Learn From My Mistakes - Studebaker LT Update - Not an LS

Today we dive into some issues we have been having with my Turbo L83 swapped 1963 Studebaker Lark. The main issue we have been having is with the LS7 intake conversion in order to delete the Direct Injection and install Port Injection. We had to buy a whole bunch of parts from ICT Billet to make it all happen, but we got there.
The Stephan Papadakis video I referenced in the video: • B58 Engine Dyno 1000+ ...
Thanks for watching.

[@_the_Chad_]

That face at 5:23! I felt that. I think we've all been there!

[@Calvin-Nelson]

For sure.

[@jacqeusmouton4005]

Love this build! I race a Silver Hawk here in South Africa in Vintage racing. South Bend actually sent a '63 Lark R2 here to race in Production Class, but they were not allowed to because of the supercharger. The car was then converted to R4 spec and ran quite successfully until it was obsolete...it was recently found and is being restored.

[@nickmudd]

Holley Sky ram with injectors all the way down the stacks and Nitrous tapped into the direct injection

[@Calvin-Nelson]

Need the moonshot like they did for last year's April fool's.

[@SchofieldBrothersRacing]

I haven't even finished watching the whole video yet. When you put the adapters and DI hold down plates on and it still doesn't fit....I FEEL THAT PAIN. That's usually when I have to delete that footage because it sounds like a scene from Pulp Fiction!!! Keep up the vids and good work!

[@Calvin-Nelson]

Yeah. I was bummed. Lol. I was planning to show people a DIY way of making a DOD delete plate and everything... Oh well. It's only money right.... 😅

[@SchofieldBrothersRacing]

@@Calvin-Nelson yep you can't take it with you!!

[@richb.4374]

This video made me think of the old "switch pitch" torque converters they used in mid sixties GM cars. The converter had a "loose" and "tight" set of vanes inside you could manually switch or use a carb linkage or whatever to switch the converter stall speed. Hotrodders back then could use the normal tight setting for the street and the loose setting at the drags. For the time it was a pretty slick set up.

[@SchofieldBrothersRacing]

I swapped an 83 Regal with a 455 Buick with a switch pitch back in the early 90's. The switch mounted at the top of the gas pedal, and the Regal had the mount for the stock 60's A body switch. Mash the pedal and get high stall. Later I added a toggle switch so I could have high stall when I wanted. Man, that car was a blast with over 500 ft lbs of torque. It was pretty much a bone stock Stage 1 455 with an Edelbrock intake and headers. I have a short clip of the methanol injected beast it became on my channel.

[@TurboV8boi]

Thanks for the info. I've been wondering about the newer LT stuff. Good to know about the intake haha

[@danielcarroll5667]

How many times as a "Hot Rodder/Racer" have I opened a can of worms & then found out that Worm Wranglers are never cheap ? All part of the experience , I s'pose , very kind of you to share your experience & probably save others from going down the same rabbit hole , you guys are the best , thanks.....

[@Calvin-Nelson]

Yup. That's Hot Rodding!! Lol

[@McKnight0418]

I have essentially the same converter for a 700R4 from Jegs in a 1957 Belair with a 78/75 turbo 5.3. I like it, lock it on the highway with 3.55 gear. 2250 rpm at 70 mph. Ran it for 2 summers now at 650 hp.

[@kennybiggs3944]

I love the content keep up the awesome work

[@Calvin-Nelson]

Thanks!!

[@BigFun4Life]

Thanks for sharing your learning experience $$.Much appreciated…

[@Calvin-Nelson]

No problem. Thanks for watching.

[@michaelblacktree]

Very cool project! Looking forward to the next video. 👍

[@Calvin-Nelson]

Thanks!!!

[@michaelsantosuosso7284]

I would have thrown a ratchet through the wall on that intake situation thank you for the Holley High Ram recommendation

[@Calvin-Nelson]

Is what it is. I'm into it deep now. Lol

[@danielfmyers]

That 5:22 moment 🤣

[@BuckDOESIT]

Cool video!

[@Calvin-Nelson]

Thanks bud!!

[@PgUpPerformance]

the hole is the head is basically perfect size for 3/8-16 tap. i've turned aluminum plugs and loctited them in with success. Only in the 6-700HP NA range though.

[@PgUpPerformance]

sent you a msg over on facebook with some details, if interested.

[@mikecondoluci53]

awsome build

[@Calvin-Nelson]

Thanks bud.

