I hope you were able to fix the old Big Bang 6.0 as it’s been an old friend to you and never gave up the ghost all this time! And you have patched her up to keep it running enough that it’s become a child’s track star in high school to a parent! I just want to hear good things as I’m building an lq4 and would hate to hear the worst as I wasn’t to hear big boost for years from them! Thanks for all the videos Ritchard! Love all the content the videos with Brian Tooley are awesome man! Lots of work on your end and well appreciated on ours!!!
Equal length long tube 6 into 2 with a matching twin scroll. Done right with no interference between them with reversion or pulsating exhaust makes for better low end better response, just more efficient all around.
I've been wondering if running a bolt on efi like fitech or sniper with e85 would offer more advantages over port injection. I ran e85 thru 2 750s on a 6-71 blown 468 and the blower was cool and actually sweating on a hot humid day. My near twin on gas the blower gets hot in the same conditions. I dont like blow thru turbos per say but am thinking about trying it with the fitech or similar vs oem ecu or holley and port injection.
1st question: 2hp at first. 14hp once you port the head, upgrade the valve train and turbo it with 10+ lbs of boost. 2nd question: 2 by 2 into 3 and then 3 into 1 dumping into a 3 inch pipe. At high RPM the divided exhaust pulses will give you more RPM, and with quicker RPM gain (a.k.a. rap) at the top. 3rd question: definitely. This is a decently large motor for a 6 cylinder. Smaller turbos spool sooner and larger turbos or a better aspect ratio will push more boost at the top. 4th question: 520hp by 400+ft/lbs when boosted over 15-20 psi turbo boost and with the head work complete (on 93 pump gas). The Australians already proved this with the barra over a decade ago.
If that six cylinder is from the trailblazer back in the day some dudes built a destroked version that produced 2000hp. Its purpose was to go kick 2jz butt.
The control room has a very light paint color which is causing the camera to over compensate and thus make you look dark. Add a light on you to force the camera to change exposure. It is your time to be in the spot light!
Richard, im building a 6.0. 706 heads, stock pistons. I want to eventually install twin turbos. What cam have you tested tgat will give me some good sound at idle but will give everyday driving. Btw. Your the greatest!!!! The comp 59 cam seems to be your go to?
@@richardholdener1727 i opened up my 6.0 and its super clean. Has just a golden color to everthing. Im not hearing or feeling anything abnormal. How do you feel about letting it as is? When these engines come apart is it wrist pin failure or connecting rods. Oil starvation?
Let's see: Clifford Perf. has made a pretty long-running career out of tuning I6s, and what do they offer? Let's see... yup, long-tube 3>2>1 headers seem to do the trick. Of course, they've always been working with pretty staid 2v, uniflow heads, vs. the spiffy 4v, x-flow heads you've got on that Atlas, so breathing up top won't be a problem for you: that 6>1 stock casting can really extract all that top-end potential from that motor, but I think the area under the curve will be maximized with a 3>2>1 design, even if you see a slight loss at the high end. Given the heavy vehicles GM put that engine in, I'm surprised they chose the 6>1, but I guess they felt that was the best route to take advantage of the VVT? Bottom line, if you're looking for the highest number at the top end, that stock casting is going to be hard to beat, but for all around driving I'd stick w/ the tried & true 3>2>1 & rely on the turbo to provide the extra hit up top.
6 into 2, for good exhaust scavenging on the street. Probably less fussy to tune than 6-2-1. That stock manifold looks pretty good for a turbo instl. As long as it doesnt crack...
Richard mate for your headers for the 4.2 why not build the 6-2-1's because that will be more involved than a 6-1 then test the standard short 6-1 vs the 6-2-1's then after testing turn them into 6-1's get both test's done as it is just a test motor and if you put it in the Nova it will be turbo anyway or you can sell the 4.2 and you can simply make the headers like you made the mod intakes with slip joints and bends as they don't have to last in a vehicle
Richard how do you calculate what boost will be when compound charging. For instance if you have a turbo feeding a twin screw? Supercharger has a limit but turbo is a lot higher. Do you just simply add supercharger boost + turbo boost or will the supercharger not be able to keep up and become restrictive.
Run a three into two into a twin scroll all the odd pulses on one side all the even on the other. It's the easiest thing in the world to do on a straight six and will decrease spool up time and reduce back pressure
I hope you were able to fix the old Big Bang 6.0 as it’s been an old friend to you and never gave up the ghost all this time! And you have patched her up to keep it running enough that it’s become a child’s track star in high school to a parent! I just want to hear good things as I’m building an lq4 and would hate to hear the worst as I wasn’t to hear big boost for years from them! Thanks for all the videos Ritchard! Love all the content the videos with Brian Tooley are awesome man! Lots of work on your end and well appreciated on ours!!!
Equal length long tube 6 into 2 with a matching twin scroll. Done right with no interference between them with reversion or pulsating exhaust makes for better low end better response, just more efficient all around.
I've been wondering if running a bolt on efi like fitech or sniper with e85 would offer more advantages over port injection. I ran e85 thru 2 750s on a 6-71 blown 468 and the blower was cool and actually sweating on a hot humid day. My near twin on gas the blower gets hot in the same conditions. I dont like blow thru turbos per say but am thinking about trying it with the fitech or similar vs oem ecu or holley and port injection.
