So underrated!!! I keep trying to get people to subscribe and help out hero out! The more we support him, the more information we can be provided 🤗 I wish I could live near Richard, that way I could in any free time. Love this channel 😆
This is literally the only video or document that has genuine data showing why twin turbo may be better. I see almost no one talking about back pressure. This channel literally answers the question of: Is SINGLE or TWIN TURBO better, and the answer is very situation based: More responsive single turbo can be better than less responsive twin turbos A single big turbo may be worse than twin of the same turbos at the same boost, for both longevity and power. A bigger but more responsive single turbo may provide outright more power everywhere and be more responsive everywhere than an incorrectly sized twin turbo. This channel is an absolute goldmine of information. Thank you for making these!
bigger hot side, single Turbo set up right is as good as twin, mine is a big 98mm T6 makes 1500hp pretty easy but my motor is build to handle more than that, I only push it when I'm after a number at the drags, another problem is where to put the other Turbo, my engine guy told me what to buy to achieve that which I did, my car is a Chevy SS in the USA on the street is just dumb running it that high can be dangerous also
Richard, you are sharing an amazing amount of data with us and it is all good, solid credible info. Thanks a ton for doing these vids for us as it is not easy to find this sort of information.
There's more info on this video than an entire turbocharger book. There was a day when no one would share this detailed dyno test, thanks for posting Richard!
"THANK YOU!. "Richard your engine dyno videos/Dyno print out explained helps me take my mind off of me having cancer & my chemotherapy treatment's.."LMAO!.."CUZ!.."4 whatever reason when I'm in pain I put on your videos & I don't think about the pain..."THANK YOU RICH!
I swear I get more hyped every time I watch another one of you videos, finding your channel has been the most exciting thing that’s happened all week, keep the amazing content coming Richard 😁
Love the work you are doing. Very informative. Biggest thing I noticed from twin turbos vs the s480 was the back pressure. That s480 has a lot of back pressure on the high end. To me, seeing how much less back pressure the twins had is very appealing to me. I would think a setup of properly sized twins would last longer on a motor vs a bigger single turbo.
More backpressure really doesn't "hurt" anything as long as it's within reason, also a single will make more HP than twins at the same PSI because the extra turbine on twins takes an extra 20-30hp to drive.
Found this channel a few weeks ago and it's addictive. Real world testing and proven dyno results can't be argued with. Thanks Richard your doing God's work!
This channel is going to blow up really soon. Better yet, its gonna be crawling with people having intelligent conversation and seeking improvement. Finally.
Yeltom Automotive “I KINDA ONLY WANT HIM TO TUNE MY MOTOR WHEN IM FINISH I WATCH HIM SO MUCH I JUST TRUST HIS EXPERIENCE MORE THAN ANY SHOP I COULD WALK IN KNOWING NOTHING ABOUT
I love so much about these videos. One cool feature is when your boost pressure is higher than your backpressure, your pumping loop (from the PV diagram) adds to the power rather than subtracting from it.
Thanks again Richard for more great content I don’t see anywhere else . I’m a big block guy and loved it , I run two 369S Borg Warner’s and make tons of power at 6800 with big torque instantly all through a CSU blow through ad I haven’t made the jump to EFI yet .
Daniel Sullivan , don’t know my back pressure but makes 1340 to the wheels at 20 lbs through a 4l80 and a nine inch , figure 30 % drivetrain loss at 6600 where rev limiter was set . Boost curve still climbing at 45 degree angle on graph . 555 cubes AFR 335 heads 8.3 compression 29 degrees timing . Turbine 1.0
@@dj4monie most people dont need and/or cant handle 1300hp. Most people will be happy with a small cheap engine with a small cheap turbo sending out 5-600hp that dont have to worry about a 5000 dollar rebuild
Bill Jr I know what your saying , in my 5000 pound truck it’s 10,000 in a trans , torque converter , controller and another 5-6 thousand for the fab nine inch with a wave lock diff and Wilwood brakes to be reliable and stop great without the annoyance of a spool which I have tried , but it wasn’t about doing it on a budget it’s my street sleeper quiet/docile cruising flat hood truck that I drive everywhere, go to car shows , flog at the track , parking lot slaloms , that I’ve owned for seventeen years and just keeps evolving. If I was just looking to build a quick car it would be a 5.3 or 6 litre with a single turbo running the Holley Terminator so it would be easy tuning . Btw my truck still uses a high end blow CSU carb and drives mostly like a fuelie as nine years ago too many people were having problems with the Fast system as that was really the only high hp option st the time .
Thanks for doing this test! I asked for a twin vs single test and you did it -cool! I was surprised that the curves down low were so similar, I would have thought the twins would have spiked torque early in the lower rpms - very interesting.
You are great Rich! Thank you and the gang that set you free to do this. Steve Brûlée’ is another great guy. These videos make me so happy to get to see! Thank you so much.
@@bill2178 If your single is sized correctly the difference in spool at a desired horsepower is negligible. That said, twins are often more forgiving and can be easier to package.
@@1flynlow Yes but you're also compounding the heat unless you switch from one to the other. There is an easier but somewhat less effective solution to that, though. Get an little bit oversized divided scroll turbo and get one of those quick spool valves. www.suprastore.com/spquspva.html only problem is they're spendy but still cheaper then twins or sequential/compound.
Fantastic tech Mr Holdener. Thankyou😁 The $850-$1000 on3 94mm and 107mm turbos would be very interesting! A 427 ls corvette made close to 1300whp with the 107mm here on youtube
Thank you Richard for all your content, I enjoy having your videos playing in the background and listening to them, if you have ever considered doing a pod cast style show where you talk about these things I know I'll be happy to listen 😁
I'm glad Richard shows these videos. So many people think that just because you throw twins on that you can count on double or tripling the output. There are many that believe it will be the same size twins gain over the single BC its double the size. All about proper sizing and ring gap with tuning. Richard is the man!
Big block Chevys have a special place in my heart, my paw paw has been bracket raced since the 70s and quit in 2004 and for as long as I can remember like back in 96 when I was 6yo he has always had some evil sounding big blocks sounds I will never forget!! You just cant beat how a healthy high compression big block Chevy sounds
good lord 7:15 that thing comes alive! I know not as desirable but can you run some combos and tests on TPI 350. turbo cam nitrous etc. seems like third gens are making a little comeback.
Richard, could you do a vid all about cylinder compression ratios, octane numbers, and timing. Its the background content that ppl dont know about boosted motors and performance builds.