[@alssimplelife486]

Can’t wait to see the jegs 4l80e converter get tested. I’ve been wanting to get this converter but I’ll wait and see results

[@Calvin-Nelson]

Yeah. Me too. We actually already have one in my Mom's truck. It works well, but it only makes like 400hp. Lol

[@SloppyMechanics]

i think last 80e car or two i did had a jegs budget 80e boi

[@jacksonwalton7404]

Just get the Jegs XHD unit and try it. They are solid converters, at least my TH400 one is

[@1stamendmentsupporter]

I bought a Jegs 4l80e converter, based on Nivlac's and Denmah's results with the Jegs XHD th400 converter. Both of these Jegs converters have the same stall rating. They appear to have similar construction, based on a 245mm GM core, with a billet front cover. Both are rated for 800hp.

[@kraftzion]

That is a shame. I really would like to see a port over direct setup.

[@johnlewis8156]

Agreed! I hope he comes back to it at some point. With the way the pistons are shaped I'm not sure how well it will work with port injection. I guess we will find out soon enough

[@michaelsantosuosso7284]

Major $$$$$ and headaches

[@shadowopsairman1583]

This is why You should call if you are unsure or email them

[@Calvin-Nelson]

Like I said, totally my fault. I figured worst case I'll just delete the DI. Didn't know it would be so expensive to do it. Lol. Is what it is.

[@drbendaroo9610]

Definitely interested in the 4l80e budget swap. 👍👍

[@UnderYourMother]

nice

[@TurboWorld]

I run several stages of injection. Works real well.

[@BuildaMan]

I thought part of the appeal of the new LT engines was the direct injection. Regardless excited to see where this Studebaker goes now.

[@Calvin-Nelson]

Like I said in the video, it becomes very cost prohibitive to run the DI at the kind of power levels I want to.

[@bendover-uf9st]

💪

[@joeyjojojr.shabadoo915]

I am so glad that I came across this video. I have been planning a Darton MID Sleeved, Bored and Stroked LT block for somewhere in the 387/427cu to 454cu range (smaller if I go Turbo, medium is I go Centrifugal SC or largest for Nitrous) and use the LT4 Direct Injection pump on pump gas in conjunction with additional Port Injection that will be activated when required (Port Injected Methanol if Turbo/SC, Pill/Port Injected Gas if Nitrous). I like the fact that you can drive around 24/7 on an angry N/A 12.5:1 setup on Direct Injected Pump Gas, then fire up power adders with a map and additional fuel only when needed/wanted.

[@hendo337]

Why not just buy an L8T block and use that instead of spending all that money to sleeve a block? The L8T can take 0.060" over and a 4.25 stroke which would give you 454ci. SCDP made like 2000hp with an L8T block.

[@joeyjojojr.shabadoo915]

@@hendo337 3 reasons: 1) Alum vs Iron = 100+lbs difference. 2) 4.25" Stroke in a 9.240" deck height Block ? Not a chance. You would need long enough rods to clear the counterweights (6.125" MIN), leaving pancake thin 0.990" pin height (with a 0.927" Pin, that leaves 0.527" of piston over the top of the Pin). I doubt that it's even possible, as it would force you to attempt a support ring on EVERY rail and I don't think you could run a complete ring pack setup in a 1/2 inch of space (2 comp rings, Oil Rings, all needing support rings ?). 3) The L8T block is for sure strong enough, but 2000HP on a Dyno vs 2000HP in a car on that block is very different. A standard water jacketed 9.240" deck height LS BowTie block has been proven to suffer failures over 1500HP with 4.125" bore by reputable builders and even SCDP suggest to keep the bores on the L8T block @ 4.075" or smaller for big boost. GM build the standard deck (9.240") 454 LS using a special 4.125" crankshaft with short/thick counterweights, specific LSX 6.00" Connecting Rods that hook to the pistons using 0.866" Pins. With the rods/pin they are able to get a Pin Height (Compression Height) of 1.178" and with the smaller Pin (and similar Pin Height to OEM LS7's 1.173" but with 0.9250" Pins) they are able to achieve a thicker piston above the pin. While the GMPP 454 LS has a terrible Rod/Stroke Ratio (for overall Piston acceleration/speed, hence RPM limited in the specs to 6500 RPM), it has a better Pin Height then an aftermarket 4.00" LS Stroker's Piston Pin Height using 6.125" Rods and 0.927" Pins (generally 1.110-1.115").

