I have no power with an electric stove, my fence is down, and my shed is destroyed from hurricane Zeta last night. But my phone has power and Richard is doing a dyno test!.. This made my day 😎
I had a 95 caprice 4.3 L99 a few years back. Great running low mileage car. Smooth runner, reliable, never gave me a lick of trouble. Consistent 20mpg too even with a heavy foot. I wanted to turbo it. Maybe one day I’ll get another and do it.
Richard, I stroked one of these to a 305 about 15 years ago. Used the aluminum heads from a LT1 and had them milled down. Used the thin head gaskets for a LT1 B-car and flat top 305 pistons for a 90s LB9. Used the Lt4 hot cam. Ran very strong in a Caprice with a 3.73 gear and S10 torque converter. Stole the crank and rods and put them into a 350 Vortec block. Used flat top pistons and thin head gaskets. Used a Crane 276 roller cam. Single plane victor jr intake and a 454 TBI. Was a 7,500 rpm screamer in an 83 Malibu with a T-56 and 4.10 gears.
what do i need for stroker L99? change camshaft and crankshaft? does it need to program pcm after this? fuel injectors are stock l99 or are needed to change to more powerful?
He's taking decades worth of already published magazine articles and making videos about them. 85% of the stuff on his channel was in print 10 years ago lol. Dont get me wrong, I'm thankful for the content. But almost none of it is new information lol.
@@michaelallen2501 That's okay for me because it seems to be making all the stuff I read over the years to reorganize itself in my head and totally make sense. The nice thing is how the difference of the new plastic type fuel injection intake manifolds compare to the old style carburetor manifolds of every make. The cams and compression are all sort of known's, especially the older grinds. Summit has a new guy there that has cams ground, to his spec's, and it seems to be making a difference. I think Richard may have to see if he can come across one of those Summit grinds. They are not just relabeled. All in all tons of good stuff no matter if its old data or new stuff.
@@michaelallen2501 Richard has literally written books about the stuff he is teaching online now. And it was long time.ago. And he has experience of building his own racing engines. So he has a little more knowledge than magazine articles. And he has written some of them too. This was in no means a negative comment btw. If it sounds like that, I'm sorry about that. :)
Richard: I know you know this, but this is a reminder. That upper 5/8 hose on your water pump is absolutely vital component to a reverse cooling system. It's soul purpose is to carry off the steam back to the recovery tank and prevent it from entering the engine causing over heating. Of course the dyno cooling system is preventing problems because it's cool enough to reduce the vapor. Reverse cooling systems are superior to conventional cooling systems because they constantly keep the coolant moving thru the radiator for extra cooling thus allowing a smaller system to perform like a much bigger one. However there are rules that must be followed for the system to work. The coolant must constantly move, and the water vapor has to be vented off before it enters the engine.
Makes me think of a 3500cc Buick/Rover engined Rover P6 that used to be racing after criminals in the 1970's in the UK up and down the A23 in Sth London.
Gut less wonder, looks and real world performance are a world of difference that motor is the worst in a long line of GM garbage ,Digital 4100 V8 had the same problems a decade and a half before, their was no learning curve !!!!!!
I just built a 306 using this crank and rods with normal compression height 350 pistons small dome. .030 over. Fully balanced. Arp hardware. Running procomp 205 heads and howards solid roller. Going in my 92 z28 with t5 4.11 rear.
Does Richard sleep? Do we know? This guy must go non-stop to bring this content. All of the work hes doing swapping parts on the engines, as well as setting them up on the dyno, that all takes time! This dude is a machine.
I run high zinc oil in my LT1 too. Hard to find pre mixed around here but i manage ! Thanks for doing these tests on LT1s, so many people hate them but im in love with mine.
This engine and the 350 LT1 have a roller cam and lifters so the need for the zinc is not so critical on this engine. Flat tappet lifters are the ones that really need the zinc. Ask Richard about using zinc
I have a soft spot for old LT stuff my first actual fast street/strip car was a 95 Firebird Formula I got a few months before I turned 18 back in 2008 it was a a4 4l60 car it ran 8.70s stock on street tires with the muffler off and and on 26x10 stiff wall Mickey's it went low 8.60s all day and pb 8.59 it was a factory freak in my opinion it hurt alot of feelings when it was stock lol but me and that car went through alot and it tought me so many valuable lessons going from stock to a pretty nasty street car! I learned fast the 4l60 had to go so swapping over to a th350 with a cheap converter and a 4.10 gear was really the first big mod then a cai intake coolant egr/emissions and a/c delete, pacesetter longtubes nitrous and a tune some used lower and upper control arms and eibach drag launch springs and some Lakewood 90/10's and 50/50s that got it in the 7.50s. I ended up putting a window in that motor, I picked up a low mile LT1 and while it was out of the car it got nasty cam from advanced Inductions and they CNC'ed the factory heads and i found a LT4 intake and a plate kit instead of a fogger nozle in front of the throttle body also swapped over to a set of Hooker headers with bigger primaries it went back in the car with a nice PTC converter and the factory efi but couldn't ever get the tune right and got tired of paying and it never getting it sorted out all the wayit went a best of 6.94 running like shit on a 175shot back then all I knew how to tune was carb nitrous stuff so I swapped it over to single plain GMPP carb intake and a proform 780cfm carb and a NOS big shot plate and one of Edelbrocks bigass gray box edelbrock nitrous controller and it ended up goin 6.60s (it did get a few more suspension mods and a 8 point cage) on a 200shot for alot longer than it should have and killed 5 10 bolts and a couple input shafts but all good things come to a end and in 2010 a month before my 20th birthday i got rear ended by a damn UPS truck! Totaled....