Thank you, thank you, thank you... Been waiting for this test for a long time. Started building a pretty close build to this a couple years ago but life etc. got in the way. Always new that it would be a cheap monster. I would love to see the difference between the twin gt45's and the s480 with a cam that was purposefully designed for the back pressure of each one. PS... YOU HAVE ONE OF THE WORLDS GREATEST JOBS... I'm seriously jealous.
@@FredAllenBurge that depends if you are doing the fab yourself or paying someone to do it. The EFR saves money on fab work and on other parts, and probably most importantly is the tight package. In the german car world the engine bays are pretty compact so I can see the value. also there is something to be said for explosion rated turbine housings that some brand name turbos have for those that are interested in that.
That was a great video , I learned a lot from it . I think for the long run I’d probably go with twins because they’re inexpensive to replace and the back pressure is a lot lower
I kept waiting for that thing to hang a rod out the side. You must be have WAY more luck than me, but when I got over 1,000 Hp and 1,000Fpt the stock rods either bent or broke. I can't imagine making 1,200 or 1,400 with stock rods!! I just found your channel. I am a long time Big Block Builder and loved this video. Great info.
Its different load on a dyno compared to street, so the stuff that survives on engine dyno may send a rod when the weight and load of a car and drivetrain are added.
@Richard we often struggle with to restrictive turbine housing for some factory position turbo - Please test what is better maxing boost on small turbine housing or lower boost but more timing !
Just found this channel,I was so confused not much anymore,I'm getting me another job..lol or draw the line on ideas.Thank you Richard 👍'd & subscribed.
The only thing I wish you had was the Turbine a/r. That's why the single starts to choke at 700hp and 10psi. They work better at higher boost for a couple reasons: the compressor efficiency is higher with higher boost, there is higher manifold pressure relative to back pressure or drive pressure and it keeps the whole system under pressure. With a larger turbine housing they will do way better for bigger engines or higher airflow. There is nearly a direct inverse relationship between turbine ar and peak drive pressure. This was awesome man, thanks.
Thanks for all your research. What a time to be alive! In the 60' and 70's, if a backyard mech was getting "1 pony per cube", he had accomplished something. Now, motors like the LS/LT platform (5.3 ltr) are rated at 355 hp/ 390 torque and that is the baseline for the backyard mech to START with. With simple " bolt on parts", someone can easily double their HP / torque and have some fun. However, on the downside, I look at all my fav muscle cars now, knowing that a slightly tweaked factory truck could rip the doors off them and am sort of sad. What I wouldn't give to be 30 years younger, have the truck I have now and a bit more time.
I had a similar thought with the technological advancement of mx bikes. I had a fully built cr125 in the 90s and loved it. Got my son a 2019 yz125, put a pipe and getting, revalved the suspension for his weight and speed. His bike absolutely destroyed my old fully built bike in every single way, handling, power, ergonomics, suspension, braking, all of it
This is more like it!! Great comparison of Turbos! It would be cool to see a 4 cylinder vs 6 cylinder vs v8 with a horsepower percentage increase with a single, and a twin turbo setup. Thank you sir!! Keep the fun and educational content coming! - Subscriber, Dan
From what ive seen of dyno runs and the boost number they run, the bigger enines have higher gains with less boost. So v8 would probably have the highest gains.
I hear ya there... but then there's those darn Honda 4 cylinders! 1100hp 1200hp 2.4 liters? Watch #BOOSTEDBOYZ Kyle has an MR2 with a K Series Twin Turbo that's over 1000 hp! I'm no import fanboy but that's impressive!! A hp per liter shootout would be sweet!
That's true but it still ran 979 hp @ 29 psi with a K24! That equates to 408 hp per liter!! Where the 7.4 liter 454 @1200 hp is still only making 162 hp per liter!! A 7.4 liter would have to make 3,019 hp to be making 408 hp per liter!
Richard you are the best guy on TH-cam , I cant stop watching your videos so thank you! and thanks for letting me know that my heads are not so good= 317 heads . But anyway, Can you do a video testing high dollar turbo's vs cheap Ebay turbo's and maybe carbureted duel vs single plane intake's. Thanks again.
Great videos! Keep them coming. I would like to see you design and build combinations that would fit in a car. That is what most people are doing and most of what I see you do will only fit in a Dyno room..
Suggestion for a future turbo comparison video: Run dual turbos appropriately sized with varying plumbing configurations between the exhaust port and the turbo. I'm very interested in seeing how variations in the volume of air between the exhaust port and the turbo (call this hot mess "the exhaust manifold"), the length of the run between the exhaust port and the turbo inlet, and the manner in which exhaust gasses are pooled/collected ahead of the turbo inlet. From what I've studied of turbocharging, the efficiency of the turbocharger should increase inversely proportionally to both the volume of exhaust manifold and the length of the exhaust manifold. That said, I think that the location of the collector and manifold plumbing format is going to have an impact. Additionally, with the exhaust ports having a cross-sectional area of about 1.9 inches² a 1-5/8 diameter tube between the head and a collector into the manifold should minimize available exhaust expansion opportunity in the manifold and maximize turbo pressure development. I'm curious to know how a log manifold performs compared with this. How about stacking a turbo onto the end of a flipped stock exhaust manifold? And whether there's any advantage to creating equal-length exhaust port primary pipes between the head and the header, or more simply running a straight pipe between the port and the turbo collector? Should the exhaust run in one pipe leading up to the turbo inlet or would dumping the collector straight into the turbo inlet work fine? Is there an advantage to staggering the collectors, like 3x 2-into-1 or is a straight 4-into-1 better? Unradiused steps in exhaust pipe diameter create wave reflections and superpositions in the exhaust stream that can help to scavenge ports - are there advantages or disadvantages to including such a step at the head with a manifold that does not exactly match the port size/shape? Is there an advantage to including a large or small step in exhaust diameter immediately before the turbo inlet, or before the collector? Obviously, there's a step in the collector that's almost unavoidable. Similarly to steps, square wells that waves travel over also create wave reflections on both sides of the well. Can such annular wells be used in turbo applications as a means of positively smoothing the inlet gas pulses?
Great video i definitely vote for the twin Ebay turbos setup at that price for about the same power for a fraction the price and better on the motor with lower back pressure that's a win win
@@richardholdener1727 thank you for your time and efforts explaining & spreading awesome high quality and detailed information in a very interesting & simple way for us to understand in a video that is so much fun and exiting to watch I can't thank you enough sir👑
I'm a die hard ford guy and I've seen 340s outrun big blocks many times and they were potent street cars in lets say a dart or cuda...but there's something to be said about how powerful/potent the 351 Cleveland/Boss engines were...just look at the career of drag racer bob glidden,multiple championships with Cleveland powered cars to the point the NHRA banned it to usher in the 500" rule and forcing the 351 Cleveland powered out of pro stock...so glidden builds a 500" cubic inch engine based on the Boss 429 were he dominated pro stock once again with multiple championships with that combination!
