This would take engine masters an entire season to cover all this content. WHILE I LOVE THAT show, i get sooo much more from you here Richard! LOVE IT!
You might want to research that bias statement a little. I think the 5 books I wrote on Honda, B-segment and Focus testing show I test much more than V8s. Plenty of land speed record projects with Honda, VW and Hyundai-I test it all-this new channel will eventually have all engine families. One of my favorite Honda tests-Roots blower vs Centifugal vs Turbo on a B16A-same day-same boost, same Af and same timing.
@@richardholdener1727 Amen, 1st time watching your videos but you're def knowledgeable n work on all engines from what you said, where are you located?? I'd def let you work on my cars..lol
I love that you're using the smaller, more mundane LSs. Everyone lusts after the larger ones, but the smaller ones are plentiful and plenty stout. Glad to see them being shown off a bit.
@@ranger3318 math man... the 350 is a 5.7L. The first LS was a 5.7L. No, the 5.3 was not built to replace the 350. That would be the 347. There's a reason why the metric designation is the same.
I agree with him about the replacing the 350.. now the displacement is less yes but the motor is commonly used like the 350 was for years and the 5.3 is still used but it's a new generation so I'd say the 5.3 is the new 350
@@kingperfection1868 so feelz over reelz, right? Ignore the facts, ignore the numbers. Whatever you feel is the truth. Gotcha. You should use that system to tune an engine. I'm sure it will serve you well.
@@ChristnThms the 5.3 is literally in everything. They started making them the standard v8 truck motor right after they stopped using the 350. The Impala SS, Monte Carlo SS, Buick LaCrosse Super, Pontiac Grand Prix GXP, and every truck has the 5.3 in it. The 350 was the common v8 at its time for GM. Today’s equivalent to the do all v8 GM motor is the 5.3. The other guy is correct. It has replaced the 350 in commonality. It is the do all v8 of this era
I tend to describe to my clients, "Dollar per horsepower" upgrades. If you look at the Fast intake your only getting 1 horsepower per $100. Cam and heads estimated at 2500, thats $17 dollars per HP much better return of investment. I personally only tell people to change intake as the final piece for LS upgrades, as neccessary. I also have a 4.8 in my Silverado with the 454-11 comp with a manual trans on my 4x4 daily. The 4.8 is a dog down low until the velocity comes in at 4000 RPMs, very representative of your Dyno chart, which also the same place Boost comes in (by the seat of your pants) on these motors with a Turbo. 4.8l's respond well at high rpm, but if your talking daily driver, it's my personal recommendation to always up your cubic inches and you'll be much happier cruising around town. But if your a racer with a 4000-5000 stall converter the 4.8 can work pretty good with little to no mods under extreme boost. The only thing I didnt like about this video is the compression ratio was unknown. For a future video. I would love to see a 5.3 vs 6.0 vs 408 LS stroker, all at 11.5 compression (Easily capable with flattop pistons) the 454-11 Comp Cam, and Stock vs. Fast/HighRam intake. Also maybe just a thottlebody only episode looking at a 70 vs 92 vs 105 on respective intakes without a shoehorn adapter. As a tuner I firmly believe most people shy away from compression ratios over 10:1 because of the stigma of known drivability issues with Carburetors on the street. Most people dont realize how wild you can go with an engine using EFI and how well street manners are achievable with Factory and Standalone ECU technology. I also dont have the followers on my youtube channel to warrant the cost of putting this together, so if you were to do it I would be VERY delighted to see it. And FYI, your channel is often recommended by me to my clients as a tool to help bring them closer to reality. The internet has a way of putting beer goggles on real world capabilities. Many believe because X manufacturer and Y manufacturer say they offer 50 HP upgrades, and because Joe Popular in hot rod forum said he did it, That both X and Y together absolutely has to make 100 HP cause Joe Forum did it!.....Ugh! Anyways, A ton of great stuff here! Thank you for the hard work! Thank you for disclosing your results to the world and helping to bring harmony to the fight of Internet VS. Reality! Sincerely,
I honestly just started on my 5.3. I have a 2006 z71 Chevy Silverado cat eye or whatever they call it. I don’t want much extra power honestly as I do not gun it really ever. I want just enough so it doesn’t feel so sluggish. I recently added a s&b closed box cold air intake, and plan to just do and intake and tune then be done. Honestly just looking for about 50 extra rwhp and maybe 30 or 40 torque wise. Curious what your thoughts are on achieving that?
@duckytruckg5059 A decent tune on a complete stock LS is not a waste at all. An aftermarket intake manifold on a complete stock LS, however, IS a waste of money bc it doesn't yield major results per dollar investment.. just as prostar stated. If you want to get 50-ish hp and 30-ish lb-ft then you would be best going with an NSR cam of some sort. A few different manufacturers offer decent "drop-in" or NSR (No Springs Required) cams that are almost perfect for a 'first step' into building a happy daily. Once the engine is reassembled and up and running, you'll need to get it tuned for optimized performance anyways so those two go hand- in- hand anyhow. But it's entirely possible to make a little extra almost "free" power just by simply getting it tuned in complete stock form. One more thing to research is: a guy I used to work with who was pretty slick on these engines swore up and down that throwing in a 2500-ish stall converter would transform a stock truck into a red light to red light and burnout champ. I've never tried the mod myself nor have I witnessed a 'converter-only' truck but the logic makes sense if a man thinks about it for a minute. I've only got manual trans trucks this day and time, so I can't vouch for that bit of trickery at the moment.
Gm definitely put in the research, it's obvious. The gains are simply from cleaning up the "cost effective" production requirement for mass production of these parts. Cost effectiveness always leaves room for improvement by putting more time in the details. ;) But with these it seems that there's only so much, and then you start getting into situation specific trade offs for better gains.
I've had great luck with the Texas Speed Stage 2 Truck cams, available in .550 and .600 lift. For an everyday driver you have great low end and it pulls really strong to 6200 gaining an average claimed 55hp with the LS1 blue springs (.550 lift ver.). I just picked up a set of 5.7 pistons for my next build, that's the test I'd like to see. Take that LM7 you just tested with it's dished pistons, bore it and install a set of the flat top 5.7's to see how much power is gained with a little more displacement and compression. I think I might also install one of the Crane or Comp grinds you often use, this engine will be going in a 48 Dodge street rod and I'll be looking for a little more grunt. Thanks for the video's.
Try Elgin .560/.575/.585 "sloppy" cams, with Pac 1218 springs. Decap and flow test the stock injectors. Build a hot side with stock exhaust manifolds, with a Chineseum 7875 eBay turbo and air to air intercooler. It will piss off some of the aftermarket speed part companies!
Cut the throat/bowl to 89/91% of valve diameter ,cut and blend the swirl ramp on the intake ports, blend the short side radius into the throat/bowl, blend the rocker boss on the port roof into the port. No need to increase port cross section if you are aiming at less than 550hp.
Daily driver setup - tbss Intake, 90mm throttle body, 1.75" headers, stock heads with a 216/220 @.050 duration cam at .550 lift with a like lsa of 109. Enough low end torque you dont need a stall converter but still have a slightly choppy idle
I really do enjoy and appreciate your videos and builds, I reference them and your books often in my own videos. What drives me personally is budget. What can I do to maximize power per dollar spent. My current favorite combination is an Lq4 shortblock with 862 heads on top. I can take these from the junkyard for one price since "engine complete" price doesn't care how many engines you cobbled together. The cam, I base on whether or not I want a converter in the application, and the price of a converter. My truck I'm using the infamous SS2, no need for new pushrods, affordable springs allow it to run, but it really should have a converter. I'm using a 3400 rpm unit from Florida Torque Converters. My Olds Ninety Eight, same engine setup, Summit 8719 cam for even more affordable springs and the stock converter. I only use stock truck intakes because the cost of rails, crossovers, a separate regulator don't add up to the benefit of the power a TBSS would give me, in my opinion. I would very much like to see what an affordable, off the shelf cam with stock everything but the necessary springs does Vs a custom ground, high end cam with custom pushrods and everything else. I'm sure they're worth more power, but how much and at what cost?
man i have learned more from watching your videos in the past few weeks since i found your channel, than i have in years of being around the performance world. awesome content
I wish I had a tuning shop nearby with someone like yourself. Thank you very much for all this information. My 05 is getting some work soon and I needed it.