Very cool little engine and makes plenty of power for its size. It would be perfect in a light weight rig and you wouldn't be stopping all the time to fill the tank. Now we wait patiently to see what it makes with boost.
5:54 Found out in my 97 camaro at about 180k miles the teeth on that thing wore so thin one day I cranked it up the cam sheared the teeth off the oil drive gear and whoops no oil psi. That cost me an engine. didnt catch it quick enough tired n sleepy going to work one morning. quick rod knock. On new engine at 125k or so I'm gonna change that gear good or bad.
I thought I bought an l99 from a wrecking yard and was disappointed to find it was an LT1 when I pulled the heads. I wanted the rods and crank to use in a 305 1 piece rear seal block for an S10 V8 T56 conversion. The wrecking yard thought I was nuts when I returned it. Maybe they thought everybody wants a 350. Great video! I Would love to see how a cam and roller rockers would help in the power department.
the stamina on the L99 must be outrageous. keep it floored until it runs out of fuel. I run a 305 today, made it my favorite decades ago. The problem with short stroke was fuel delivery way back when. today with it right at the port setting dwell.. must be a very nice motor.
She runs pretty good I just don’t make visiting the floorboard a frequent event because the l99 cranks are cast not forged. It is kinda gutless on the very bottom rpm range.
I like the 4.3 v6, strong little engine. But the 4.3 v8 wins my heart on the sound alone. Blahhhh vs Buzzzz. But im a Ford guy, and love the power the eco-boost makes in my F150, but it sounds like a v6. If I had it to do over again, I'd get the 5.0 just for the noise.
@@BLACKLACDTS not everyone needs an LS or a lot of power. Like the old saying. It's a lot more fun riding a slow bike fast than a fast bike slow. Mild cam upgrade behind a 4 speed and it would be a lot of fun for a daily driver and last a very long time and probably get decent fuel mileage. It's already up 110hp and 70tq over the 4.3 v6 in my El Camino now just like it sits. Peak torque in mine was rated a 210tq at 2,000 and peak 130hp at 4,100rpm.
@@BLACKLACDTS Worth it is relative. These engines aren’t at all sought after to my knowledge and at least in my area you can get them for $150-250 complete. Even an old LT1 goes for more. Aside from that it’s different than what everyone else does and I found a very niche purpose for it in an application that the owner wanted a cruiser out of his dads old S10 that sounded good and returned good fuel mileage with stock like reliability that he could complete on a budget. Well a cam and some basic tune up work I was able to help him out with an engine that sounds like a built SBC but cruises while getting mid 20s MPG in that chassis. It won’t win any races but he has no intention of ever setting a tire on track with this little truck, and with spending only under 2 grand for the entire drivetrain he was able to put some coin in to bringing the body back and a really nice paint job. He could have had me drop an LT or LS platform in it but it would have cost at least twice as much for what amounts to power that not everyone is even looking to make.
@@kennethpowers8995 to be honest I was looking for one of these little 4.3's months ago and gave up. They are nonexistent at my local pick n pull. I would have been happy just to find a crank from one because I have a 305 block it would fit, but no luck. It really is just like motorcycles. They keep getting bigger and bigger displacement but I've never enjoyed them anywhere near as much as my little slow 200-400cc bikes.
Those plugs needed a serious bath! I haven't seen plugs that bad since, wait, I have never seen plugs that bad. That includes 2 strokes and 4 strokes. I really like how your planning on going on the road mre. That should really allow for some pros who focus on a certain style of engine to really show off what they can do. Looks like a lot of fun in the future!
I'm a fan of old port injection setups. Can't wait to see the original intake being ran, You may need to clearance it to clear the distributor and add a hold down tab.
Just a crazy idea I had when he showed the pic of disassembly. Haha what if someone made an adapter to slap a carb in that FI intake ? It would have a 90 bend in it so the carb sat upright , which sucks for flow but it might be interesting to see a number from it. Hood clearance be damned with that setup though 😂
That torque curve explains why everyone thought these were dogs in the caprice. My caprice weights just over 5000#s with a 2.98 rear end. It cruises down the road at 65 turning 1700rpm. It is nowhere close to its power curve. Will be interesting to see what the lt1 intake and injection does to it.
These cars barely made 200hp in stock L99 form with the FI. The amount of work necessary to get that measly stinking extra 75 hp from that piece of shit is completely *unjustified*. What idiot would find this moronic video even remotely useful.
@@ThunderAppeal probably someone who actually likes making things better instead of going in debt to buy power out of a box. Talent is a gift that is used to exceed design limitations, too bad you don't have any.