[@mattmaulfair4169]

That longing look at the welder, lol, working on a K24 project and having to force myself to just spend some $ on parts so I can be done faster instead of make them for once

[@Calvin-Nelson]

Yup. Lol. It's hard.

[@MichaelRadelet]

Mast motorsports sells gen V intakes with port injectors added in

[@Calvin-Nelson]

Good to know. Maybe on the next one.

[@RyTrapp0]

Yo Calvin - speaking of trans stuff, when are you going to build a drag car with a man pedal? Would REALLY dig seeing an Atlas(excuse to pick up an I5?) with a stick, especially since I unfortunately can't build that(or anything else) myself at the moment.. lol There's a budget way to go fast with a manual trans too - a ClutchTamer, essentially turns a standard clutch into a fully adjustable slipper clutch(or rather emulates a slipper) for ~$200. They work VERY well, even winning a couple NMRA Coyote Stock championships, which is an auto & manual class. You'll see them in some drag n drive events too, great dual purpose product. We picked one up for my nephew's Fox body that's getting a BBF swap, and it's impressive how effective such a simple product can be.

[@Calvin-Nelson]

We almost put a manual in my Stude instead of the 4L80e. The reason we did not is because we picked up another project.... Stay tuned, my friend.

[@RyTrapp0]

@@Calvin-Nelson Ah yea, that's what I like to hear! Looking forward to future builds...

[@frankorobinson1540]

I know this an older post,but would it be possible to make manifold adaptors to rise the intake up above the fuel rails,um shure you already throught about this ,😆 lol,love your altas videos.

[@Calvin-Nelson]

Thanks. Yeah. I'm sure that's possible, but it probably wouldn't make for a great flow path.

[@jackruss5056]

Looking foreword to your LT set up and tuning. I would like to stay with DI and port on top using the Hi ram. Trying to do the same in a ‘67 chevelle.

[@andrewnelson3733]

Our second LT project will get DI. This is the tooth cutter. That poor stude gets all the science projects...

[@Thedoug369]

Lmfao! Dude, you remind me of myself in so many ways, except, I'd never, ever change from manual to automatic. Sure auto is a little faster and more consistent, but doesn't have the fun factor!

[@Calvin-Nelson]

Yup. I hear you. We'll have a manual trans car soon.

[@BTB31]

hey Calvin love the build , are you keeping the variable cam timing on this build ? also what ecu are you using ?

[@Calvin-Nelson]

Thanks. Yes we are. Going to use a Megasquirt Goldbox for now.

[@tptrsn]

I was wondering if welding up the DI holes in the combustion chamber was an option. From looking at some of the other comments, I guess it is. I suppose you could also conceivably tap the holes and run some threaded rod up in them and grind it off flush? Welding still seems like the easy option.

[@Calvin-Nelson]

You absolutely can.

[@hendo337]

An idea that I have had in my mind that I would like to do if I ever messed with GenV stuff if I could get a 5.3 for cheap is to assemble an L8T short block and depending if I went N/A or boosted I would either make it a 454ci N/A at 4.125"x4.25" or with boost probably keep it around 4.100"X4(or stock 3.858") to stay on the conservative side. Then use as much of the 5.3 as I could to assemble the engine, the L83/L84 heads flow nearly as much a rectangle port Gen IV L92 heads already, use an intake from Mast with port injectors if I ran boost, then cam, AFM delete, valve train, headers or flipped manifolds for boost and run it to see how mean it would be with a large ci, stiff iron block GenV, could probably go with higher compression with the DI as well and it would be extra strong on E85 pump. I imagine N/A 454ci at close to 12.0:1(maybe a touch more) maybe light porting on the 5.3 heads, possibly an intake if the stock intake is leaving anything on the table, a big cam, headers on E85 should make close to 700hp at the crank. With boost and less ci, SCDP has already made around 2000hp with an L8T. Apparently the block is as strong as an LSX block and costs around $2000(sadly they were around $1200 a few months age on one site). Back to reality, I have a couple LQ4s, an LS1 and a roller cam 351w I can play with that already belong to me that I should use up before I get involved in Gen V.

[@Calvin-Nelson]

Cool.