I'd be interested to see some testing done with different compression on a "cheap" junkyard build, 4.8/5.3, tbss intake, with a healthy 230's/240's duration cam and milling some 706/862/243 heads that have been hand ported at home to see how the compression change effects power, then try the same setup on E85. Most people here are on a budget and cant afford a set of CNC heads. I would also like to see some testing done with the TSP Torquer V2 camshaft!
First, Richard this an amazing wealth of information packed into a great video. Keep up the great work. This is my first LS engine swap that I am performing on a 2000 extended cab sonoma 4l60e combination. I'm currently going to run a tbss intake on a 5.3 gen 3 block. I'm on the fence about stock piston choice or running flat top pistons on gen 4 rods with my 24x crankshaft. Cam selection was going to be a 98 Corvette camshaft, but after watching one of your videos, it looks like it'll be a BTR STAGE 1 TRUCK CAM. What are your thoughts on this combination with a stock torque converter and 3.42 gears...
@@danthisguy8541 I'm going with a Truck Norris. It's going in my 2000 Sonoma extended cab , stepside. I truly wish it was 5 speed but it's a 4l60e. It's a 1000lb lighter than a Silverado. I'm not sacrificing low end torque, which gets the vehicle moving for the occasional high end horsepower. The automatic transmission is still only going to allow me to stretch out the power so much. Unless I go into a crazy build and torque converter. Then the equation totally changes
The little engine that could! I love the 4.8L and it being the LS underdog. Can handle good boost, can handle full bolt on parts well, etc... Now I just need a good used Gen4 4.8L to build to replace my stock shortblock with for more and reliable daily driven boost.
I love 4.8s! In 2017 when I swapped over to turbo from nitrous in my 99 Z28 I pulled the ported and milled factory 241's and a not to aggressive nitrous grind cam from lunati, vic jr intake and 750cfm double pumper, MSD controller SBE LS1 out and went directly to a SBE 2011 4.8 oil pan only came off to swap to the f body pan all I did was put valve springs in it, I have a Huron speed single t6 kit I started out with a cast wheel s475 1.15 t6 exhaust housing, air to water intercooler, the car has a 4.10 gear th400 PTC converter and around 3400 pounds it went a best of 6.41 @ 109mph 1/8 mile stock 4.8 with pac springs 210 pound injectors on e90 and Holley efi it was almost consistent enough to bracket race lol it was pretty amazing and super impressed the best it went with the nitrous setup was 6.17 @ 115. Over the winter pulled the 4.8 went over it replaced the rod and main bearings some arp rod bolts and nice oil pump, I sent the factory 799 heads to PRC to get there most aggressive CNC porting and milled, ARP headstuds, one of LJMS off the shelf turbo cams BTR springs and trunion upgrade comp pushrods, I won a summit gift card from a raffle at my local track so I ordered one of the summit brand aluminum fabricated 102mm intake, fuel rails and throttle body and a used NX plate and meziere electric water pump I reused my 210 injectors and upgraded to a 10" ptc converter. First time at the track it eventually ended up goin 5.93 boost only no body believed it was a sbe 4.8, I loved it the best boost only et was 5.85 @ 118mph and with a 75 shot 5.67 @ 121mph it lasted a whole season and lots of street miles and other activities on the street I finally ended up bending several rods throwing more nitrous at. By the hp calculators online it was around 800 boost only and a little over 900hp on the bottle. Iv already started Rebuilding it for another project it's just getting another set of gen 4 rods and bored to 3.80+ its goin in a 94 SN95 mustang so I'm getting it as close as I can to 302ci so I can keep the 5.0 badges lol
Don’t know who would dislike this video for sure, but I will say there is no comparison to a Coyote with either a 4.8 or 5.3. A bolt on Coyote makes at the wheels what a bolt on 5.3 makes at the flywheel.
Kenneth Powers yea but compare the price for the coyote vs 4.8/5.3. The money you spent on coyote engine minus the 4.8/5.3 price what ever the $ amount left spend that $ you can put more horses in the 4.8/5.3 engine.
Stock 5.3l engine, TBSS intake, light porting and performance valve job on 706 heads by a professional, 10:1 compression 214 dur at .050 Intake 220 at .050 exhaust 111 lobe seperation with a little bit of advance. Great torque plenty of horsepower easy to live with but lots of fun.
Love this channel! No BS ,straight to the point, precise, and energetic! Very informative, learning more everytime I hit that play button. Keep on keepin on...
Never did dyno the engine but I put together a lq9 6.0 years ago with 243 heads. I opened up the exhaust some and did my best to make them even. Engine runs really good and I believe most ls cams favor the exhaust on duration so that also indicates the exhaust port restriction
Amazing content Richard!! I would like to see the "Sloppy Stage" 1, 2, and 3 (Elgin E-1839-P, E-1840-P, and E1841-P) cams, run against the full lineup of Summit LS cams. Or at least one brand or the other, because that many cam changes would be a LOT of work. I'm running the "Sloppy Stage 3" cam in a 4.8 with a pair of china GT35s in the trunk, and it runs well. That cam seems good in Engine Analyzer also, but who really knows until Richard Holdener puts them to the test on the dyno! Haha
@@richardholdener1727 I would love it if you included that Elgin 1841. Nobody has really back-to-backed it that I know of, and it wins in engine analyzer. Seems like it works great in my car.
Seems like a lot of work to swap all those cams knowing there is not going to be much power difference (based on your previous cam swap results) but hey, the sloppy community is demanding it lol! So we'll take it.
Running the BTR truck stage 2 camshaft in my wifes 5.3 Envoy with TBSS intake and stock 862 heads with spring upgrade. I have to say it's the perfect daily driver cam as it picked up alot of mid range and low end power all while keeping fuel mileage on par with the factory camshaft.
It's more amazing that the factory intake ran a smoother power curve than the fast intake on both engines. I would rather save the money and not buy the fast intake. Thanks for making this video.
Hey Richard I thought the 706 heads wasnt that good, cuz they're prone to cracking! But now when you say you can polish and Port them for better results I think I'll stick with my 706 heads on my 5.3 thanks for the knowledge bro!👍👍✌
Love your channel Richard! This is the best channel on TH-cam for LS facts on different combinations for most power on engine builds and can back it up!👍
@@HioSSilver1999 it will probably be mid summer If i do it I figure use the heads I have possible throw a cam in and some longtubes see what it will make
I just want a mild boost with cam only for my LR4. (Rated for 285/295) short or medium headers. I may grab another and bore out to 5.7, LR4 or LY2 precision ported 862s with a stock truck intake, larger FIs. If I find a LM7 or the Gen 4 variant AFM will be removed totally.
Did a Gen IV 5.3 in a 2013 Silverado... 224/232 .581"/.595" 113 LSA cam similar to the Crane - on Comp Lobes. Texas Speed PRC Stg 2.5 heads @ 58cc (706/862 cores), stock intake, TB, etc. Cheap Speed Engineering 1.75" headers and ORY. 3" cat back exhaust. 3200 converter, 4.10 gears, heavy 20" wheel/tire combo. It made 420 rwhp/398 rwtq on 93 octane swill. My truck is a 2001 Silverado... LQ4/80E swap, EPS 214/220 .598"/604" 111 LSA, TBSS intake, 92mm TB, 1.75" headers, 2.5" down pipes, dual in/single 3.5" out Magnaflow, 4.10 gears. Going to see what it does on the same dyno Wednesday. Previously did 349/384 on 87 octane - different dyno. Swapping to a set of AI rebuilt/milled 799s (no porting), FAST LSXRT, and a 3000 converter, + 93 octane. These tests have me rethinking... maybe I need a set of 862s pretty much untouched. Keep the TBSS intake, and do the converter + retune on 93. I use my truck as a daily/tow pig. Thought I had a plan, now - not so sure.