The 4.3 v8 is actually a decent motor, I think it would make for a good swap in a smaller engine bay. Something like a jam import car or a older isuzu pickup.
When these 265s were new GM Performance put one in a tri-5 to show it off. It got some magazine coverage but people think big numbers are cooler. Never saw another grace the media. Would like to see yours on E85 and boost. Years ago I took a roller block 305, 307/327 LJ crank, KB 186 pistons, used the 5.94" rods, L-98 113 heads w/1.6 rockers, and a GM 395 hyd. roller cam. Scared the machinist with the block decking requirement until he did the math. Fuel limited by the first gen Holley Projection TPI 2bbl meant for delivery trucks. Never harmed any driveline parts and made all the noise needed for Saturday nights. A modern 4.8L with bad plugs would equal it.
@@Hanzyscure They may have tried that but I'm thinking it was a Hot Cam and GM's (or Holley's?) electronic version of the old mechanical injection. Probably more for looks but they had anything they wanted back then. I'm sure they were faster in a 4,000lb. car then I was in a 2200lb. Monza.
@@ianmcfarlane4257 The 56 Chevy had the 265 factory power pack available with dual quads rated at 265hp. In a Belair with a powerglide the tires would break loose shifting into drive at 80mph pedal to metal.
I remember when this engine came out one of the magazines took it and put it in a 55 Chevy. They also had a camshaft made to 1955 specs and put that in then did a horsepower test and it put numbers up in the low 300 horse. Do you remember this? I think it would be great if you tried that with this one before you put tons of boost through it to see what happens.
I remember that yellow '55 post car from the Power Tour about 22-23 years ago. Built by Mark McPhail from GM performance. It was such a dog they eventually replaced the 4.3 with a 5.7 LT1
I've been thinking about pulling a crank from one of these and stick in a lt1 block and making a 3" stroke 4" bore lt1 302 DZ same rod and main journal would be cheap and different
@@robinesavage404 yeah I guess they were the same except for the iron vs. Aluminum heads, smaller injectors, smaller valve springs, smaller cam, smaller throttle body, different exhaust manifolds, less aggressive tune oh, so I guess you're right pretty much the exact same🤣
@@dam4274 It looks like the third generation Caprice had a 4.3 V6 as an option for a little while. The fourth generation (the bubble Caprice) only had V8's available. I believe the options were 4.3 (V8), 5.0, 5.7, and 5.7 LT1.
That's respectable output. Who made that intake manifold? It looked pretty tall. I built a 60-over 283 years ago w Edelbrock heads and I considered a Performer RPM for it. I talked to Edelbrock and they did not recommend a Perf RPM for anything under 300 inches at that time.
Did you ever seen on any L99 (LS3) oil leak from head gasket? I have small leak coming somewhere from top, couldn't determine, is it valve cover or head gasket leaking :(
Video idea: Your favorite LS, change the oil pump springs from normal, to 10 PSI over, to the 25+ over and see what the dyno results are. Just put in a Melling high pressure and it came with all 3 springs. Made me wonder what kind of difference it could make on parasitic loss, and if the increased pressure to the lifters might change output.
Who makes the best rebuild kit for a 2002 4.3 vortec? I have a 2002 astro with 240k miles thinking about rebuilding or finding lower mileage to rebuild. Lots of rebuild kits but I assume some are better than others.
Now that is a little different... kinda cool. Like to see someone on youtube play with a GM SP350-357 crate engine. They start out with 407 LB FT. Have a cam made with stock .473 lift and another 10 or 15 Deg duration and some more valve spring what would it do?
These test and motors are cool but I always ask myself is it worth it? A LT1 can be had for probably the same price or even cheaper and will make more power.
@@Ed70Nova427 Well when you are 6ft5 and 300lbs you tend to intimidate people, and if it was me I wouldn't want some giant stranger walking in and calling me by name randomly.
I think this is the engine in my 94 Caprice... I want to see every test Richard I want to know how to get more power out of mine or would it be better to just buy the LT1...
Richard might this be a good one to test twin turbo vs twin turbo/twin scroll? I would think being a small displacement that it would have better gains.
I’d love to see some work on the 5.7 lt1. Iron head version of course. Consider swapping for a 5.3 since the aftermarket is there... C’mon rich do the 5.7 lt1 ver.2. Iron head dyno and then throw some boost in it. My 96 impala ss is waiting for results. 😂
It uses a B-car or Vortec grind to start with. B-car grind is straight up. Vortec grind advanced 5°. L99 cam is 191/196 @ .050, .414/.428 lift, 111 LSA and 111 ICL.
Hey! Will you do a 4.6 Northstar engine? Those things are crazy restricted from the factory computer and exhaust. It’s a FWD V8 and the stock exhaust is probably one of the worst in history...
@@BARRYMCOCKINER94 Yea man they are fantastic engines when working well. It’s a shame about the head bolt flaw in most of them. If it weren’t for that and half case oil leaks I’m sure it would be one of the best V8s from the 90s. The factory tuning on those engines holds back a lot of power for the sake of drive ability and such. I’ve seen just a good tune and nothing else pick up 30-40 hp consistently on those engines...