I love the way you analyze your data. Every other TH-cam clip. " how much boost are you running"? Uhh doesnt matter. Its boost vs back pressure. What good is 30 in the front if you have 20 in the back that cant get out. I could swap my intake and 102 for 30mm throttle body and triple my boost pressure. When you have an s480 and it's running 12psi wide open you know that thing is doing work!!!
I remember seeing an article in Hot Rod magazine in the 70's or 80's by Grumpy Jenkins where he discussed what options were available then for GM V6s. This was back in the days of manufacturers downsizing cars and putting smaller engines in, 85 mph speedos and all that nonsense. I remember he wrote about one intake called the Smokey Ram. I can't remember who made it
Another great video Richard! I have a few questions -how reliable are these turbos -do you have a link for these turbos -on a NA engine, a H-pipe improves HP. Would a H-pipe improve HP with the twin turbo setup -many moons ago, the theory was to breakup the vortex exhaust flow out of the turbo(s) by using a 90deg bend at the turbine outlet. Your setup used straight pipes, old wives tale-what say you Thank you.
@@dj4monie I agree X is better than H pipe. However a H-pipe with Richard's setup is an easy install, and possibly a convenient location for wastegates.
@@aaronjames11 I'm not convinced that a single, physically larger turbo and all the plumbing required to connect the two banks, is easier to fit than two smaller turbos hung off the exhaust manifolds/headers. Ultimately, IMHO, the reduced exhaust back pressure would trump and motivate me to engineer a way to fit a twin turbo setup. If auto manufacturers install/run twins on their V-engines, surely as hot rodders, we can do the same.
@@ts302 Damn right, but it does take more effort to get everything up and running properly most of the time. More shit means more shit to go wrong, and you need to gather up the budget for things like a second wastegate, a more complex exhaust system post-turbine, a specialised intercooler, etc. If you've got the time and skill, or the money, to invest in thoroughly engineering your set-up it's fantastic. If you don't, the single set up will get the job done with fewer points of failure and fewer opportunities to make a mistake and screw yourself. So I guess the real question is what do you value more, peak potential or easy gains?
Outstanding, this is the kind of stuff I'm trying to learn about. For a guy like me (LS neanderthal) this kind of information gives me a starting place to learn and experiment with a reasonable budget. You're doing a great job with the content don't slow down, come on down to Texas and help me throw one of these in my pinto
Both my brother and I are running DNA turbos. My brother has 2 SBF engines each with a GT 45 turbo. I am running twin T04E T3/T4 Hybrid turbos on my SBC. They make power. Without pushing them, and we definitely could push more, but his 5.0L SBF with single GT 45 is making 745 HP / 670 TQ on only 13 PSI. My 384 Stroker SBC with twin T04E's are making 720 HP / 830 TQ on only 10 PSI. More importantly then these peak #'s are the power thru each of the complete powerbands look & are. Obviously there are many other variables in these builds, such as DART blocks, forged internals, cams, heads, EFI systems, tuning, & matching all the components correctly, etc etc etc etc. These are also barely broken in engines, & so before we push them more, & more they will make & handle, we continue to break in & tune. The point is, eBay turbos, DNA turbos make power! My overall advice is pay close attention & inspect your wastegates, Tial included! I am currently running two 44mm Tials, my brother DNA wastegates, with no issues, but have gone thru some of them, real Tials included that had poor quality control. I think most people truly misunderstand how Loosely the term usa-made is. What most don't understand is that while something that is usa-made is technically put together in the USA, but all the little parts were made in China before being shipped to the USA to be put together in the USA and then is so cold USA made. This is an absolute fact with many many top quality name brand products. Not to mention many of them in which are USA made can have horrible quality control themselves. Imagine spending $4,000 on a set of AFR heads, etc, that you find out many of the tolerances/clearances/ specs are out to lunch. But you wouldn't know or think to have to check these because you just spent $4,000 or so on buying brand name items such as AFR, Edelbrock, etc etc. After doing this for many many many years I have seen this all too many times. And by the time you catch the mistake the blame typically has been placed elsewhere and or there is nothing you can do, if you even find where the original problem stemmed from. This is why you go over all your equipment no matter where it is from. Interestingly enough, a similar situation applies to designer clothes. How many people really don't know that their real Gucci, Louis Vuitton, etc etc many times is made right along with the knock-offs right there in China or Taiwan or wherever. Not to mention not all knockoffs are made in China or Taiwan. Regardless the reason for this is because there is more money for companies in Outsourcing. Everybody screaming and yelling about keeping it in the USA, which I am totally for, I'm totally for the little mom-and-pop businesses, but the reality is that when you scream USA Made you are essentially backing corporate capitalism, because they charged astronomical prices for things that many times are not worth what they are charging. Don't get me wrong sometimes you definitely get for what you pay for, but most of the time it's absurd. It's also interesting that the same people have no problems with going to places like Home Depot, Walmart, excetera excetera which are big business which pushed out all the little businesses oh, and how do you think these big businesses do what they do? By Outsourcing. So you may want to think about that a little deeper before knocking things being made in China. Sure there was a time when most of the things came out of China were complete junk, and in many ways still is. But you see China/ Taiwan/ etc kind of got smart, they figured if they made some decent quality items, such as turbos Etc and offered it add a fraction of the normal USA cost, they could make a fortune, and if they continue to show reliability they could continue to make that fortune, kind of like they are now. Not to mention that these countries also have race scenes, and so we the people in their own countries are going to use these products, and so if they continue to make decent stuff they can Corner the world market , kind of like they are now. And this is showing up everywhere, from car parts, welders, plasma cutters, household items, etc etc etc, while big usa-made corporations want to charge an arm and a leg for stuff that most of the time is made in China anyways, and the the average American doesn't make the money to support all these absurd expenses being in the USA yeah, and so they get it elsewhere. Then go figure the stuff works great, and even if every once in awhile you get a piece of junk, even if you have to call it a loss so, you've already saved so much money from buying Outsource stuff and it's not even that big of a deal anymore. So you may have lost one thing but gets saved in so many others. And if you buy these Outsource things from reputable websites most of the time your money is safe anyways
Ehh, all engines hate boost when tuned poorly. Guys have been beating them to death for years. I would like to see a heads, cam and intake with the S480.