Can you test off the shelf turbo logs on several engines and see how they stack against tubular manifolds? Where do they choke out on backpressure etc. Keep up the good vids
1 for sure boost it ,, 2 this is great ,you are answering all my build questions and making me rethink my build . Was originally just wanting 500 hp and thinking low boost on a China turbo would get me there and still drive on the street . Wow
My 5.3 LH6 has 243 heads, DOD delete, flat top pistons(10.5:1), Howard’s ASA cam, LS6 springs and made 325 whp ,about 375 at the motor. Nice chop at idle, but has a nice fat torque curve in the mid range. With a T56 it is fun in my 2900 lb. Volvo 240!
Personally I would never buy a FAST intake just because it costs the same price as the gen4 aluminum longblock 5.3! LM7 are even more cheaper. Aftermarket cam with valve springs can give you some REAL power upgrade but the FAST intake costs A LOT and you'll get just a little more power for it's money. Not to mention you can buy TBSS dirt cheap or LS2 Dorman for 1/3 of FAST intake's price if you can only use a car intake and still get more power than stock! 👏 --- Thanks for another great test! ✊
I used a stage 3 Texas speed low lift cam with 799 heads milled 0.40 with trunion kit ls7 timing chain set up ls7 lifters and high pressure oil pump 2011 Chevy Tahoe daily driver
I'm running a 5.3 LM4 with flat top pistons, that has been balanced.BTR Stage 2 Truck cam, 862 heads that are decked .010, port matched, and had a valve job at a performance shop, and all BTR top end parts., its. At approximately 10.8:1 copression, and when dyno tuned before exhaust upgrades, running stock exhaust, stock truck intake, and throttle body,, it put 389hp 392lb/ft to the wheels through an automatic transmission. I was rather impressed with the power output of these engines with relatively little work, or even expensive heads or intake upgrades
I like that they run the test and hold aftermarket company’s to be honest on what there product really does on every kind of combo, and if the stock stuff is better, and if it’s not worth the money they put it out there. Really makes the top company’s stand out! Like this test anything under 6k rpm the stock truck intake is the way to go and not worth the coin to upgrade, and even up top is it worth it depending on the combo to upgrade to say a fast intake. Thank you on the info you put out! Would love to see a test pushing the aluminum block and cast iron block to its limits. And to also see if or at what power level should you use cast iron over aluminum or does it matter? And at what power level should you upgrade to aftermarket or say a lsx block! Run them hard and tear them down and look for wear to see at what power level each block start to fail and wear out parts.
My buddy has an aluminum 5.3 with 243heads in a c1500, running btr stage 3 truck cam, long tubes, and ls6 intake, we will be testing it out any day now
I’d love to see this again with the SS2 cam and the same home head work on the 862/706’s. It’s seems to be one of the most, if not the most common asked questions and used combinations, with almost zero real world results.
250k 5.3 flexfuel in 07 silverado: BTR Truck Norris cam, springs, slightly upped compression, NBSS intake, edge cts2 tuner, Pace setter shorty headers, cat back with Jones straight through muffler into twin pipes, Very good so far!
I'm planning to swap the 5.3P with summit pro cam, and bee Valve springs new trunnion set, hand ported 862 heads 862heads . Twin 50/65 turbos. On a BMW E36 chassis
Richard, Great job here in the combination test video. I too, will be reading results from the warriors out there, especially for the daily driver 5.3L as retirement does not include 1K intakes or CNC heads. After 35 years of fixing as a dealer tech, I like the longevity stories with good fuel economy using home skills, headers and maybe a cam. Just want to be able to afford to buy new britches from time to time, while still feeling the seat move under them. Plus, few weekends under the hood with the feeling I went too far. Thanks again. ASE Master Tech - Retired
Great videos. I appreciate all the testing you post. I would love to see upgrades shown individually. It would be cool to see how the cam works with stock heads and then the difference with ported heads.
Thank you so much for sharing this info. I just recently picked up a 5.3 to go into my 2000 silverado 1500, so I'm definitely doing this with my engine
For daily driver cam, I really like the Summit Racing "Ghost" cam. I replaced the ASA cam that I had in my Cougar with the "Ghost" cam and it picked up both torque and HP. This is also a good cam if you plan to go with a turbo later. Summit Racing used to call the "Ghost" cam their Stage 1 turbo cam.
SUPER happy with my Brute Speed blower cam for a bolt on LS1. Even without the D1SC; it’s super drivable, great idle, and the springs last. All this while making killer peak power, while producing great numbers and response UNDER the curve. Bob Beam ftw! Honestly want to use it in a 4-point-great, with TBSS intake, and s400 in my next s10/LS build…
I’m surprised the truck intakes are right up there the FAST intake after the cams and porting. I got a express work truck with a 6.0L I plan on stealing the motor from when the body finishes rusting away. Great info!
This is great. My project is to build a JY motor for a weekend racer with a stock manual transmission but with good HP & higher RPM's that doesn't create too much torque to blow the stock trans. Like my BMW except I want to build it with a GM LS. I think that is going to be awesome to show up with something like that.
Richard, this kinda leads into a best off the shelf cam for a NA 5.3 test, watcha think? With some 863/706 milled and some hand clean up and a dorman LS2 for car apps and a TBSS for trucks test. It'd be a great inexpensive 500+ HP street engine for sure !
On my daily truck I have long tube tsp and catless y pipe , cam tsp in & ex 220 lobe lift .353 Lift .600 separation 112 intake center 110 , stock bottom end , Apr head bolts 243 heads ported and tsp valve springs ,fast lsxrt intake, k&n cool air intake , stock fuel pump & injectors & throttle body. I'm maxed out on my fuel system after injectors and fuel pump is upgraded a 102mm throttle body will be put on . plan to procharged after drag car is done 👍👍👍🏎🏎🏎
I have a 4.8 it’s got 882 heads, mild comp cam can’t remember the lift, 6l intake manifold and a 80mm precision turbo it’s an absolute blast for a cheap build
Thanks Richard! I'm in the research phase for a possible 5.1 build for an autocross motor. There is a 300lb weight break at that size so it's very interesting to see real world numbers. Trying to imagine what a slightly offset ground 4.8 crank in an LS1 would make with some head work and a cam along with my existing FAST parts. Really want to see 450whp and ideally ~330wtq by 3000rpm. This video makes me think it will work with the extra 0.3L, more compression, and E85.
My 4.8 has 862 heads that I P&P the hell out of both intake and exhaust.I also cleaned the chamber and polished it. My intake is a Dormen 3 piece that I had to reseal....The TB is factory all in sync using an LS9 cam. All feeding a GT45 with an intercooler all stuffed into a Foxbody
Almost done pnp a set of performer rpms. About 3 weeks in. I polished exhaust and chambers. What finish did you leave the intake runner with? I have mine in 80 then 120 did you polish that too?
@@allanb3222 I remember reading some articles that polished chambers reduced hot spots during combustion because how the heat is spread. Either way im 80% done. This is for my friends 416 sb chrysler that im putting twin 7675 precisions
That's awesome you showed the truck intake numbers along with the fast intake. That said, if i can fit the tbss, i will. Camshaft? Whatever used aftermarket i can find that's close to what you say works.
Mr Holdener, many of us are rebuilding 6.0 cathedral port motors for use in heavy 4x4 1500 trucks, and 2500/3500 tow trucks. We need all the aversge hp and tq possible from just off the converter (say 2200) to a 5500-6000 shift point. The btr truck torque 202/202 on 110 is a great start, but we need you to develop and sell a REAL TRUCK CAM. We all like a lumpy idle too 😁 How bout a lq9 with 317's, early truck intake. Test a couple gm cams, the btr truck 202/202 110lsa torque cam, the sdpc hot truck 214/218 on 111lsa, and some custom single pattern cams in the 208-218 range on 106-110 lsa. Our wide ratio automatics need all the torque from the converter stall, to a reasonable rpm shift point, then all the possible tq again on the shift recovery. Develop us a REAL truck cam on the dyno, and market it. We will buy it.