@@trizkial7592 Forsure! Check out northstar performance, the sell an oversized stud kit for the cylinder heads and lower ends that fix that problem. I think it would be cool to throw one in a fiero.
@@BARRYMCOCKINER94 Yea man I have mine apart right now and my bullet proof kit from them just got shipped. I’m waiting on his cams and tune to come out to finish my build lol
No sir its not a maybe it works maybe it doesn't. U can fix anything so its a it will be working soon lmao. Wish I could work on my own. Do u know what long tube headers I could run on my 94 lt1 in caprice 9c1. Don't want pay 1500 for clear image need some in the 400 range thanks.
LT1 heads are not bad, basically a prequel to vortecs. Well in my opinion it was the L98 alum heads version one, LT1 heads version two and vortec's the third & final
I have no power with an electric stove, my fence is down, and my shed is destroyed from hurricane Zeta last night. But my phone has power and Richard is doing a dyno test!.. This made my day 😎
Hope everything gets better! Be safe
God speed my friend. Wishing you a fast recovery!
Same here south ms still doesn’t have power. But we have Richard to entertain us
Best wishes to ya'll in the South, 💪🇺🇸
Thanks 🙏
I had a 95 caprice 4.3 L99 a few years back. Great running low mileage car. Smooth runner, reliable, never gave me a lick of trouble. Consistent 20mpg too even with a heavy foot. I wanted to turbo it. Maybe one day I’ll get another and do it.
Richard, I stroked one of these to a 305 about 15 years ago. Used the aluminum heads from a LT1 and had them milled down. Used the thin head gaskets for a LT1 B-car and flat top 305 pistons for a 90s LB9. Used the Lt4 hot cam. Ran very strong in a Caprice with a 3.73 gear and S10 torque converter.
Stole the crank and rods and put them into a 350 Vortec block. Used flat top pistons and thin head gaskets. Used a Crane 276 roller cam. Single plane victor jr intake and a 454 TBI. Was a 7,500 rpm screamer in an 83 Malibu with a T-56 and 4.10 gears.
7500RPM TBI topped motor... you are the man.
what do i need for stroker L99? change camshaft and crankshaft? does it need to program pcm after this? fuel injectors are stock l99 or are needed to change to more powerful?
The shear amount of knowledge that this man is going to drop on the internet is mind boggling.
Yeah man, that's a fact...
He's taking decades worth of already published magazine articles and making videos about them. 85% of the stuff on his channel was in print 10 years ago lol. Dont get me wrong, I'm thankful for the content. But almost none of it is new information lol.
@@michaelallen2501 That's okay for me because it seems to be making all the stuff I read over the years to reorganize itself in my head and totally make sense. The nice thing is how the difference of the new plastic type fuel injection intake manifolds compare to the old style carburetor manifolds of every make. The cams and compression are all sort of known's, especially the older grinds. Summit has a new guy there that has cams ground, to his spec's, and it seems to be making a difference. I think Richard may have to see if he can come across one of those Summit grinds. They are not just relabeled.
All in all tons of good stuff no matter if its old data or new stuff.
@@michaelallen2501 Richard has literally written books about the stuff he is teaching online now. And it was long time.ago. And he has experience of building his own racing engines. So he has a little more knowledge than magazine articles. And he has written some of them too. This was in no means a negative comment btw. If it sounds like that, I'm sorry about that. :)
I love the passion you have for engine theory and wanting to find out what does what.
Would leave to see that crank combined with LT1 bore to make a 302. Have heard of it being done but have never seen dyno results.
that is the plan
Richard: I know you know this, but this is a reminder. That upper 5/8 hose on your water pump is absolutely vital component to a reverse cooling system. It's soul purpose is to carry off the steam back to the recovery tank and prevent it from entering the engine causing over heating. Of course the dyno cooling system is preventing problems because it's cool enough to reduce the vapor. Reverse cooling systems are superior to conventional cooling systems because they constantly keep the coolant moving thru the radiator for extra cooling thus allowing a smaller system to perform like a much bigger one. However there are rules that must be followed for the system to work. The coolant must constantly move, and the water vapor has to be vented off before it enters the engine.
You are one of the first people I’ve heard explain this perfectly
Cool little motor, be neat to make this thing scream, big cam, singel plane intake, 180 degree header... cool tests keep it up!
Makes me think of a 3500cc Buick/Rover engined Rover P6 that used to be racing after criminals in the 1970's in the UK up and down the A23 in Sth London.
Gut less wonder, looks and real world performance are a world of difference that motor is the worst in a long line of GM garbage ,Digital 4100 V8 had the same problems a decade and a half before, their was no learning curve !!!!!!
I just built a 306 using this crank and rods with normal compression height 350 pistons small dome. .030 over. Fully balanced. Arp hardware. Running procomp 205 heads and howards solid roller. Going in my 92 z28 with t5 4.11 rear.
Thank you Richard. I am far too steeped into the gen 2 LT1 and I appreciate you focusing on the bastard child of the SBC world.