Don’t use blow through carbs, use suck through carbs.
Ethanol is still very good at cooling no matter if it’s before
Or after
1st question: 2hp at first. 14hp once you port the head, upgrade the valve train and turbo it with 10+ lbs of boost.
2nd question: 2 by 2 into 3 and then 3 into 1 dumping into a 3 inch pipe. At high RPM the divided exhaust pulses will give you more RPM, and with quicker RPM gain (a.k.a. rap) at the top.
3rd question: definitely. This is a decently large motor for a 6 cylinder. Smaller turbos spool sooner and larger turbos or a better aspect ratio will push more boost at the top.
4th question: 520hp by 400+ft/lbs when boosted over 15-20 psi turbo boost and with the head work complete (on 93 pump gas). The Australians already proved this with the barra over a decade ago.
Thanks for doing all you do for us, your channel is the best!
If that six cylinder is from the trailblazer back in the day some dudes built a destroked version that produced 2000hp. Its purpose was to go kick 2jz butt.
So it seems on the ls motors doing a rebuild typically is a waste ?
The control room has a very light paint color which is causing the camera to over compensate and thus make you look dark. Add a light on you to force the camera to change exposure. It is your time to be in the spot light!
Maybe he's got a tan. Or if he's near the Central Valley, covered in dust.
Could swear these videos are about motors/horsepower😱😂😂
I give you props I would hate to answer some of these questions
Richard, im building a 6.0. 706 heads, stock pistons. I want to eventually install twin turbos. What cam have you tested tgat will give me some good sound at idle but will give everyday driving. Btw. Your the greatest!!!! The comp 59 cam seems to be your go to?
BTR Hot Rod
@@richardholdener1727 i opened up my 6.0 and its super clean. Has just a golden color to everthing. Im not hearing or feeling anything abnormal. How do you feel about letting it as is? When these engines come apart is it wrist pin failure or connecting rods. Oil starvation?
238/242 .600 on a 112 fits a 4.8. I have about 1,600 miles so far. Ready for my turbo.
Let's see: Clifford Perf. has made a pretty long-running career out of tuning I6s, and what do they offer? Let's see... yup, long-tube 3>2>1 headers seem to do the trick. Of course, they've always been working with pretty staid 2v, uniflow heads, vs. the spiffy 4v, x-flow heads you've got on that Atlas, so breathing up top won't be a problem for you: that 6>1 stock casting can really extract all that top-end potential from that motor, but I think the area under the curve will be maximized with a 3>2>1 design, even if you see a slight loss at the high end. Given the heavy vehicles GM put that engine in, I'm surprised they chose the 6>1, but I guess they felt that was the best route to take advantage of the VVT? Bottom line, if you're looking for the highest number at the top end, that stock casting is going to be hard to beat, but for all around driving I'd stick w/ the tried & true 3>2>1 & rely on the turbo to provide the extra hit up top.
6 into one looks cooler no question about that. 3-2-1 probably easier to fabricate and easier to fit (?).
6 into 2, for good exhaust scavenging on the street. Probably less fussy to tune than 6-2-1.
That stock manifold looks pretty good for a turbo instl.
As long as it doesnt crack...
Hey Richard what is that picture on the wall behind you I can't make out what it says or exactly what it is?
PREPARE FOR FLIGHT-IT WAS A TEST I DID WITH VORTECH
I’m wondering if you found the firing order and joined sequential primaries together first would scavenge better than the 6 into one.
PEMBROKE NC in the house... What's up Richard...
Heat soak comes from all these hot air intakes.
Yeahhhhh ! You were live!
Richard mate for your headers for the 4.2 why not build the 6-2-1's because that will be more involved than a 6-1 then test the standard short 6-1 vs the 6-2-1's then after testing turn them into 6-1's get both test's done as it is just a test motor and if you put it in the Nova it will be turbo anyway or you can sell the 4.2 and you can simply make the headers like you made the mod intakes with slip joints and bends as they don't have to last in a vehicle
I always thought it would be cool to hav a blower like on the rd warrior u can turn on or off lol
me too-Mercedes did that on their supercharged motor
Love the one you do I’d on the forgotten LT
If you do 3-2-1 will the firing order affect the scavenging effect
already pretty good
I prefer a 406 over a 383
Not sure what you duration
Nobody really Cares about a boat. When you talk in HP.
Richard how do you calculate what boost will be when compound charging. For instance if you have a turbo feeding a twin screw? Supercharger has a limit but turbo is a lot higher. Do you just simply add supercharger boost + turbo boost or will the supercharger not be able to keep up and become restrictive.
Theoretically, you multiply the pressure ratios.
A PD blower that does not have a bypass will restrict a turbo that outflows it. Period. Centrifugal blower should compound boost, and IAT.
@@jamesgeorge6551 thank you. Thats what I was thinking. It would restrict at some point
Personally I blame John Woodworth. 😛
What is your cam
People don't care,about a boat motor
A little
3/2/1 tri-Y .
Big bank k24 when is that going to happen
These things are waaayyyyy tooo long to watch man.
Run a three into two into a twin scroll all the odd pulses on one side all the even on the other. It's the easiest thing in the world to do on a straight six and will decrease spool up time and reduce back pressure
Exactly