What if you did the same test with a 5.3 and then bored it to 5.7 with the same heads, cam, and intake just to see how much the extra CI impacts the power production across the rev range.
@@Future-Preps35 I am mainly curious how the bigger bore would behave with those heads and the added displacement would change the characteristics of the cam in 347 ci. I have a 5.3 that I want to bore to 5.7 with some 317 heads I have PnP and a Hi Ram with 417 or Shearer A2W IC and turbo it. My 2001 regular cab stepside bed has a stock head and bottom end 5.3 with a cam ground for the D1-SC at 12 psi, Fast LSXRT, 4L80E, Vig 3600, 4.11 and diff in the stock rear that I figure made 550-600. I sold the D1-SC because it was 6 rib and had their horizontal intercooler. I want to build a forged 5.3 or 5.7 with a nice turbo setup and would like to see 850-950whp for with a better converter and a 14 bolt 6 lug with the 3.42s and all new Vikings, spindles, Caltracs and Bogart or Weld drag pack.
@@michaelprochaska9755 Have what in your truck? I've got a semi max effort 416 LS3 in my Trailblazer and have a LQ9 I'm putting some CNC 243 heads on with the Fast intake from my Silverado that I'll have ported, and the headers off it and the gears and diff in my Yukon. So I want a FI build.
Dale Thomas i like the way you think, the cubes would mostly just help with spool time of a turbo. Might help with revving it out a bit farther because of the extra bore but probably not enough to matter
Get a custom cam cut w/ similar timing events as stock but w/ much more aggressive lobes that will cause instability at 5500. Build a custom intake w/ much longer runners than even the stock intake, w/ similar cross section and taper. Waste of time/money. You want torque or a low rpm engine? Swap gears. Buy a diesel. Dont ‘build’ a 5.3 for a 5k redline.
PLEASE! Sloppy cams (in any brand) vs Summit cams (at least for turbo). SS2 vs. Summit LS pro cam stage 2 vs. Summit stage 3 on stock turbo 5.3 with factory manifolds and cheap ebay turbo
Awesome! My go-to intake on LS is a carb setup. The drop in IATs with the fuel atomization can allow for as much as 36 degrees of ign advance on 93. A good idea that I’ve never seen a comparison on however would be the differences N/A on extreme cam LSA. Cams with similar lift and duration but say 106 LSA vs. 115 LSA and how it affects the power curve.
Richard Holdener Sweet! Would be a cool thing to see how the power under the curve changes with different LSAs. I know one end of the spectrum is for PD Blowers and others Turbo or NA. But when it comes to choosing a cam for the street, I see how it can be difficult to pick a cam to fit your setup (ie. vehicle weight, gearing, converter, etc.).
I’ve been kicking around the idea of an engine swap on my Miata. The rules for the class I want to run in limit displacement to 5.0L. So I was thinking about a big bore 4.8L / 303 CI, this video has further solidified that notion. Thanks!
This dude giving out so much free info. Your awesome man
This would take engine masters an entire season to cover all this content. WHILE I LOVE THAT show, i get sooo much more from you here Richard! LOVE IT!
asb2106 I agree!
Richard's da man
You might want to research that bias statement a little. I think the 5 books I wrote on Honda, B-segment and Focus testing show I test much more than V8s. Plenty of land speed record projects with Honda, VW and Hyundai-I test it all-this new channel will eventually have all engine families. One of my favorite Honda tests-Roots blower vs Centifugal vs Turbo on a B16A-same day-same boost, same Af and same timing.
@@richardholdener1727 Amen, 1st time watching your videos but you're def knowledgeable n work on all engines from what you said, where are you located?? I'd def let you work on my cars..lol
Richard Holdener please try ls1 engines tests best heads cams intakes boosts
I love that you're using the smaller, more mundane LSs. Everyone lusts after the larger ones, but the smaller ones are plentiful and plenty stout. Glad to see them being shown off a bit.
Hey, the 5.3 was built to replace the 350
@@ranger3318 math man... the 350 is a 5.7L. The first LS was a 5.7L. No, the 5.3 was not built to replace the 350. That would be the 347. There's a reason why the metric designation is the same.
I agree with him about the replacing the 350.. now the displacement is less yes but the motor is commonly used like the 350 was for years and the 5.3 is still used but it's a new generation so I'd say the 5.3 is the new 350
@@kingperfection1868 so feelz over reelz, right? Ignore the facts, ignore the numbers. Whatever you feel is the truth.
Gotcha.
You should use that system to tune an engine. I'm sure it will serve you well.
@@ChristnThms the 5.3 is literally in everything. They started making them the standard v8 truck motor right after they stopped using the 350. The Impala SS, Monte Carlo SS, Buick LaCrosse Super, Pontiac Grand Prix GXP, and every truck has the 5.3 in it. The 350 was the common v8 at its time for GM. Today’s equivalent to the do all v8 GM motor is the 5.3. The other guy is correct. It has replaced the 350 in commonality. It is the do all v8 of this era
I tend to describe to my clients, "Dollar per horsepower" upgrades. If you look at the Fast intake your only getting 1 horsepower per $100. Cam and heads estimated at 2500, thats $17 dollars per HP much better return of investment. I personally only tell people to change intake as the final piece for LS upgrades, as neccessary. I also have a 4.8 in my Silverado with the 454-11 comp with a manual trans on my 4x4 daily. The 4.8 is a dog down low until the velocity comes in at 4000 RPMs, very representative of your Dyno chart, which also the same place Boost comes in (by the seat of your pants) on these motors with a Turbo. 4.8l's respond well at high rpm, but if your talking daily driver, it's my personal recommendation to always up your cubic inches and you'll be much happier cruising around town. But if your a racer with a 4000-5000 stall converter the 4.8 can work pretty good with little to no mods under extreme boost.
The only thing I didnt like about this video is the compression ratio was unknown.
For a future video. I would love to see a 5.3 vs 6.0 vs 408 LS stroker, all at 11.5 compression (Easily capable with flattop pistons) the 454-11 Comp Cam, and Stock vs. Fast/HighRam intake. Also maybe just a thottlebody only episode looking at a 70 vs 92 vs 105 on respective intakes without a shoehorn adapter.
As a tuner I firmly believe most people shy away from compression ratios over 10:1 because of the stigma of known drivability issues with Carburetors on the street. Most people dont realize how wild you can go with an engine using EFI and how well street manners are achievable with Factory and Standalone ECU technology.
I also dont have the followers on my youtube channel to warrant the cost of putting this together, so if you were to do it I would be VERY delighted to see it. And FYI, your channel is often recommended by me to my clients as a tool to help bring them closer to reality. The internet has a way of putting beer goggles on real world capabilities. Many believe because X manufacturer and Y manufacturer say they offer 50 HP upgrades, and because Joe Popular in hot rod forum said he did it, That both X and Y together absolutely has to make 100 HP cause Joe Forum did it!.....Ugh!
Anyways, A ton of great stuff here! Thank you for the hard work! Thank you for disclosing your results to the world and helping to bring harmony to the fight of Internet VS. Reality!
Sincerely,
I honestly just started on my 5.3. I have a 2006 z71 Chevy Silverado cat eye or whatever they call it. I don’t want much extra power honestly as I do not gun it really ever. I want just enough so it doesn’t feel so sluggish. I recently added a s&b closed box cold air intake, and plan to just do and intake and tune then be done. Honestly just looking for about 50 extra rwhp and maybe 30 or 40 torque wise. Curious what your thoughts are on achieving that?
@@duckytruckg5059wasted money on intake and tune. Should have just added a common cam
@duckytruckg5059 A decent tune on a complete stock LS is not a waste at all. An aftermarket intake manifold on a complete stock LS, however, IS a waste of money bc it doesn't yield major results per dollar investment.. just as prostar stated.