Baby LT1 was basically the new 305 🤣🤣🤣🤣
@@jonathanlawson4667 The new 305 replacement was technically the 3.8l series 1 and 2 v6
Nothing but respect for this guy!! Richard is definitely in my Hot rod hall of fame. Thanks Rich
Does Richard sleep? Do we know? This guy must go non-stop to bring this content. All of the work hes doing swapping parts on the engines, as well as setting them up on the dyno, that all takes time! This dude is a machine.
I run high zinc oil in my LT1 too. Hard to find pre mixed around here but i manage ! Thanks for doing these tests on LT1s, so many people hate them but im in love with mine.
This engine and the 350 LT1 have a roller cam and lifters so the need for the zinc is not so critical on this engine. Flat tappet lifters are the ones that really need the zinc. Ask Richard about using zinc
I have a soft spot for old LT stuff my first actual fast street/strip car was a 95 Firebird Formula I got a few months before I turned 18 back in 2008 it was a a4 4l60 car it ran 8.70s stock on street tires with the muffler off and and on 26x10 stiff wall Mickey's it went low 8.60s all day and pb 8.59 it was a factory freak in my opinion it hurt alot of feelings when it was stock lol but me and that car went through alot and it tought me so many valuable lessons going from stock to a pretty nasty street car! I learned fast the 4l60 had to go so swapping over to a th350 with a cheap converter and a 4.10 gear was really the first big mod then a cai intake coolant egr/emissions and a/c delete, pacesetter longtubes nitrous and a tune some used lower and upper control arms and eibach drag launch springs and some Lakewood 90/10's and 50/50s that got it in the 7.50s. I ended up putting a window in that motor, I picked up a low mile LT1 and while it was out of the car it got nasty cam from advanced Inductions and they CNC'ed the factory heads and i found a LT4 intake and a plate kit instead of a fogger nozle in front of the throttle body also swapped over to a set of Hooker headers with bigger primaries it went back in the car with a nice PTC converter and the factory efi but couldn't ever get the tune right and got tired of paying and it never getting it sorted out all the wayit went a best of 6.94 running like shit on a 175shot back then all I knew how to tune was carb nitrous stuff so I swapped it over to single plain GMPP carb intake and a proform 780cfm carb and a NOS big shot plate and one of Edelbrocks bigass gray box edelbrock nitrous controller and it ended up goin 6.60s (it did get a few more suspension mods and a 8 point cage) on a 200shot for alot longer than it should have and killed 5 10 bolts and a couple input shafts but all good things come to a end and in 2010 a month before my 20th birthday i got rear ended by a damn UPS truck! Totaled....
Very cool little engine and makes plenty of power for its size. It would be perfect in a light weight rig and you wouldn't be stopping all the time to fill the tank. Now we wait patiently to see what it makes with boost.
5:54 Found out in my 97 camaro at about 180k miles the teeth on that thing wore so thin one day I cranked it up the cam sheared the teeth off the oil drive gear and whoops no oil psi. That cost me an engine. didnt catch it quick enough tired n sleepy going to work one morning. quick rod knock. On new engine at 125k or so I'm gonna change that gear good or bad.
I thought I bought an l99 from a wrecking yard and was disappointed to find it was an LT1 when I pulled the heads. I wanted the rods and crank to use in a 305 1 piece rear seal block for an S10 V8 T56 conversion. The wrecking yard thought I was nuts when I returned it. Maybe they thought everybody wants a 350. Great video! I Would love to see how a cam and roller rockers would help in the power department.
the stamina on the L99 must be outrageous. keep it floored until it runs out of fuel. I run a 305 today, made it my favorite decades ago. The problem with short stroke was fuel delivery way back when. today with it right at the port setting dwell.. must be a very nice motor.
305 and 350 uses the same crank
Yes, the 305 and 350 use the same 3.480 crank and 5.7 length rods.The l99 uses a 3.0 stroke crank and 5.940 rods
She runs pretty good I just don’t make visiting the floorboard a frequent event because the l99 cranks are cast not forged. It is kinda gutless on the very bottom rpm range.
@@Vantrise-cg1of The crank is plenty strong from the factory.
I like the 4.3 v6, strong little engine. But the 4.3 v8 wins my heart on the sound alone. Blahhhh vs Buzzzz. But im a Ford guy, and love the power the eco-boost makes in my F150, but it sounds like a v6. If I had it to do over again, I'd get the 5.0 just for the noise.
I'm with you on that. I love the sound of the v8
throw an lt4 hot cam in it or a cc 306... rev it out! needed 8 new ngk tr6s
Super impressive for what it is, I was not expecting those numbers with the stock cam. 👍🏻
Can't wait to see the curve with the stock LT1 intake. Really excited to see upgrades on this baby 🐭. Great content! Thanks for mixing it up Richard!
Even at those power levels I'm kinda empressed. Would make a nice DD setup for a gbody.
But is it worth it? So many better options like a LT1 or of course the LS.