[@thewraith6360]

Hey calvin i think Dr tune em all did a video where they just welded the DI holes up from inside the chamber, IIRC. But that is a cool deal LS7 intake on a little 5.3

[@Calvin-Nelson]

Yeah. My welded isn't good enough for that. Lol. Thanks

[@thewraith6360]

@@Calvin-Nelson Dude look up the 8hp70 its an 8 speed and you can do a lot of cool stuff with it and people run the stock torque converter they come in a ton of regular vehicles and they're like $600-700. Only downside is the Trans ecu stuff but look into it i saw a video about it yesterday really intrigueing. Its apparently a variant of the hellcat trans, and they hold alot of power stock (very heavy though) but they came in base model challengers and chargers and a bunch of different vehicles. Supposively you can even hook up a clutch with a switch and itll operate like a sequential theres a guy on here with one in an r33 skyline that has a sequential style shifter in it, really interesting stuff.

[@Calvin-Nelson]

@@thewraith6360 I have. They're very intriguing. At some point I am sure we'll mess with one

[@thewraith6360]

@@Calvin-Nelson Thats going to be sick

[@jdubcbr600]

I'm fixing to venture into Lt land and found this very informative. I also have a ? off topic, what dwell are you running in your Megasquirt setups @ 13.8v on e85 and what coils?

[@Calvin-Nelson]

Like 3ms with LS coils

[@zapa47]

5:20 🤣🤣🤣

[@GusMahn]

Would have loved seeing the dual fuel injection system. Too bad it didn’t work out. Would the Holley intake have helped fit the DI setup?

[@Calvin-Nelson]

I'm 99% sure it would fit.

[@PgUpPerformance]

they offer 2 hi rams, one for use with DI, one with PFI provisions machined. casting is the same and clears all OEM DI hardware

[@LiveOff-Road]

@@Calvin-Nelson Would love to see this route and how you handle engine (fuel) management in an attainable way for your audience. It seems past investment in a direction you don’t like isn’t a good reason to continue down that path. 🤷🏻‍♂️ Fuel aside,.. do your plans include utilizing cam phasing VVT? Thank you for sharing your journeys.

[@J2A61]

I have a GenV swapped L83 camaro with the 6L80 I love it. But it is expensive and I’ve recently broken the 6l80 and my car is NA & 400rwhp and 400 ftlbs of torque. The brake I believe was my fault because I changed the tune trying to figure out tap up tap dwn and forgot and went to the track…

[@Calvin-Nelson]

Ouch. Yeah. I'm looking forward to getting this one going!

[@J2A61]

@@Calvin-Nelson yea man talking about cruising.. it’s at 75-78mph doing 1700 rpm and if I nail it 💨 I’ve ran off on a C6, g8, R/T challenger, 392 scat and believe it or not it made a busa with a passenger tap out and had hell to stay next to me and we did 3 pulls from around 85 or so… nonetheless the genV stuff impressed me

[@RDTengineered]

I get that the performance DI pumps are outrageous price. Even the OEM LT4 pump is crazy price retail. Does leaving the OEM DI to handle all the low power economy/idle/etc plus adding port injection for high power fueling not work smoothly? I see the engineers working on the GM pump designs. Hope something comes out for aftermarket to lower the price for high output DI or even regular OEM LT4 pumps.

[@Calvin-Nelson]

That was my plan. Lol. Leave the stock pump and everything for cruising, then fire methanol over top when in boost. Oh well. Didn't fit.

[@hendo337]

Did you not know about the Gen V intake manifolds that Mast sells that have port injectors in them so you can use both systems simultaneously?

[@Calvin-Nelson]

As long as the MAST intakes don't obscure the DI system, you can do whatever. GM did port and DI in a factory application.

[@BigMikesGarage]

So I haven't messed with any Gen V stuff at all. What is the purpose of the ugly bumps on the valve covers? Is this something that is easily eliminated with a valve cover swap? Thanks, and loving the build.

[@Calvin-Nelson]

That's improved baffling to help separate the air from the oil for crankcase ventilation. Yep. Easy to eliminate with a cover swap

[@MrMechanicandy]

Width on the 8.8” axle out of the explorer I image was wanting to change out my commander rear axle need measurement inside drum to drum thanks

[@Calvin-Nelson]

Now sure of the inside to inside drum, but once you narrow the one side using two passengers side axles, they are around 53 inches wheel mounting surface to wheel mounting surface. Going off memory.