If you want to get 50-ish hp and 30-ish lb-ft then you would be best going with an NSR cam of some sort. A few different manufacturers offer decent "drop-in" or NSR (No Springs Required) cams that are almost perfect for a 'first step' into building a happy daily. Once the engine is reassembled and up and running, you'll need to get it tuned for optimized performance anyways so those two go hand- in- hand anyhow. But it's entirely possible to make a little extra almost "free" power just by simply getting it tuned in complete stock form.
One more thing to research is: a guy I used to work with who was pretty slick on these engines swore up and down that throwing in a 2500-ish stall converter would transform a stock truck into a red light to red light and burnout champ. I've never tried the mod myself nor have I witnessed a 'converter-only' truck but the logic makes sense if a man thinks about it for a minute. I've only got manual trans trucks this day and time, so I can't vouch for that bit of trickery at the moment.
@@duckytruckg5059 o
seems really difficult to improve on a design that GM spent millions developing, i love seeing the stock head and intake go so far with small work
sloppy mechanics pogu
Gm definitely put in the research, it's obvious. The gains are simply from cleaning up the "cost effective" production requirement for mass production of these parts. Cost effectiveness always leaves room for improvement by putting more time in the details. ;) But with these it seems that there's only so much, and then you start getting into situation specific trade offs for better gains.
Especially with the ls3 intake manifold.
they nailed that intake
@@richardholdener1727 almost, ported with the rod mod and its badass. Unless revving to the moon
I've had great luck with the Texas Speed Stage 2 Truck cams, available in .550 and .600 lift. For an everyday driver you have great low end and it pulls really strong to 6200 gaining an average claimed 55hp with the LS1 blue springs (.550 lift ver.). I just picked up a set of 5.7 pistons for my next build, that's the test I'd like to see. Take that LM7 you just tested with it's dished pistons, bore it and install a set of the flat top 5.7's to see how much power is gained with a little more displacement and compression. I think I might also install one of the Crane or Comp grinds you often use, this engine will be going in a 48 Dodge street rod and I'll be looking for a little more grunt. Thanks for the video's.
Try Elgin .560/.575/.585 "sloppy" cams, with Pac 1218 springs. Decap and flow test the stock injectors. Build a hot side with stock exhaust manifolds, with a Chineseum 7875 eBay turbo and air to air intercooler. It will piss off some of the aftermarket speed part companies!
I'm doing SS2 vs the world coming up
Yay!
Love how you say to "open them bowls up yourself" and send it.
Money savings tips. 👍👍
Now get Dulcich to show us how it's done. ✅ 😆
he is the porting master-though not a lot of LS stuff
Dude, port match the intake, take the flashing out of the bowls, keep it 60 grit on the intake and polish them exhaust ports..done deal
Cut the throat/bowl to 89/91% of valve diameter ,cut and blend the swirl ramp on the intake ports, blend the short side radius into the throat/bowl, blend the rocker boss on the port roof into the port. No need to increase port cross section if you are aiming at less than 550hp.
Dale Thomas Good advice, sir.
Daily driver setup - tbss Intake, 90mm throttle body, 1.75" headers, stock heads with a 216/220 @.050 duration cam at .550 lift with a like lsa of 109. Enough low end torque you dont need a stall converter but still have a slightly choppy idle
This is my exact current build except 92mm tb lol.
706 heads?
I know this is an old comment, but what kind of power are you making?
@@remingtonbuskill8410 it's a wore out ls1 made 330 to the tire through a 4l60e 4.10 gears and 31" tall tires
Wow, why so low, what were you making prior to the cam, intake, and headers?
I really do enjoy and appreciate your videos and builds, I reference them and your books often in my own videos.
What drives me personally is budget. What can I do to maximize power per dollar spent.
My current favorite combination is an Lq4 shortblock with 862 heads on top. I can take these from the junkyard for one price since "engine complete" price doesn't care how many engines you cobbled together.
The cam, I base on whether or not I want a converter in the application, and the price of a converter.
My truck I'm using the infamous SS2, no need for new pushrods, affordable springs allow it to run, but it really should have a converter. I'm using a 3400 rpm unit from Florida Torque Converters.
My Olds Ninety Eight, same engine setup, Summit 8719 cam for even more affordable springs and the stock converter.
I only use stock truck intakes because the cost of rails, crossovers, a separate regulator don't add up to the benefit of the power a TBSS would give me, in my opinion.
I would very much like to see what an affordable, off the shelf cam with stock everything but the necessary springs does Vs a custom ground, high end cam with custom pushrods and everything else.
I'm sure they're worth more power, but how much and at what cost?
man i have learned more from watching your videos in the past few weeks since i found your channel, than i have in years of being around the performance world. awesome content
thx-more to come
I wish I had a tuning shop nearby with someone like yourself. Thank you very much for all this information. My 05 is getting some work soon and I needed it.
I'd be interested to see some testing done with different compression on a "cheap" junkyard build, 4.8/5.3, tbss intake, with a healthy 230's/240's duration cam and milling some 706/862/243 heads that have been hand ported at home to see how the compression change effects power, then try the same setup on E85. Most people here are on a budget and cant afford a set of CNC heads. I would also like to see some testing done with the TSP Torquer V2 camshaft!
First, Richard this an amazing wealth of information packed into a great video. Keep up the great work. This is my first LS engine swap that I am performing on a 2000 extended cab sonoma 4l60e combination. I'm currently going to run a tbss intake on a 5.3 gen 3 block. I'm on the fence about stock piston choice or running flat top pistons on gen 4 rods with my 24x crankshaft. Cam selection was going to be a 98 Corvette camshaft, but after watching one of your videos, it looks like it'll be a BTR STAGE 1 TRUCK CAM. What are your thoughts on this combination with a stock torque converter and 3.42 gears...
@@ronaldmjrfox5899 I'd like to see how your build turns out. What cam did you end up using?
@@danthisguy8541 I'm going with a Truck Norris. It's going in my 2000 Sonoma extended cab , stepside. I truly wish it was 5 speed but it's a 4l60e. It's a 1000lb lighter than a Silverado. I'm not sacrificing low end torque, which gets the vehicle moving for the occasional high end horsepower. The automatic transmission is still only going to allow me to stretch out the power so much. Unless I go into a crazy build and torque converter. Then the equation totally changes
The little engine that could! I love the 4.8L and it being the LS underdog. Can handle good boost, can handle full bolt on parts well, etc... Now I just need a good used Gen4 4.8L to build to replace my stock shortblock with for more and reliable daily driven boost.
I love 4.8s! In 2017 when I swapped over to turbo from nitrous in my 99 Z28 I pulled the ported and milled factory 241's and a not to aggressive nitrous grind cam from lunati, vic jr intake and 750cfm double pumper, MSD controller SBE LS1 out and went directly to a SBE 2011 4.8 oil pan only came off to swap to the f body pan all I did was put valve springs in it, I have a Huron speed single t6 kit I started out with a cast wheel s475 1.15 t6 exhaust housing, air to water intercooler, the car has a 4.10 gear th400 PTC converter and around 3400 pounds it went a best of 6.41 @ 109mph 1/8 mile stock 4.8 with pac springs 210 pound injectors on e90 and Holley efi it was almost consistent enough to bracket race lol it was pretty amazing and super impressed the best it went with the nitrous setup was 6.17 @ 115. Over the winter pulled the 4.8 went over it replaced the rod and main bearings some arp rod bolts and nice oil pump, I sent the factory 799 heads to PRC to get there most aggressive CNC porting and milled, ARP headstuds, one of LJMS off the shelf turbo cams BTR springs and trunion upgrade comp pushrods, I won a summit gift card from a raffle at my local track so I ordered one of the summit brand aluminum fabricated 102mm intake, fuel rails and throttle body and a used NX plate and meziere electric water pump I reused my 210 injectors and upgraded to a 10" ptc converter. First time at the track it eventually ended up goin 5.93 boost only no body believed it was a sbe 4.8, I loved it the best boost only et was 5.85 @ 118mph and with a 75 shot 5.67 @ 121mph it lasted a whole season and lots of street miles and other activities on the street I finally ended up bending several rods throwing more nitrous at. By the hp calculators online it was around 800 boost only and a little over 900hp on the bottle. Iv already started Rebuilding it for another project it's just getting another set of gen 4 rods and bored to 3.80+ its goin in a 94 SN95 mustang so I'm getting it as close as I can to 302ci so I can keep the 5.0 badges lol
The person who disliked this video must have wasted his money on a Coyote swap
🤣🤣🤣
Yeah. A real dog
Love ls and coyote both great engines
Don’t know who would dislike this video for sure, but I will say there is no comparison to a Coyote with either a 4.8 or 5.3. A bolt on Coyote makes at the wheels what a bolt on 5.3 makes at the flywheel.