Anthony Thomas I was talking about "junkyard" like the guy above originally said. The stock rotating assembly is what I was talking about, good parts can make any engine a beast unless it's an oldsmobile😂
I just picked up a 118k 97 2500 that I'm going to swap in my 85 cucv when the 6.2 dies. I was going to 12 valve it but a big block turbo will be the transplant. I don't want to to swap it tomorrow but I'm sourcing the parts. I have 3 years and change to retirement. I'm hoping the 6.2 lives that long. Every time I get on the highway I feel bad for the torture I do to the 6.2. When you can hear the engine over the 35s you know it's not happy
Hi new to the channel. Love all the videos. I built a 2000 ls 6.0 twin garret t4 turbos. ( Craigslist ) unknown sizes. Only says .063 ar on the cold side. . sloppy stg 2 cam . 80lb deka . aem 380 pump fuel cell. 6an line . return style rails truck manifold. Stock bottom end. Aem. Met kit. Using a th400.high stall man valv body. Vette rear. 2.49 gears. ( going to a 3:45 i think.) Whats your recommendation on the size turbos i should be using. ?? Car is already tuned by a dyno shop using a generic tune on hp tuners. Any help from a real expert than has real numbers as opposed to the web would be great .thanks for all the videos.
I thought of this a long time ago: Q. How much more power would an engine make if an electrically driven compressor was installed post exhaust turbine to not only eliminate back pressure..but create negative pressure to rapidly draw out combustion gases, just like air is forced into the intake side by the turbo. Create Negative pressure on the exhaust side!!! When electric turbos become viable. You’ll see power production off the charts since they’re driven electrically.No more exhaust back pressure ! Run a electric fan for boost Run a electric fan to evacuate on the exhaust side CRAZY POWER !
I love your videos, keep doing what your doing. I'd love to see what you would do with a GM 305 CID gas engine or a 6.2 litre GM diesel engine and I'll keep looking forward to your videos.
I like your videos but I kinda wanna see you do something a little different and use a old GMC Big Block V-6 like the 351 magnum and see it turboed or supercharged.... That would be sweet. But keep up the good work 👌
Thanks gor very informative content. Please consider boost testing 80's vintage Chrysler 4 cylinder motors (2.2, 2.5). Am curious about power potential.
You hooked me two weeks ago when you had a 351 Windsor that you cut valve reliefs yourself with a die grinder but you made over a 1000 on a junkyard Windsor and dude that’s bad ass!! What is the actual size of those gt45 clones
Richard your killing it with the V8 stuff. But can you do similar things with Mazda & Honda engines. As you know some of use have had to go to more fuel sipping cars. But more power is always good???
Another fascinating video. I'm curious how we can predict these things beforehand by first looking at the turbomachinery compressor and turbine performance maps. I'm just thinking out loud if there is a way to explain that for a general audience.
Does the higher hot side(nose) pressure also want a higher LSA and reverse split duration on the cam? Is the resulting reduced valve overlaps helpful for the high exhaust pressure, or just the more commonly talked about "lost boost"? What specs are altered if not more rev split dur@.050 and more lsa.. Thanks
@@richardholdener1727 I'm with you that far and actually figured it would effect the dyno more. I thought you mentioned what you would do to a 'turbo cam' to help the issue, so my ? is more what you would do to a cam on an engine that see's a higher exhaust pressure? Would you not want as much lower ex duration (keep the duration split less neg) and increase the LSA more to keep the overlap positive? (Like on my gen2 LT1 I use a 235/242 112LSA for motor/bottle, but thinking 230/232 114 both .600, with the VS/orBW on my 383). I dont think it will be high, but what would you do to the cam to help w high ex pressure? It seems like buy an exhaust housing or new turbo is the only fix.
I'm addicted to your videos... Such an underrated channel...
Bro this dude is on it.
Damn former trickshotter how ya doing 😂😂💪
So underrated!!! I keep trying to get people to subscribe and help out hero out! The more we support him, the more information we can be provided 🤗 I wish I could live near Richard, that way I could in any free time. Love this channel 😆
This is literally the only video or document that has genuine data showing why twin turbo may be better.
I see almost no one talking about back pressure.
This channel literally answers the question of:
Is SINGLE or TWIN TURBO better, and the answer is very situation based:
More responsive single turbo can be better than less responsive twin turbos
A single big turbo may be worse than twin of the same turbos at the same boost, for both longevity and power.
A bigger but more responsive single turbo may provide outright more power everywhere and be more responsive everywhere than an incorrectly sized twin turbo.
This channel is an absolute goldmine of information.
Thank you for making these!
twins and single come down to packaging
bigger hot side, single Turbo set up right is as good as twin, mine is a big 98mm T6 makes 1500hp pretty easy but my motor is build to handle more than that, I only push it when I'm after a number at the drags, another problem is where to put the other Turbo, my engine guy told me what to buy to achieve that which I did, my car is a Chevy SS in the USA on the street is just dumb running it that high can be dangerous also
Richard, you are sharing an amazing amount of data with us and it is all good, solid credible info.
Thanks a ton for doing these vids for us as it is not easy to find this sort of information.
There's more info on this video than an entire turbocharger book. There was a day when no one would share this detailed dyno test, thanks for posting Richard!
"THANK YOU!. "Richard your engine dyno videos/Dyno print out explained helps me take my mind off of me having cancer & my chemotherapy treatment's.."LMAO!.."CUZ!.."4 whatever reason when I'm in pain I put on your videos & I don't think about the pain..."THANK YOU RICH!
I don't know you but God bless you and be with you on your fight. I will be praying.
Get well soon brother
I swear I get more hyped every time I watch another one of you videos, finding your channel has been the most exciting thing that’s happened all week, keep the amazing content coming Richard 😁
Yay! Thank you!
Love the work you are doing. Very informative. Biggest thing I noticed from twin turbos vs the s480 was the back pressure. That s480 has a lot of back pressure on the high end. To me, seeing how much less back pressure the twins had is very appealing to me. I would think a setup of properly sized twins would last longer on a motor vs a bigger single turbo.
More backpressure really doesn't "hurt" anything as long as it's within reason, also a single will make more HP than twins at the same PSI because the extra turbine on twins takes an extra 20-30hp to drive.
Found this channel a few weeks ago and it's addictive. Real world testing and proven dyno results can't be argued with. Thanks Richard your doing God's work!
go tell 1M friends
Bro you got the best channel on TH-cam. My new favorite!
This channel is going to blow up really soon. Better yet, its gonna be crawling with people having intelligent conversation and seeking improvement. Finally.
Richard do a video on how to properly tune an engine please.
