, and ecu. Then sell the rest for a set of junkyard 706 heads and a good midrange cam/springs and swap into my 93 GMC.
Sounds great!
What about an ultimate hp stock block nitrous video
see big bang nitrous video
@@richardholdener1727 not enough nitrous
Ok, who is the one that keeps hitting the thumbs down on all of his videos?
Butt hurt ford guys. A ford guy can only take so many ls swapped fox body's.
@@ST8KFINGER lol 😆
Coyote swappers
👍🏽👍🏽
Recently picknpulled an LQ9 from a crashed '05 Escalade. Got some 799 heads and trailblazer intake. Keeping the stock cam, or maybe a small upgrade. Need S10 swap headers, fuel pump stuff and a transmission. Just for putt-putting around, no crazyness I swear. 🤞
If you need any help with that, reach out to be. I have the wiring for the map sensor and can get your MAF dialed in enough to get it up and running without any issues. As long as you are doing the tuning yourself.
The 799 heads worked fine in the lq9 ? Direct swap ?
A few months back I found a set of freshly rebuilt 243 heads on an LS4 at the local yard. I also picked up the pushrods, they were like new as well. The 243's are essentially identical to the 799 heads, and are a bolt on swap. They have minimal mileage, so these will go on the LQ9. It's still a project, but I'm making progress slowly.
@@ronnelson7828 gotta take advantages of them deals, I’m looking into a lq9 or lq4 as a back up engine for my ls1. I just wasn’t sure if the 243 or 799 were a direct swap into the 6.0 since I read somewhere that the compression could be a little to high in the lq9 with 243s heads to run pump gas… but if that’s not true, junkyard time and find a lq9 and slap some 243 heads on
@@carlossantamaria7967 The 243/799 heads do have smaller chambers than the 317 heads you find on LQ4's and LQ9's and will raise compression. I'm assuming the 243's I found have been resurfaced and will be close to limit for 93 pump gas. 🤞
I'd like to see a stock ls6 cam test
see the big ls cam test video
@@richardholdener1727 will do thank you for the reply
I would like to know if my pistons or floating pistons or pressed on 5.3 Chevy avalanche . Before I buy a set of floating pistons I want to use my regular Rodarm. On forge Pistons.
DEPENDS ON YEAR
2003 Chevy avalanche I was want to know if those floating Pistons would work on prestone piston-rod thanks a lot for the information 👍🙏
Bro I love the rave music at video intro
So ls3 heads on a 6.0l is made for boost! 😁
Every LS is. They just don't know it yet.
MORE POWER NA EQUALS MORE POWER UNDER BOOST
@@richardholdener1727
Low copretion is boost frendly.
(Sorry my English)
@@mortensandmoen5208 Low compression for boost is old school knowledge that's outdated now. I'll be a little under 11:1 (10.7 or so) on my new 6.0 build, will routinely see 20+ psi and 30 won't be unheard of. Run good fuel, good tuning, and all that compression just helps the turbos get spinning.
@@student1979oct
Yes i am the old scool! 😁
But if you are thinking racing and I thinking a dayly driver.
And where i live you cant get E85 on the gas statione.
And driving with race fule is to expensive....
I can sea that you can bye bust frendly short and long block that are rated for 9:1.
Aa always you produce a video that is very informative. Thanks again for your hard work and knowledge.
Would like to see a test on truck 6.0 upgrade for torque. 706 with a truck/ RV cam. Would the 706 head work with a 4" stroke? 317 head work better?
408 would make more torque than 364
@@richardholdener1727
Indeed it will.... But which head would be better for a torque? 706? 317?
One could increase the compression ratio from the stroker kit Pistons.... given the same compression ratio, which head would be best for torque in a truck?
@@cjdubuisson both heads will work well. a 10cc difference for the 317 heads means the piston design will cause issues with flame travel. higher compressions fix that. for a towing vehicle, 706 heads with a healthy cam and a 4" stroke with a NNBS cathedral port intake will make lots of low-end power for you.
@@natricjol
I believe you are correct, I have come to the same conclusion.
@@cjdubuisson Truck Norris cam, NNBS intake, 90mm throttle, 706 heads, stroker crank will give lots of low end power. You can go up to a 4.25" stroke on a stock block and that will keep the low end power up but the same cam will allow a good top end.
I. An certainly attest to the LS9 performance. It is very noticeable how much power you lose on the bottom. If you aren’t in boost, it’s a dog around town. I swapped it in my LS3 to prepare it for my LSA blower swap that year. I ran it in the motor after the blower install for a couple months until I swapped it for a custom cam that I still run 6 years later. Good video Rich, I’m sure I’m sure LS swap guys on a budget will find this info useful!
LS9 cam is good for stock bottom end stuff, keeps the the torque in check at lower/ mid range rpms and breathes nicely up top.
@@dilsher12 someone forgot to tell my stock bottom end, ROFL.
Nah, I totally blew mine up trying to do remote tuning. went WOT too soon and Dr. Rodknocker came to visit! I guess I can't complain too much...I have a Kong 2650 and a 429 now😀
@@Fedge378 That setup must be a tire frier with torque for days . I'm just running a stock bottom end aluminum 5.3 with a s475 turbo and LS9 cam . Been running 20lbs of boost for over 3 years now , its plenty fast for me for a 3700lb street driven truck .
TBSS intake is far superior to the terrible LS2 intake. Surprised you went that route.
It’s not a oem ls2 intake. It a Dorman ls2 style intake. Basically a copy of the original fast 78mm intake but with a 90mm ls2 throttle body opening
@@Chase.bachler that's good to know.
DORMAN IS NOT A COPY OF THE FAST-THAT'S A MYTH
Personally I blame squirrels