Kenneth Powers yea but compare the price for the coyote vs 4.8/5.3. The money you spent on coyote engine minus the 4.8/5.3 price what ever the $ amount left spend that $ you can put more horses in the 4.8/5.3 engine.
Stock 5.3l engine, TBSS intake, light porting and performance valve job on 706 heads by a professional, 10:1 compression 214 dur at .050 Intake 220 at .050 exhaust 111 lobe seperation with a little bit of advance. Great torque plenty of horsepower easy to live with but lots of fun.
You should start a podcast talking to manufacturers about the parts you guys use in testing I’d listen to that all day
I like how you are right to the point. No blah blah. Much respect . Subscribed
WELCOME AND THNX FOR THE SUB
Love this channel! No BS ,straight to the point, precise, and energetic! Very informative, learning more everytime I hit that play button. Keep on keepin on...
thnx-lots more coming
Every time I watch your videos, it makes me want to buy another LS car, then cam and tune it. Love the videos, keep them up
Can you demonstrate the at-home porting techniques you mention in this video?
I might be doing that with Briann Tooley
Headflowinc covers head porting across many different ls heads in great detail. I'd check out his channel if you havent yet. 👌
Never did dyno the engine but I put together a lq9 6.0 years ago with 243 heads. I opened up the exhaust some and did my best to make them even. Engine runs really good and I believe most ls cams favor the exhaust on duration so that also indicates the exhaust port restriction
Listened to your vids 6 hours straight on drive to Zip Tie Drags. Took out ear bud.... "I know LS kung fu..." :) Thank you! Great channel.
Amazing content Richard!!
I would like to see the "Sloppy Stage" 1, 2, and 3 (Elgin E-1839-P, E-1840-P, and E1841-P) cams, run against the full lineup of Summit LS cams. Or at least one brand or the other, because that many cam changes would be a LOT of work. I'm running the "Sloppy Stage 3" cam in a 4.8 with a pair of china GT35s in the trunk, and it runs well. That cam seems good in Engine Analyzer also, but who really knows until Richard Holdener puts them to the test on the dyno! Haha
SS2 vs the World (meaning other stage 2 turbo cams) coming up
@@richardholdener1727 I would love it if you included that Elgin 1841. Nobody has really back-to-backed it that I know of, and it wins in engine analyzer. Seems like it works great in my car.
Seems like a lot of work to swap all those cams knowing there is not going to be much power difference (based on your previous cam swap results) but hey, the sloppy community is demanding it lol! So we'll take it.
I second that. 👍
Anthony Thomas funny you say that because SBE LS engines have been in the 7s... (insert Kermit sipping tea here)
Thx Richard, I'm finding my self trauling through you older vids which is great
Running the BTR truck stage 2 camshaft in my wifes 5.3 Envoy with TBSS intake and stock 862 heads with spring upgrade. I have to say it's the perfect daily driver cam as it picked up alot of mid range and low end power all while keeping fuel mileage on par with the factory camshaft.
Good to hear. Planning similar.
The Richard LS Holdner Channel. No one else has the indepth info that Mr. Holdner has!! Great job, Richard, and keep on testing!! Thanks!
It's more amazing that the factory intake ran a smoother power curve than the fast intake on both engines. I would rather save the money and not buy the fast intake. Thanks for making this video.
it's just too much intake for a SBE 4.8 or 5.3
Is 4:30am and still binge watching 🤯🤯
Hey Richard I thought the 706 heads wasnt that good, cuz they're prone to cracking! But now when you say you can polish and Port them for better results I think I'll stick with my 706 heads on my 5.3 thanks for the knowledge bro!👍👍✌
Awesome content, great host, great energy. Thank you!
P.S. Boost them both!!
Dude...seriously. Your channel should have like, tens of thousands of views.
its only been a month or so-if I test it-they will come!
Like to see 4.8L with various cams. Especially trying to make more torque
Love your channel Richard! This is the best channel on TH-cam for LS facts on different combinations for most power on engine builds and can back it up!👍
More 6.0 tests please with an LQ4 based engine.
Yeah and na cams with head swaps
I'd like to see a test with one of those that would be tow pig oriented
@@HioSSilver1999 agreed after my camaro is done I'll be doing some mild mods to my 07 2500 using some 706 heads
@@richardaugustine1842 let us know how that works out for ya. Only issue i see with that is you might have to run more than 87 octane fuel.
@@HioSSilver1999 it will probably be mid summer If i do it I figure use the heads I have possible throw a cam in and some longtubes see what it will make
What I would like to see a test done on is 4.8 with higher compression tested. Full point or more.
And some people still wonder why most people prefer an LS swap....
I just want a mild boost with cam only for my LR4. (Rated for 285/295) short or medium headers.
I may grab another and bore out to 5.7, LR4 or LY2 precision ported 862s with a stock truck intake, larger FIs. If I find a LM7 or the Gen 4 variant AFM will be removed totally.
No one wonders
Would like to see the same test on a 6.0 lq9
Did a Gen IV 5.3 in a 2013 Silverado... 224/232 .581"/.595" 113 LSA cam similar to the Crane - on Comp Lobes. Texas Speed PRC Stg 2.5 heads @ 58cc (706/862 cores), stock intake, TB, etc. Cheap Speed Engineering 1.75" headers and ORY. 3" cat back exhaust. 3200 converter, 4.10 gears, heavy 20" wheel/tire combo. It made 420 rwhp/398 rwtq on 93 octane swill. My truck is a 2001 Silverado... LQ4/80E swap, EPS 214/220 .598"/604" 111 LSA, TBSS intake, 92mm TB, 1.75" headers, 2.5" down pipes, dual in/single 3.5" out Magnaflow, 4.10 gears. Going to see what it does on the same dyno Wednesday. Previously did 349/384 on 87 octane - different dyno. Swapping to a set of AI rebuilt/milled 799s (no porting), FAST LSXRT, and a 3000 converter, + 93 octane. These tests have me rethinking... maybe I need a set of 862s pretty much untouched. Keep the TBSS intake, and do the converter + retune on 93. I use my truck as a daily/tow pig. Thought I had a plan, now - not so sure.
I have a 2019 Sierra 5.3 that I seriously want to get in to. All of this gets my juices flowing lol
Can you test off the shelf turbo logs on several engines and see how they stack against tubular manifolds? Where do they choke out on backpressure etc. Keep up the good vids
www.dragzine.com/tech-stories/dyno-testing/turbo-manifold-dyno-test-cast-manifolds-vs-tubular-race-headers/
Richard did already haha
1 for sure boost it ,, 2 this is great ,you are answering all my build questions and making me rethink my build . Was originally just wanting 500 hp and thinking low boost on a China turbo would get me there and still drive on the street . Wow
I really like that cam selection, seems like you could run that in a car/truck and not effect drivability at all.
My 5.3 LH6 has 243 heads, DOD delete, flat top pistons(10.5:1), Howard’s ASA cam, LS6 springs and made 325 whp ,about 375 at the motor. Nice chop at idle, but has a nice fat torque curve in the mid range. With a T56 it is fun in my 2900 lb. Volvo 240!
good news-325 wheel is more than 375 flywheel hp-a stock 5.3L makes 355 hp the way we test it
And I use LS1 intake due to hood clearance.