@@BLACKLACDTS not everyone needs an LS or a lot of power. Like the old saying. It's a lot more fun riding a slow bike fast than a fast bike slow. Mild cam upgrade behind a 4 speed and it would be a lot of fun for a daily driver and last a very long time and probably get decent fuel mileage. It's already up 110hp and 70tq over the 4.3 v6 in my El Camino now just like it sits. Peak torque in mine was rated a 210tq at 2,000 and peak 130hp at 4,100rpm.
@@BLACKLACDTS Worth it is relative. These engines aren’t at all sought after to my knowledge and at least in my area you can get them for $150-250 complete. Even an old LT1 goes for more. Aside from that it’s different than what everyone else does and I found a very niche purpose for it in an application that the owner wanted a cruiser out of his dads old S10 that sounded good and returned good fuel mileage with stock like reliability that he could complete on a budget. Well a cam and some basic tune up work I was able to help him out with an engine that sounds like a built SBC but cruises while getting mid 20s MPG in that chassis. It won’t win any races but he has no intention of ever setting a tire on track with this little truck, and with spending only under 2 grand for the entire drivetrain he was able to put some coin in to bringing the body back and a really nice paint job. He could have had me drop an LT or LS platform in it but it would have cost at least twice as much for what amounts to power that not everyone is even looking to make.
@@kennethpowers8995 to be honest I was looking for one of these little 4.3's months ago and gave up. They are nonexistent at my local pick n pull. I would have been happy just to find a crank from one because I have a 305 block it would fit, but no luck. It really is just like motorcycles. They keep getting bigger and bigger displacement but I've never enjoyed them anywhere near as much as my little slow 200-400cc bikes.
That surpasses my expectations. Thanks Richard
One thing I never got on the LT1s is why they didn't go with DIS ignition. Buick was using it for years.
Looking forward to all the L99 & LT1 testing!
Richard, thank you for the live feed last night. That was awesome to be a part of. I for one hope that there's more of those in the future.
Those plugs needed a serious bath! I haven't seen plugs that bad since, wait, I have never seen plugs that bad.
That includes 2 strokes and 4 strokes. I really like how your planning on going on the road mre. That should really allow for some pros who focus on a certain style of engine to really show off what they can do. Looks like a lot of fun in the future!
I'm a fan of old port injection setups. Can't wait to see the original intake being ran, You may need to clearance it to clear the distributor and add a hold down tab.
Richard great job love that 4.3 motor runs very good.
Torque head system to make it 24x and Holley ,I've got it on my lt1 but have got it in my gen 4 yet but very interested in this motor
Good test. I'm gonna keep asking for a vacuum pump vs headed evac test. Please please. I live on these thoughts
Just a crazy idea I had when he showed the pic of disassembly.
Haha what if someone made an adapter to slap a carb in that FI intake ?
It would have a 90 bend in it so the carb sat upright , which sucks for flow but it might be interesting to see a number from it.
Hood clearance be damned with that setup though 😂
I was actually thinking about a side draft carb. Like a webber.
Love the 524hp Gladiator 350 build.
I wanna put that in a 55 or 56 chevy with a 265V8 as an upgrade since it's the same size. I think that would be neat.
That torque curve explains why everyone thought these were dogs in the caprice. My caprice weights just over 5000#s with a 2.98 rear end. It cruises down the road at 65 turning 1700rpm. It is nowhere close to its power curve. Will be interesting to see what the lt1 intake and injection does to it.
These cars barely made 200hp in stock L99 form with the FI.
The amount of work necessary to get that measly stinking extra 75 hp from that piece of shit is completely *unjustified*.
What idiot would find this moronic video even remotely useful.
@@ThunderAppeal probably someone who actually likes making things better instead of going in debt to buy power out of a box. Talent is a gift that is used to exceed design limitations, too bad you don't have any.
The 4.3 v8 is actually a decent motor, I think it would make for a good swap in a smaller engine bay. Something like a jam import car or a older isuzu pickup.
If I still had the “No-Go Nova,” and had sufficient money - I would build one of these as a replacement for the tired Long inline six…
When these 265s were new GM Performance put one in a tri-5 to show it off. It got some magazine coverage but people think big numbers are cooler. Never saw another grace the media. Would like to see yours on E85 and boost.
Years ago I took a roller block 305, 307/327 LJ crank, KB 186 pistons, used the 5.94" rods, L-98 113 heads w/1.6 rockers, and a GM 395 hyd. roller cam. Scared the machinist with the block decking requirement until he did the math.
Fuel limited by the first gen Holley Projection TPI 2bbl meant for delivery trucks. Never harmed any driveline parts and made all the noise needed for Saturday nights. A modern 4.8L with bad plugs would equal it.
Did that 265 55 have dual quads and a Duntov cam ?
@@Hanzyscure They may have tried that but I'm thinking it was a Hot Cam and GM's (or Holley's?) electronic version of the old mechanical injection. Probably more for looks but they had anything they wanted back then. I'm sure they were faster in a 4,000lb. car then I was in a 2200lb. Monza.
@@ianmcfarlane4257 The 56 Chevy had the 265 factory power pack available with dual quads rated at 265hp. In a Belair with a powerglide the tires would break loose shifting into drive at 80mph pedal to metal.