It would take 50 vidys
bill2178 even the basics to get most people up and going
He addressed it.. get your air and fuel dialed in then dial in timing for max power
It's that simple
Yeltom Automotive “I KINDA ONLY WANT HIM TO TUNE MY MOTOR WHEN IM FINISH I WATCH HIM SO MUCH I JUST TRUST HIS EXPERIENCE MORE THAN ANY SHOP I COULD WALK IN KNOWING NOTHING ABOUT
Mr flimflam fremdippity danyet NOTHING SIMPL ABOUT THAT TOO ME I WISH WHAT U SAID WAS SIMPLE TO ME 🤣😂🤣😂
I love so much about these videos. One cool feature is when your boost pressure is higher than your backpressure, your pumping loop (from the PV diagram) adds to the power rather than subtracting from it.
would love to see that test on a 6.0L LS
Thanks again Richard for more great content I don’t see anywhere else . I’m a big block guy and loved it , I run two 369S Borg Warner’s and make tons of power at 6800 with big torque instantly all through a CSU blow through ad I haven’t made the jump to EFI yet .
Do you have back pressure problems? What's your turbine AR and how much boost and how many cubic inch
Daniel Sullivan , don’t know my back pressure but makes 1340 to the wheels at 20 lbs through a 4l80 and a nine inch , figure 30 % drivetrain loss at 6600 where rev limiter was set . Boost curve still climbing at 45 degree angle on graph . 555 cubes AFR 335 heads 8.3 compression 29 degrees timing . Turbine 1.0
@@dj4monie most people dont need and/or cant handle 1300hp. Most people will be happy with a small cheap engine with a small cheap turbo sending out 5-600hp that dont have to worry about a 5000 dollar rebuild
@@LT3Fluffy agree. Plus another $7,000 in torque converter, trans, drive shaft and rear axle to have a chance behind 1300 HP
Bill Jr I know what your saying , in my 5000 pound truck it’s 10,000 in a trans , torque converter , controller and another 5-6 thousand for the fab nine inch with a wave lock diff and Wilwood brakes to be reliable and stop great without the annoyance of a spool which I have tried , but it wasn’t about doing it on a budget it’s my street sleeper quiet/docile cruising flat hood truck that I drive everywhere, go to car shows , flog at the track , parking lot slaloms , that I’ve owned for seventeen years and just keeps evolving. If I was just looking to build a quick car it would be a 5.3 or 6 litre with a single turbo running the Holley Terminator so it would be easy tuning . Btw my truck still uses a high end blow CSU carb and drives mostly like a fuelie as nine years ago too many people were having problems with the Fast system as that was really the only high hp option st the time .
Been Waiting On This One! If Possible, Can You Do The Same Test On Any Small Block LS? Preferably A LS1 Or LS2? Great Video!
Ummm... I would worry heavily if the gen3 stock ls1 rods are going to stay in the block north of 700.......
@@32bitcal69 hey has had them well over 1000 hp
Great video love this information cheap horsepower
Thanks for doing this test! I asked for a twin vs single test and you did it -cool! I was surprised that the curves down low were so similar, I would have thought the twins would have spiked torque early in the lower rpms - very interesting.
You are great Rich! Thank you and the gang that set you free to do this. Steve Brûlée’ is another great guy. These videos make me so happy to get to see! Thank you so much.
So, properly sized single is the way to go. Less complexity, less points of failure and the same power and response. duly noted. Thanks, Man!
Quicker spool with twins
@@bill2178 If your single is sized correctly the difference in spool at a desired horsepower is negligible. That said, twins are often more forgiving and can be easier to package.
wouldn't the best of both worlds be sequential?
@@1flynlow
Yes but you're also compounding the heat unless you switch from one to the other.
There is an easier but somewhat less effective solution to that, though. Get an little bit oversized divided scroll turbo and get one of those quick spool valves. www.suprastore.com/spquspva.html
only problem is they're spendy but still cheaper then twins or sequential/compound.
where you watching a different video ?
Love the testing you do, following with great interest from🇦🇺
Fantastic tech Mr Holdener. Thankyou😁 The $850-$1000 on3 94mm and 107mm turbos would be very interesting! A 427 ls corvette made close to 1300whp with the 107mm here on youtube
Thank you Richard for all your content, I enjoy having your videos playing in the background and listening to them, if you have ever considered doing a pod cast style show where you talk about these things I know I'll be happy to listen 😁
I like how you listen to your audience, great videos!
I'm glad Richard shows these videos. So many people think that just because you throw twins on that you can count on double or tripling the output. There are many that believe it will be the same size twins gain over the single BC its double the size. All about proper sizing and ring gap with tuning. Richard is the man!
Big block Chevys have a special place in my heart, my paw paw has been bracket raced since the 70s and quit in 2004 and for as long as I can remember like back in 96 when I was 6yo he has always had some evil sounding big blocks sounds I will never forget!! You just cant beat how a healthy high compression big block Chevy sounds
Great stuff. Been reading your articles and books since the MM&FF days. Always learn a lot form your testing.
You really need a Patreon account. So much knowledge is being dropped here. Feels so guilty not paying for this. Awesome work Richard.
O.K, so my brain can't think of any other testing to do! You broke the internet . it's over..
great job !!
Diesels man. There is virtually no real test data out there on the internet.
How do you not have 1m+ subs, you are moving the HP bar/$ to a new level! I am officially recruiting everyone I know....
Thanks Richard! This is what I've been looking for.
good lord 7:15 that thing comes alive!
I know not as desirable but can you run some combos and tests on TPI 350. turbo cam nitrous etc. seems like third gens are making a little comeback.
Richard, could you do a vid all about cylinder compression ratios, octane numbers, and timing. Its the background content that ppl dont know about boosted motors and performance builds.
Thank you, thank you, thank you... Been waiting for this test for a long time. Started building a pretty close build to this a couple years ago but life etc. got in the way.
Always new that it would be a cheap monster.
I would love to see the difference between the twin gt45's and the s480 with a cam that was purposefully designed for the back pressure of each one.
PS... YOU HAVE ONE OF THE WORLDS GREATEST JOBS... I'm seriously jealous.
Great work! Thanks for sharing all the knowledge and videos, I see your channel growing fast.
I’d like to see that on3 107mm on the big block Orr.. just a LS 6.0. You should test that On3 turbo. Do it. Do it
Absolutely!!! With the 11 blade billet wheel
@@dj4monie $300 worth of turbos vs. $3000 worth of turbos lol, you're gonna have a hard time convincing many people that that would be worth it.
@FredAllenBurge the On3 107mm is around 1000$, really close to the s480 in comparaison at the end.