@@jord9308 Try an ls2 intake, it'll give you a bit more power.
It would be nice to see all these test without new heads most people doing junkyard motors new heads ain’t in the budget
Personally I would never buy a FAST intake just because it costs the same price as the gen4 aluminum longblock 5.3!
LM7 are even more cheaper.
Aftermarket cam with valve springs can give you some REAL power upgrade but the FAST intake costs A LOT and you'll get just a little more power for it's money.
Not to mention you can buy TBSS dirt cheap or LS2 Dorman for 1/3 of FAST intake's price if you can only use a car intake and still get more power than stock! 👏
---
Thanks for another great test! ✊
Man I love going back and watching these vids. So much info
still amazes me how well these engines perform stock with just a freshen up.
I used a stage 3 Texas speed low lift cam with 799 heads milled 0.40 with trunion kit ls7 timing chain set up ls7 lifters and high pressure oil pump 2011 Chevy Tahoe daily driver
Stock torque converter???
I'm running a 5.3 LM4 with flat top pistons, that has been balanced.BTR Stage 2 Truck cam, 862 heads that are decked .010, port matched, and had a valve job at a performance shop, and all BTR top end parts., its. At approximately 10.8:1 copression, and when dyno tuned before exhaust upgrades, running stock exhaust, stock truck intake, and throttle body,, it put 389hp 392lb/ft to the wheels through an automatic transmission. I was rather impressed with the power output of these engines with relatively little work, or even expensive heads or intake upgrades
Man I love you. You literally have given me so many different set ups.
I like that they run the test and hold aftermarket company’s to be honest on what there product really does on every kind of combo, and if the stock stuff is better, and if it’s not worth the money they put it out there. Really makes the top company’s stand out! Like this test anything under 6k rpm the stock truck intake is the way to go and not worth the coin to upgrade, and even up top is it worth it depending on the combo to upgrade to say a fast intake. Thank you on the info you put out! Would love to see a test pushing the aluminum block and cast iron block to its limits. And to also see if or at what power level should you use cast iron over aluminum or does it matter? And at what power level should you upgrade to aftermarket or say a lsx block! Run them hard and tear them down and look for wear to see at what power level each block start to fail and wear out parts.
The truck intake did better than I thought it would
Keep up the quality content, brother! As a tuner I love seeing this information from an engine building stand point!
Preciated balsa wood Gorgonzola cheese
I would like to see your low buck build of these two combinations.
My buddy has an aluminum 5.3 with 243heads in a c1500, running btr stage 3 truck cam, long tubes, and ls6 intake, we will be testing it out any day now
I’d love to see this again with the SS2 cam and the same home head work on the 862/706’s. It’s seems to be one of the most, if not the most common asked questions and used combinations, with almost zero real world results.
250k 5.3 flexfuel in 07 silverado: BTR Truck Norris cam, springs, slightly upped compression, NBSS intake, edge cts2 tuner, Pace setter shorty headers, cat back with Jones straight through muffler into twin pipes, Very good so far!
Do more of these N/A videos on 5.3/5.7/6.0 stuff!!! Have you ever dynoed a TSP ms3 or ms4 cam?
I have not but would like to work with TS-someone go tell Cletus to hook me up-and send some of his viewers
@@richardholdener1727 that's what I'm talking about!!
Love all of your awesome chevy LS content. In a way I wish I hadn't discovered your channel just yet though, I had things I needed to do this year.
I'm planning to swap the 5.3P with summit pro cam, and bee Valve springs new trunnion set, hand ported 862 heads 862heads . Twin 50/65 turbos. On a BMW E36 chassis
Richard, Great job here in the combination test video. I too, will be reading results from the warriors out there, especially for the daily driver 5.3L as retirement does not include 1K intakes or CNC heads. After 35 years of fixing as a dealer tech, I like the longevity stories with good fuel economy using home skills, headers and maybe a cam. Just want to be able to afford to buy new britches from time to time, while still feeling the seat move under them. Plus, few weekends under the hood with the feeling I went too far. Thanks again.
ASE Master Tech - Retired
Great videos. I appreciate all the testing you post. I would love to see upgrades shown individually. It would be cool to see how the cam works with stock heads and then the difference with ported heads.
Yes!!!
This is amazing. I have the 4.8 in a beat up 08 Sierra. It runs well but I don’t think the truck would hold up to this kind of power!
@shanefadden you’d be surprised. The little packages pack a punch, you just have to bring it out if them
I would appreciate a test of full FEAD vs. Dyno prepped (electric water pump, no alternator, no fan, ect..)
I ran a 5.3L with all the factory stuff then pulled it off 1 at a time-might be time to convert that story to a video
The Texas speed cams are great! I DD a firehawk with a ls2 and a 228r cam. Made 420hp through a 4l60 and a stock 10 bolt
Thank you so much for sharing this info. I just recently picked up a 5.3 to go into my 2000 silverado 1500, so I'm definitely doing this with my engine
He says he's not a CHEVY guy, yet most of his vids are about LS engines and other SBC's!...Richard you ARE a Chevy man!....BOWTIES RULES!!!
Even as a Mopar nut, I love the hell out of this Channel. Richard is awesome.
For daily driver cam, I really like the Summit Racing "Ghost" cam. I replaced the ASA cam that I had in my Cougar with the "Ghost" cam and it picked up both torque and HP. This is also a good cam if you plan to go with a turbo later. Summit Racing used to call the "Ghost" cam their Stage 1 turbo cam.
SUPER happy with my Brute Speed blower cam for a bolt on LS1. Even without the D1SC; it’s super drivable, great idle, and the springs last. All this while making killer peak power, while producing great numbers and response UNDER the curve. Bob Beam ftw! Honestly want to use it in a 4-point-great, with TBSS intake, and s400 in my next s10/LS build…
TBSS intake and ss2
How’s that combo?
I’m surprised the truck intakes are right up there the FAST intake after the cams and porting. I got a express work truck with a 6.0L I plan on stealing the motor from when the body finishes rusting away. Great info!
This is great. My project is to build a JY motor for a weekend racer with a stock manual transmission but with good HP & higher RPM's that doesn't create too much torque to blow the stock trans. Like my BMW except I want to build it with a GM LS. I think that is going to be awesome to show up with something like that.
Hey richard i think you should keep the heads install the bigger cam and just run a ls6 intake with a ported throttle body
Richard, this kinda leads into a best off the shelf cam for a NA 5.3 test, watcha think? With some 863/706 milled and some hand clean up and a dorman LS2 for car apps and a TBSS for trucks test. It'd be a great inexpensive 500+ HP street engine for sure !
Can't not notice the hands now. Damn it Matt!
Oh they are coming back
I don't mind the hands. You speak clearly and your words flow. That's what's important
On my daily truck I have long tube tsp and catless y pipe , cam tsp in & ex 220 lobe lift .353 Lift .600 separation 112 intake center 110 , stock bottom end , Apr head bolts 243 heads ported and tsp valve springs ,fast lsxrt intake, k&n cool air intake , stock fuel pump & injectors & throttle body. I'm maxed out on my fuel system after injectors and fuel pump is upgraded a 102mm throttle body will be put on . plan to procharged after drag car is done 👍👍👍🏎🏎🏎
Home porting stock 5.3 heads ls6 cam and Tbss intake and a good tune great for daily driver worked great for me.
I have a 4.8 it’s got 882 heads, mild comp cam can’t remember the lift, 6l intake manifold and a 80mm precision turbo it’s an absolute blast for a cheap build
Those LS platforms are crazy.
Yup...as a "Ford guy" I'm super jealous of the LS!
Wouldn't hesitate to put one in my old Mustang.
I had a 383 stroker LS1 built and I tossed it in a stripped down 88 Corvette, I called it the Vet Kart. That this was STUPID.