[@wordcripple3174]

you should try the original LT engine the LT-1

[@Headsup9550]

You should know, regular people like us don't have that Doug Cook money!!😭🤣 As far as an 8.8 being stronger than a GM 8.5... Come on really? If they are at all, it such a small amount that it's most certainly not worth R&Ring a rear end to gain that amount of strength. I will agree that the availability of parts is a huge factor though. I mean, parts for a GM 8.5 are absolutely as abundant as 8.8 stuff, just not in the circle of people that I hang out with!!lol I'm far from an 8.8 hater by the way! I love them and think it's one of the greatest resources hot rodders have available to us. I just don't think most people know the immense strength and certainly strength potential of an 8.5 rear end..

[@Calvin-Nelson]

You could be right on the strength thing. We will inspect the rear and see what condition it is all in. It's definitely getting loose though.

[@Headsup9550]

@@Calvin-Nelson Oh yeah, for what it's worth, I have an '07 BMW 330i that has a cam only LS2/80e and a small dry shot on it and the Jeg's converter is pure sex!! I like it more than any converter that I've ever had in any car!!

[@TheMlc4life]

5:21 me looking at my next job.... then a beautiful woman walks by. Then I realize she is out of my league.

[@firebry23]

$750 for a pump that's cheap. The Ecoboost hpfp starts at $1500 and go up from there

[@Calvin-Nelson]

$750 is expensive for a pump that only supports 700whp. $1500 is smoking crack expensive Lol

[@GIGABACHI]

LMAO 🤣, all of a sudden a big honking 6cyl ATLAS 4200 ain't so bad anymore . . . 🤣

[@Calvin-Nelson]

Eh. There are advantages with both.

[@BLITZERKING1]

I'm curious how you would control the direct injection and port injection? What did you plan to do there?

[@Calvin-Nelson]

Stock ECU and aftermarket.

[@BLITZERKING1]

@@Calvin-Nelson can you split the crank and cam signal to a microsquirt or something without any issues?

[@Calvin-Nelson]

@@BLITZERKING1 yes

[@rickworkman4034]

What is opinion on recapping 5.3 injectors yes or no.

[@Calvin-Nelson]

You mean decapping? Not sure how well that would work with DI. It's a whole different beast. On port injection we've done it many times.

[@Darkipod]

So if you are deleting the direct injection, why even use an LT engine? Is there any other advantage over an LS?

[@Calvin-Nelson]

There are lots of advantages. The heads are way better out of the box. The deck surface is much more rigid. The head bolts are larger. They have piston oil squirters. There is a lot more factory forged crank availability. Just to name a few things.

[@primotote]

Jegs torque converter states that not for LS engine, ...don´t understand this. help.

[@Calvin-Nelson]

It just means that the center hub doesn't stick out as far. They sell adapters. I wanted to get the "non-LS" one because who knows what I might use it on.

[@frankensteincreations4740]

For the extra pain, what’s the benefit of lt over ls?

[@Calvin-Nelson]

The deck strength is better. They have larger head bolts. The heads are incredible. Everything but the 5.3 has a forged crank. It's just a better LS.

[@michaelblacktree]

And most of the LT based engines have higher compression.

[@Calvin-Nelson]

@@michaelblacktree that too

[@DrArtshotrodrehab]

All that good KZbin money and no lift My god Calvin get a car lift in that garage

[@Calvin-Nelson]

You vastly overestimate how much we are making off the KZbin at the moment. Lol. The ceiling is a little too low in that building for a lift. Also, it would be a massive pain to work around.

[@michaelblacktree]

@Dr Art - Your comment doesn't make much sense. As a small youtuber yourself, you should already know that small youtubers make diddly-squat for money.

[@andrewnelson3733]

@Dr. Art...we really are doing our best. Sorry we don't meet your expectations.

[@DrArtshotrodrehab]

@@michaelblacktree it’s a joke sir

[@DrArtshotrodrehab]

@@andrewnelson3733 lol 😂 I am sure you are way better at all this then I am Comment was not to be taken seriously Sorry if I offended anyone I watch you channel for the advise being handed out I learn stuff every episode

[@NatoriousGamePlay]

So basically you spent a bunch of money to have a worse ls3? I don't understand why di is so slow to make big power. As far as I can tell, it operates just like diesel does, and yet there's nothing. Am I missing something?

[@Calvin-Nelson]

Nah. It's a better LM7. For diesel, your only option is DI, for gasoline, you can do port or DI. As long as there is a cheaper option, there will be people like me that are not willing to spend more money on something that will get you mostly the same result.