You said you could make a 305 out of that. Since people are always dogging on the 305, it would be nice to see what it could do in LT form.
It's pretty cool that you can convert it to a regular distributor, I didn't know you could do that with the LT1's
Unfortunately the intake manifold sells ew for over $400
Perfect candidate for a TPI setup!
funny you should say that
Great project and an awesome video!
You should compare the hot cam to the factory one to see if it's worth buying
I remember when this engine came out one of the magazines took it and put it in a 55 Chevy. They also had a camshaft made to 1955 specs and put that in then did a horsepower test and it put numbers up in the low 300 horse. Do you remember this? I think it would be great if you tried that with this one before you put tons of boost through it to see what happens.
we have cams-going in today
If I remember correctly that truck was a give away or raffle 🤔
It was not a truck it was a 2 door car
I remember that yellow '55 post car from the Power Tour about 22-23 years ago. Built by Mark McPhail from GM performance. It was such a dog they eventually replaced the 4.3 with a 5.7 LT1
@@maassauto :
I've been thinking about pulling a crank from one of these and stick in a lt1 block and making a 3" stroke 4" bore lt1 302 DZ same rod and main journal would be cheap and different
There was something about the crankshaft and a full size lt1 to make 302..
Same with a 4.8 in a 6.0 I think.
that is the plan
Super cool! I'd love to see a 5.7 built to the max for torque.
Critter made good power for the size of the thing
i’m not a fan of small displacement motors but they do make a good sound.
Richard, why don't you take the crank and the long rods and make a "modern" 302 chevy? Should work with lt1 pistons and a 4 inch bore.
that is the plan-and a 305 with the 5.7L crank and rods in the 4.3l block
I'm still hoping to see some more testing on the iron headed LT1. My 96 Roadmaster needs help
Can you recommend a rebuild kit for the 4.3 v8
I've heard people with a Chevy Caprice say oh, it's got a Vette motor in it... A thousand times🤣
The 5.7 ones did have the same LT1 as the Vette. Except it had iron heads.
@@robinesavage404 yeah I guess they were the same except for the iron vs. Aluminum heads, smaller injectors, smaller valve springs, smaller cam, smaller throttle body, different exhaust manifolds, less aggressive tune oh, so I guess you're right pretty much the exact same🤣
Because it is true! B-car LT1s had smaller cams, smaller injectors, smaller MAF, and different exhaust manifolds than a LT1 Corvette.
@James M I am not wrong. Messed with dozens of them. EDUCATE yourself. Look through some parts catalogs. Otherwise stop spewing false information.
@James M Iron head and aluminum heads are also tuned way differently. I have editing software and tune LT1s quite often.
I've always wondered what these things are capable of. My grandpas Caprice had this engine and it didn't seem like a total pig.
I thought the 4.3 V6 was in the Caprice for a short time.
@@dam4274 It looks like the third generation Caprice had a 4.3 V6 as an option for a little while. The fourth generation (the bubble Caprice) only had V8's available. I believe the options were 4.3 (V8), 5.0, 5.7, and 5.7 LT1.
That's respectable output. Who made that intake manifold? It looked pretty tall. I built a 60-over 283 years ago w Edelbrock heads and I considered a Performer RPM for it. I talked to Edelbrock and they did not recommend a Perf RPM for anything under 300 inches at that time.
GM Perf
Did you ever seen on any L99 (LS3) oil leak from head gasket? I have small leak coming somewhere from top, couldn't determine, is it valve cover or head gasket leaking :(
Impressed good hp for a small sbc mostly stock smog motor.
Video idea: Your favorite LS, change the oil pump springs from normal, to 10 PSI over, to the 25+ over and see what the dyno results are. Just put in a Melling high pressure and it came with all 3 springs. Made me wonder what kind of difference it could make on parasitic loss, and if the increased pressure to the lifters might change output.
Who makes the best rebuild kit for a 2002 4.3 vortec? I have a 2002 astro with 240k miles thinking about rebuilding or finding lower mileage to rebuild. Lots of rebuild kits but I assume some are better than others.
Now that is a little different... kinda cool. Like to see someone on youtube play with a GM SP350-357 crate engine. They start out with 407 LB FT. Have a cam made with stock .473 lift and another 10 or 15 Deg duration and some more valve spring what would it do?
These test and motors are cool but I always ask myself is it worth it?
A LT1 can be had for probably the same price or even cheaper and will make more power.
Nah. People will just about pay you to take a 4.3L, or more unscrupulous sellers will try to pass one off as an LT1.
I wonder the same thing. Heck, a running Vortec 350 is around $300 and even easier to find than the LT1.
It would be nice to see what this would do n.a. with a good tune before blowing air through it
it has a good tune
I would like to see a 2.8/3.1 engine from a 3rd gen camaro
Afternoon Richard I hope you enjoyed your trip to Albuquerque.
IT WAS COOL WORKING WITH THE CAD BOYS ON THE 500
@@richardholdener1727 I live about 5 minutes from Flash, I had thought about coming over and saying hello, but not everyone wants to meet fans.