Thanks Richard! I'm in the research phase for a possible 5.1 build for an autocross motor. There is a 300lb weight break at that size so it's very interesting to see real world numbers. Trying to imagine what a slightly offset ground 4.8 crank in an LS1 would make with some head work and a cam along with my existing FAST parts. Really want to see 450whp and ideally ~330wtq by 3000rpm.
This video makes me think it will work with the extra 0.3L, more compression, and E85.
My 4.8 has 862 heads that I P&P the hell out of both intake and exhaust.I also cleaned the chamber and polished it. My intake is a Dormen 3 piece that I had to reseal....The TB is factory all in sync using an LS9 cam. All feeding a GT45 with an intercooler all stuffed into a Foxbody
Almost done pnp a set of performer rpms. About 3 weeks in. I polished exhaust and chambers. What finish did you leave the intake runner with? I have mine in 80 then 120 did you polish that too?
hey FYI-the finish is only for looks-it plays no part in power-but I do so like the shiny!
Isn't there some anti carbon buildup and resist detonation or something? If not i wasted a lot of time lol
@@buiItnotbought yeah you should have just stayed with 80 grit and left it at that lol. But I'm sure it's shiny as heck!!😁
@@allanb3222 I remember reading some articles that polished chambers reduced hot spots during combustion because how the heat is spread. Either way im 80% done. This is for my friends 416 sb chrysler that im putting twin 7675 precisions
That's awesome you showed the truck intake numbers along with the fast intake.
That said, if i can fit the tbss, i will.
Camshaft? Whatever used aftermarket i can find that's close to what you say works.
Absolutely love the show and the amount of content! Just wish we could hear the dyno pulls 😭
some of the older tests don't have video for the dyno-they were done for print/web articles-lots do though! All going forward obviously will
I second that. I would love to see the Dyno run
Quickly becoming one of my favorite car series. Love it
Mr Holdener, many of us are rebuilding 6.0 cathedral port motors for use in heavy 4x4 1500 trucks, and 2500/3500 tow trucks. We need all the aversge hp and tq possible from just off the converter (say 2200) to a 5500-6000 shift point. The btr truck torque 202/202 on 110 is a great start, but we need you to develop and sell a REAL TRUCK CAM. We all like a lumpy idle too 😁 How bout a lq9 with 317's, early truck intake. Test a couple gm cams, the btr truck 202/202 110lsa torque cam, the sdpc hot truck 214/218 on 111lsa, and some custom single pattern cams in the 208-218 range on 106-110 lsa. Our wide ratio automatics need all the torque from the converter stall, to a reasonable rpm shift point, then all the possible tq again on the shift recovery. Develop us a REAL truck cam on the dyno, and market it. We will buy it.
I ordered a custom cam motion 218/218 on a 108lsa 106icl for my z71 5.3 to 6.0 swap to see what happens on the dynojet😁
I have some interesting things I'm testing next week that might help these combos
There is a Howards shelf cam that is 210/214 108lsa 104icl that looks interesting too😁
Also the smaller $260 Summit brand truck cams. 205/218 and 209/218 😁
What if you did the same test with a 5.3 and then bored it to 5.7 with the same heads, cam, and intake just to see how much the extra CI impacts the power production across the rev range.
@@Future-Preps35 I am mainly curious how the bigger bore would behave with those heads and the added displacement would change the characteristics of the cam in 347 ci. I have a 5.3 that I want to bore to 5.7 with some 317 heads I have PnP and a Hi Ram with 417 or Shearer A2W IC and turbo it. My 2001 regular cab stepside bed has a stock head and bottom end 5.3 with a cam ground for the D1-SC at 12 psi, Fast LSXRT, 4L80E, Vig 3600, 4.11 and diff in the stock rear that I figure made 550-600. I sold the D1-SC because it was 6 rib and had their horizontal intercooler. I want to build a forged 5.3 or 5.7 with a nice turbo setup and would like to see 850-950whp for with a better converter and a 14 bolt 6 lug with the 3.42s and all new Vikings, spindles, Caltracs and Bogart or Weld drag pack.
I have that in my truck
The increase in compression is 👌🏼 and it run very hard for a daily
@@michaelprochaska9755 Have what in your truck? I've got a semi max effort 416 LS3 in my Trailblazer and have a LQ9 I'm putting some CNC 243 heads on with the Fast intake from my Silverado that I'll have ported, and the headers off it and the gears and diff in my Yukon. So I want a FI build.
For a forced induction setup you wont see a big difference between the 2 bore sizes especially when its much cheaper to turn it up a pound of boost.
Dale Thomas i like the way you think, the cubes would mostly just help with spool time of a turbo. Might help with revving it out a bit farther because of the extra bore but probably not enough to matter
Made 390 tire with ms3 cam header only 5.7 ls1 throw a 4l60e and drove vary well
What about an Lm7 with hand ported 243’s and test out the whole lineup of Summit branded Ls cams with a TBSS intake?
Agree, except I would say to use hand ported (just cleaned up) 706/862s.
if you swapped those heads on there you would have to mill them to get the compression up
at least the summit turbo stage 2 and 3 cams VS sloppy stage 2
SS2 vs the world test is in the making
@@ryanaxberg9263 I don't understand 706/862 =:61.15cc, 243=:64.45cc. so 243's would lower compression but have larger valves
Ly2 with hand ported and milled 243/799's with ms4 cam. Crank it till the rod bolts give!
It will stop making power well before the rod bolts give up
Are we going to see the ebay TT 454 setup, that a lot of us want to see?
@@dj4monie That's what I am planing on doing TWINS baby TWINS!!!! Who don't like a pair of sexy Twins!!!!
I’d like to know the best combo on a 5.3 to make the most torque from off idle to no more than 5k rpm. The realistic place that most DDs get used!
You see the test results for the baseline? There ya go. No one spends hard earned money to limit themselves to 5k rpm.
lots of guys want more low speed torque in their DD and lots of guys want more top end.
Get a custom cam cut w/ similar timing events as stock but w/ much more aggressive lobes that will cause instability at 5500. Build a custom intake w/ much longer runners than even the stock intake, w/ similar cross section and taper. Waste of time/money. You want torque or a low rpm engine? Swap gears. Buy a diesel. Dont ‘build’ a 5.3 for a 5k redline.
@@HerrPoopschitz lots of people who tow campers, boats, and ect want low end torque
Test the Holley Hi ram on the 4.8, and the 5.3 in a intake test then throw nitrous at the them.
forget the high ram, how about the mid or the new LOW! Really wanna see that low perform with the high ram and fit in some car applications
both hi and low ram are very high rpm intakes-especially on 4.8L
Like to see what both would make with Vinci towing and performance STG2 cam. Home ported and milled heads with ported truck intake.
Best LS info on TH-cam!
Can you do a video on what you look for when getting a junkyard engine and how to avoid getting a rotten egg
PLEASE! Sloppy cams (in any brand) vs Summit cams (at least for turbo). SS2 vs. Summit LS pro cam stage 2 vs. Summit stage 3 on stock turbo 5.3 with factory manifolds and cheap ebay turbo
the SS2 vs the world is coming up
@@richardholdener1727 OMG this made my day
I feel like an LS expert just by watching this channel
Awesome! My go-to intake on LS is a carb setup. The drop in IATs with the fuel atomization can allow for as much as 36 degrees of ign advance on 93.
A good idea that I’ve never seen a comparison on however would be the differences N/A on extreme cam LSA. Cams with similar lift and duration but say 106 LSA vs. 115 LSA and how it affects the power curve.
i did test 4 cams ranging from 120 lsa down to 108 I think-ill check
Richard Holdener Sweet! Would be a cool thing to see how the power under the curve changes with different LSAs. I know one end of the spectrum is for PD Blowers and others Turbo or NA. But when it comes to choosing a cam for the street, I see how it can be difficult to pick a cam to fit your setup (ie. vehicle weight, gearing, converter, etc.).
I’ve been kicking around the idea of an engine swap on my Miata. The rules for the class I want to run in limit displacement to 5.0L. So I was thinking about a big bore 4.8L / 303 CI, this video has further solidified that notion.
Thanks!