@@FredAllenBurge that depends if you are doing the fab yourself or paying someone to do it. The EFR saves money on fab work and on other parts, and probably most importantly is the tight package. In the german car world the engine bays are pretty compact so I can see the value. also there is something to be said for explosion rated turbine housings that some brand name turbos have for those that are interested in that.
@@dj4monie this is why I'd like to see him do some videos on turbo comparison w/ direct competitors (by size, not quality)
I’m also firing through all of your videos, thanks rich
DUDE !! I LOVE YOU !! You work your as off to educate me..THANK YOU !!
That was a great video , I learned a lot from it . I think for the long run I’d probably go with twins because they’re inexpensive to replace and the back pressure is a lot lower
Man great content!!! Answered a lot of questions for my 6.0 build I had on back pressure!
I kept waiting for that thing to hang a rod out the side. You must be have WAY more luck than me, but when I got over 1,000 Hp and 1,000Fpt the stock rods either bent or broke. I can't imagine making 1,200 or 1,400 with stock rods!! I just found your channel. I am a long time Big Block Builder and loved this video. Great info.
Its different load on a dyno compared to street, so the stuff that survives on engine dyno may send a rod when the weight and load of a car and drivetrain are added.
@Richard we often struggle with to restrictive turbine housing for some factory position turbo - Please test what is better maxing boost on small turbine housing or lower boost but more timing !
Thnx for all the awesome vids and info professor X
I would like to see you do a Small Block Ford 302/5.0 . with twin turbos ! .
Just found this channel,I was so confused not much anymore,I'm getting me another job..lol or draw the line on ideas.Thank you Richard 👍'd & subscribed.
Welcome!
Very underated love this channel better than powernation
The only thing I wish you had was the Turbine a/r. That's why the single starts to choke at 700hp and 10psi. They work better at higher boost for a couple reasons: the compressor efficiency is higher with higher boost, there is higher manifold pressure relative to back pressure or drive pressure and it keeps the whole system under pressure. With a larger turbine housing they will do way better for bigger engines or higher airflow. There is nearly a direct inverse relationship between turbine ar and peak drive pressure. This was awesome man, thanks.
I appreciate all this fantastic data for free thank you Richard
Thanks for all your research. What a time to be alive! In the 60' and 70's, if a backyard mech was getting "1 pony per cube", he had accomplished something. Now, motors like the LS/LT platform (5.3 ltr) are rated at 355 hp/ 390 torque and that is the baseline for the backyard mech to START with. With simple " bolt on parts", someone can easily double their HP / torque and have some fun. However, on the downside, I look at all my fav muscle cars now, knowing that a slightly tweaked factory truck could rip the doors off them and am sort of sad. What I wouldn't give to be 30 years younger, have the truck I have now and a bit more time.
I had a similar thought with the technological advancement of mx bikes.
I had a fully built cr125 in the 90s and loved it. Got my son a 2019 yz125, put a pipe and getting, revalved the suspension for his weight and speed.
His bike absolutely destroyed my old fully built bike in every single way, handling, power, ergonomics, suspension, braking, all of it
This is more like it!! Great comparison of Turbos! It would be cool to see a 4 cylinder vs 6 cylinder vs v8 with a horsepower percentage increase with a single, and a twin turbo setup. Thank you sir!! Keep the fun and educational content coming! - Subscriber, Dan
From what ive seen of dyno runs and the boost number they run, the bigger enines have higher gains with less boost. So v8 would probably have the highest gains.
I hear ya there... but then there's those darn Honda 4 cylinders! 1100hp 1200hp 2.4 liters? Watch #BOOSTEDBOYZ Kyle has an MR2 with a K Series Twin Turbo that's over 1000 hp! I'm no import fanboy but that's impressive!! A hp per liter shootout would be sweet!
@@DanITGuy gotta check what pressure they are running though. I dont think they can do that under 20.
That's true but it still ran 979 hp @ 29 psi with a K24! That equates to 408 hp per liter!! Where the 7.4 liter 454 @1200 hp is still only making 162 hp per liter!! A 7.4 liter would have to make 3,019 hp to be making 408 hp per liter!
Richard you are the best guy on TH-cam , I cant stop watching your videos so thank you! and thanks for letting me know that my heads are not so good= 317 heads . But anyway, Can you do a video testing high dollar turbo's vs cheap Ebay turbo's and maybe carbureted duel vs single plane intake's. Thanks again.
have lots of single vs dual plane intake tests, check out the EBay turbo vs Summit S475 video
Tim we just watched the gt 45 vs the s480 in this video rite here. Lots of good info. Kudos Ritchard!!!
These videos are awesome. I would like to see more cheap supercharger options. How to make a manifold to adapt and tune.
Great videos! Keep them coming. I would like to see you design and build combinations that would fit in a car. That is what most people are doing and most of what I see you do will only fit in a Dyno room..
Great job Richard , with stock bottom end, nice!!!
Holy crap that’s an amazing comparison
another great video richard, really appreciate what you are doing!!
Suggestion for a future turbo comparison video:
Run dual turbos appropriately sized with varying plumbing configurations between the exhaust port and the turbo. I'm very interested in seeing how variations in the volume of air between the exhaust port and the turbo (call this hot mess "the exhaust manifold"), the length of the run between the exhaust port and the turbo inlet, and the manner in which exhaust gasses are pooled/collected ahead of the turbo inlet.
From what I've studied of turbocharging, the efficiency of the turbocharger should increase inversely proportionally to both the volume of exhaust manifold and the length of the exhaust manifold. That said, I think that the location of the collector and manifold plumbing format is going to have an impact. Additionally, with the exhaust ports having a cross-sectional area of about 1.9 inches² a 1-5/8 diameter tube between the head and a collector into the manifold should minimize available exhaust expansion opportunity in the manifold and maximize turbo pressure development. I'm curious to know how a log manifold performs compared with this. How about stacking a turbo onto the end of a flipped stock exhaust manifold? And whether there's any advantage to creating equal-length exhaust port primary pipes between the head and the header, or more simply running a straight pipe between the port and the turbo collector? Should the exhaust run in one pipe leading up to the turbo inlet or would dumping the collector straight into the turbo inlet work fine? Is there an advantage to staggering the collectors, like 3x 2-into-1 or is a straight 4-into-1 better? Unradiused steps in exhaust pipe diameter create wave reflections and superpositions in the exhaust stream that can help to scavenge ports - are there advantages or disadvantages to including such a step at the head with a manifold that does not exactly match the port size/shape? Is there an advantage to including a large or small step in exhaust diameter immediately before the turbo inlet, or before the collector? Obviously, there's a step in the collector that's almost unavoidable.