@@Scootermagoo Magoo? Are you kidding? Who wouldn't want to meet Mr. Magoo?
@@Ed70Nova427 Well when you are 6ft5 and 300lbs you tend to intimidate people, and if it was me I wouldn't want some giant stranger walking in and calling me by name randomly.
@@Scootermagoo hahaha well yeah. I think you're right about that.
This vs 1uz v8 test would be cool
Can you tell me the whole set up you used , like what intake , distributor, the carburetor
dist was MSD billet, carb was 650 Holley and intake was GM Perf dual plane for LT1
I think this is the engine in my 94 Caprice... I want to see every test Richard I want to know how to get more power out of mine or would it be better to just buy the LT1...
yes on the bigger motor-but 4.3L is cool
I got one if you are close to mass
Great Video
How much horsepower and torque Put out
Thank you.... Good teaching💯
Been waiting for this test
Did better than I thought. Not bad
I bet this thing will rev to the moon if you put some money into it
Itd be a perfect swap for an s10 or s10 blazer
Excellent video.
Richard might this be a good one to test twin turbo vs twin turbo/twin scroll? I would think being a small displacement that it would have better gains.
This is a fun test!
👍🏼
I love the T-shirt!
Can u make test to this engine with an efi intake manifold?
we will
Overflow? Aren't there piles of Freiburger's lost funnels kicking around that place?
Okay. Now I've got that intro music stuck in my head, trying to figure out what it is and where I've heard it before.
I’d love to see some work on the 5.7 lt1. Iron head version of course. Consider swapping for a 5.3 since the aftermarket is there... C’mon rich do the 5.7 lt1 ver.2. Iron head dyno and then throw some boost in it. My 96 impala ss is waiting for results. 😂
Best cheap upgrade for that Impala is swap to a set of aluminum heads that have been done by Lloyd Elliot and some 1.7 roller rockers.
Thanks for the info.
4.3 v6 vs 4.3 v8 ?????
Also i6 atlas ????
Love the vids...
I Love to see this test, great job! I am curious if you had ever done an old gen1 265 in stock configuration, a comparison would be neat.
I would be interested to see what kind of power this motor would make with a stock LT1 cam.
It uses a B-car or Vortec grind to start with. B-car grind is straight up. Vortec grind advanced 5°. L99 cam is 191/196 @ .050, .414/.428 lift, 111 LSA and 111 ICL.
I didn’t know you could stab a distributor in that thing?????
Cool!
Hey! Will you do a 4.6 Northstar engine? Those things are crazy restricted from the factory computer and exhaust. It’s a FWD V8 and the stock exhaust is probably one of the worst in history...
I would like to see a northstar as well, I love those 1994-2002 2 door eldorados.
@@BARRYMCOCKINER94 Yea man they are fantastic engines when working well. It’s a shame about the head bolt flaw in most of them. If it weren’t for that and half case oil leaks I’m sure it would be one of the best V8s from the 90s. The factory tuning on those engines holds back a lot of power for the sake of drive ability and such. I’ve seen just a good tune and nothing else pick up 30-40 hp consistently on those engines...
@@trizkial7592 Forsure! Check out northstar performance, the sell an oversized stud kit for the cylinder heads and lower ends that fix that problem. I think it would be cool to throw one in a fiero.
@@BARRYMCOCKINER94 Yea man I have mine apart right now and my bullet proof kit from them just got shipped. I’m waiting on his cams and tune to come out to finish my build lol
I have a 95 caprice with 4.3 complete factory any suggestions
No sir its not a maybe it works maybe it doesn't. U can fix anything so its a it will be working soon lmao. Wish I could work on my own. Do u know what long tube headers I could run on my 94 lt1 in caprice 9c1. Don't want pay 1500 for clear image need some in the 400 range thanks.
ebay
It almost makes 1hp per cube stock that’s pretty impressive
So it had oil pressure without the oil pump drive what the use of it then??
we replaced the drive with a distributor that drives the oil pump
@@richardholdener1727 oh okay thanks richard got a 5.7 lt1 and would love to make it carburetor with the distributor instead of the opti spark
Can u do the 4.3 v8 crank/rods in the 5.7 block?
that is the plan (use 5.7 pistons)
Should the assembly be balanced??
Can swapping an LT1 to a carbureted set-up make more power? Or do people just do it to eliminate the electronics?
Would the older tpi intake from the 80s fit? It would be nice to see what long runners would do to that little guy's torque curve.
Intake ports probably won't match.
Why does a 4.3 v8 sound like a v8 when a 4.9 v6 sounds weak while a v12 sounds raspy ill never figure it out its not the displacement
Any idea how many miles are on that mill? I’m shocked at the power numbers. It looked pretty clean when you pulled the intake.
Do the distributors drop right into those motors once you put the after market intake on it?
JUST HAVE TO REMOVE THE EXISTING OIL PUMP DRIVE-1 BOLT-THEN DIST DROPS RIGHT IN
Didnt even know this existed! How?!
Nice... turbo time
LT1 heads are not bad, basically a prequel to vortecs. Well in my opinion it was the L98 alum heads version one, LT1 heads version two and vortec's the third & final