Similarly to steps, square wells that waves travel over also create wave reflections on both sides of the well. Can such annular wells be used in turbo applications as a means of positively smoothing the inlet gas pulses?
Great video i definitely vote for the twin Ebay turbos setup at that price for about the same power for a fraction the price and better on the motor with lower back pressure that's a win win
Am a subscriber.. such a amount of valuable information and details!!
Keep it up champ👑
Thanks for the sub!
@@richardholdener1727 thank you for your time and efforts explaining & spreading awesome high quality and detailed information in a very interesting & simple way for us to understand in a video that is so much fun and exiting to watch
I can't thank you enough sir👑
Yes, lots of really good information here. Thank you.
I'm a die hard ford guy and I've seen 340s outrun big blocks many times and they were potent street cars in lets say a dart or cuda...but there's something to be said about how powerful/potent the 351 Cleveland/Boss engines were...just look at the career of drag racer bob glidden,multiple championships with Cleveland powered cars to the point the NHRA banned it to usher in the 500" rule and forcing the 351 Cleveland powered out of pro stock...so glidden builds a 500" cubic inch engine based on the Boss 429 were he dominated pro stock once again with multiple championships with that combination!
Love all this info you provide in the videos
It everything A/R ARE THE KEY TO WORK PROPERLY.
This is one seriously fantastic video Richard! Thank you!! :)
Kool Vid Richard.
I love the way you analyze your data. Every other TH-cam clip. " how much boost are you running"? Uhh doesnt matter. Its boost vs back pressure. What good is 30 in the front if you have 20 in the back that cant get out. I could swap my intake and 102 for 30mm throttle body and triple my boost pressure. When you have an s480 and it's running 12psi wide open you know that thing is doing work!!!
Thanks for the back pressure stuff and all the other data
I remember seeing an article in Hot Rod magazine in the 70's or 80's by Grumpy Jenkins where he discussed what options were available then for GM V6s. This was back in the days of manufacturers downsizing cars and putting smaller engines in, 85 mph speedos and all that nonsense. I remember he wrote about one intake called the Smokey Ram. I can't remember who made it
I never get tired of watching your very informative vids, which is ALL OF THEM.
Eddie Australia 89 C4..
Should have shown the overlay of the single turbo and the twin for comparison!
Another great video Richard! I have a few questions
-how reliable are these turbos
-do you have a link for these turbos
-on a NA engine, a H-pipe improves HP. Would a H-pipe improve HP with the twin turbo setup
-many moons ago, the theory was to breakup the vortex exhaust flow out of the turbo(s) by using a 90deg bend at the turbine outlet. Your setup used straight pipes, old wives tale-what say you
Thank you.
What he said. Singles are easier to plumb and fit under a hood. If you gotta sand rail then twins all day 😎
@@dj4monie I agree X is better than H pipe. However a H-pipe with Richard's setup is an easy install, and possibly a convenient location for wastegates.
@@aaronjames11 I'm not convinced that a single, physically larger turbo and all the plumbing required to connect the two banks, is easier to fit than two smaller turbos hung off the exhaust manifolds/headers. Ultimately, IMHO, the reduced exhaust back pressure would trump and motivate me to engineer a way to fit a twin turbo setup. If auto manufacturers install/run twins on their V-engines, surely as hot rodders, we can do the same.
@@ts302 Alright if you got the room then do twins 🤘
@@ts302 Damn right, but it does take more effort to get everything up and running properly most of the time. More shit means more shit to go wrong, and you need to gather up the budget for things like a second wastegate, a more complex exhaust system post-turbine, a specialised intercooler, etc. If you've got the time and skill, or the money, to invest in thoroughly engineering your set-up it's fantastic. If you don't, the single set up will get the job done with fewer points of failure and fewer opportunities to make a mistake and screw yourself.
So I guess the real question is what do you value more, peak potential or easy gains?
Outstanding, this is the kind of stuff I'm trying to learn about. For a guy like me (LS neanderthal) this kind of information gives me a starting place to learn and experiment with a reasonable budget. You're doing a great job with the content don't slow down, come on down to Texas and help me throw one of these in my pinto
Both my brother and I are running DNA turbos. My brother has 2 SBF engines each with a GT 45 turbo. I am running twin T04E T3/T4 Hybrid turbos on my SBC. They make power. Without pushing them, and we definitely could push more, but his 5.0L SBF with single GT 45 is making 745 HP / 670 TQ on only 13 PSI. My 384 Stroker SBC with twin T04E's are making 720 HP / 830 TQ on only 10 PSI. More importantly then these peak #'s are the power thru each of the complete powerbands look & are. Obviously there are many other variables in these builds, such as DART blocks, forged internals, cams, heads, EFI systems, tuning, & matching all the components correctly, etc etc etc etc. These are also barely broken in engines, & so before we push them more, & more they will make & handle, we continue to break in & tune. The point is, eBay turbos, DNA turbos make power! My overall advice is pay close attention & inspect your wastegates, Tial included! I am currently running two 44mm Tials, my brother DNA wastegates, with no issues, but have gone thru some of them, real Tials included that had poor quality control. I think most people truly misunderstand how Loosely the term usa-made is. What most don't understand is that while something that is usa-made is technically put together in the USA, but all the little parts were made in China before being shipped to the USA to be put together in the USA and then is so cold USA made. This is an absolute fact with many many top quality name brand products. Not to mention many of them in which are USA made can have horrible quality control themselves. Imagine spending $4,000 on a set of AFR heads, etc, that you find out many of the tolerances/clearances/ specs are out to lunch. But you wouldn't know or think to have to check these because you just spent $4,000 or so on buying brand name items such as AFR, Edelbrock, etc etc. After doing this for many many many years I have seen this all too many times. And by the time you catch the mistake the blame typically has been placed elsewhere and or there is nothing you can do, if you even find where the original problem stemmed from. This is why you go over all your equipment no matter where it is from.
Interestingly enough, a similar situation applies to designer clothes. How many people really don't know that their real Gucci, Louis Vuitton, etc etc many times is made right along with the knock-offs right there in China or Taiwan or wherever. Not to mention not all knockoffs are made in China or Taiwan. Regardless the reason for this is because there is more money for companies in Outsourcing. Everybody screaming and yelling about keeping it in the USA, which I am totally for, I'm totally for the little mom-and-pop businesses, but the reality is that when you scream USA Made you are essentially backing corporate capitalism, because they charged astronomical prices for things that many times are not worth what they are charging. Don't get me wrong sometimes you definitely get for what you pay for, but most of the time it's absurd. It's also interesting that the same people have no problems with going to places like Home Depot, Walmart, excetera excetera which are big business which pushed out all the little businesses oh, and how do you think these big businesses do what they do? By Outsourcing. So you may want to think about that a little deeper before knocking things being made in China.
Sure there was a time when most of the things came out of China were complete junk, and in many ways still is. But you see China/ Taiwan/ etc kind of got smart, they figured if they made some decent quality items, such as turbos Etc and offered it add a fraction of the normal USA cost, they could make a fortune, and if they continue to show reliability they could continue to make that fortune, kind of like they are now. Not to mention that these countries also have race scenes, and so we the people in their own countries are going to use these products, and so if they continue to make decent stuff they can Corner the world market , kind of like they are now. And this is showing up everywhere, from car parts, welders, plasma cutters, household items, etc etc etc, while big usa-made corporations want to charge an arm and a leg for stuff that most of the time is made in China anyways, and the the average American doesn't make the money to support all these absurd expenses being in the USA yeah, and so they get it elsewhere. Then go figure the stuff works great, and even if every once in awhile you get a piece of junk, even if you have to call it a loss so, you've already saved so much money from buying Outsource stuff and it's not even that big of a deal anymore. So you may have lost one thing but gets saved in so many others. And if you buy these Outsource things from reputable websites most of the time your money is safe anyways
Wonder how those turbos would work non my 412 .060 sbc with 113 aluminum heads?????💪🏾💪🏾
You listened to the commentors about the graph being blocked by the pip of you. That's great.
Was thinking about trying this on a 420 rear wheel HP on motor 383 SBC we have.
I’m a Ford guy and is still my favorite channel on TH-cam right now. Can’t wait for some Coyote content
I ain't a Ford fan but I totally agree
Anthony Thomas I meant that in the way of he’s mainly been doing LS stuff with the sprinkle of hemi/2v stuff.
I like all cars really but die hard bow tie guy... Love the LS engines
Awesome video. How about a junkyard 460 BBF with turbos next??
Don't those kinda hate boost? I've heard horror stories but I don't know how true that is
Ehh, all engines hate boost when tuned poorly. Guys have been beating them to death for years. I would like to see a heads, cam and intake with the S480.
Anthony Thomas I was talking about "junkyard" like the guy above originally said. The stock rotating assembly is what I was talking about, good parts can make any engine a beast unless it's an oldsmobile😂
These uploads are always exciting and I can't click them fast enough. Thank you for doing this!
Lots of good info an thanks for moving your head to the bottom right corner
This is what I’m doing to my 2003 6.0 Ritchard.Twins on a budget!!
I just picked up a 118k 97 2500 that I'm going to swap in my 85 cucv when the 6.2 dies. I was going to 12 valve it but a big block turbo will be the transplant. I don't want to to swap it tomorrow but I'm sourcing the parts. I have 3 years and change to retirement. I'm hoping the 6.2 lives that long. Every time I get on the highway I feel bad for the torture I do to the 6.2. When you can hear the engine over the 35s you know it's not happy
Would love to see the twin GT45’s on a 6.0 with various junkyard heads
Been waiting for this video thanks.
Hi new to the channel. Love all the videos. I built a 2000 ls 6.0 twin garret t4 turbos. ( Craigslist ) unknown sizes. Only says .063 ar on the cold side. . sloppy stg 2 cam . 80lb deka . aem 380 pump fuel cell. 6an line . return style rails truck manifold. Stock bottom end. Aem. Met kit. Using a th400.high stall man valv body. Vette rear. 2.49 gears. ( going to a 3:45 i think.) Whats your recommendation on the size turbos i should be using. ?? Car is already tuned by a dyno shop using a generic tune on hp tuners. Any help from a real expert than has real numbers as opposed to the web would be great .thanks for all the videos.
That torque curve is awsome!
I thought of this a long time ago:
Q. How much more power would an engine make if an electrically driven compressor was installed post exhaust turbine to not only eliminate back pressure..but create negative pressure to rapidly draw out combustion gases, just like air is forced into the intake side by the turbo.
Create Negative pressure on the exhaust side!!!
When electric turbos become viable. You’ll see power production off the charts since they’re driven electrically.No more exhaust back pressure !
Run a electric fan for boost
Run a electric fan to evacuate on the exhaust side
CRAZY POWER !
You need bigger injectors? I know a guy ...
Oh shit dude, you're famous. I bought a Sonoma just so I can find and roll a fairmont home.
Badass content! Thanks love it
I love your videos, keep doing what your doing. I'd love to see what you would do with a GM 305 CID gas engine or a 6.2 litre GM diesel engine and I'll keep looking forward to your videos.
I like your videos but I kinda wanna see you do something a little different and use a old GMC Big Block V-6 like the 351 magnum and see it turboed or supercharged.... That would be sweet. But keep up the good work 👌
Great video. Googled Living the Dream. One result, Richard Holdener.
Living and sharing the dream.
Thanks gor very informative content. Please consider boost testing 80's vintage Chrysler 4 cylinder motors (2.2, 2.5). Am curious about power potential.
Great videos, Sir!
That was great, I loved it.
You hooked me two weeks ago when you had a 351 Windsor that you cut valve reliefs yourself with a die grinder but you made over a 1000 on a junkyard Windsor and dude that’s bad ass!! What is the actual size of those gt45 clones
jamie muncy : That was goood.
I'm proud of you, rich
Bloodviking
Richard your killing it with the V8 stuff. But can you do similar things with Mazda & Honda engines. As you know some of use have had to go to more fuel sipping cars. But more power is always good???
Great job Richard 👍
Another fascinating video. I'm curious how we can predict these things beforehand by first looking at the turbomachinery compressor and turbine performance maps. I'm just thinking out loud if there is a way to explain that for a general audience.
Does the higher hot side(nose) pressure also want a higher LSA and reverse split duration on the cam? Is the resulting reduced valve overlaps helpful for the high exhaust pressure, or just the more commonly talked about "lost boost"? What specs are altered if not more rev split dur@.050 and more lsa.. Thanks
ask yourself this-how does boost go out the exhaust when the back pressure is higher than the boost pressure?
@@richardholdener1727 I'm with you that far and actually figured it would effect the dyno more. I thought you mentioned what you would do to a 'turbo cam' to help the issue, so my ? is more what you would do to a cam on an engine that see's a higher exhaust pressure? Would you not want as much lower ex duration (keep the duration split less neg) and increase the LSA more to keep the overlap positive? (Like on my gen2 LT1 I use a 235/242 112LSA for motor/bottle, but thinking 230/232 114 both .600, with the VS/orBW on my 383). I dont think it will be high, but what would you do to the cam to help w high ex pressure? It seems like buy an exhaust housing or new turbo is the only fix.