STOCK EX MAN VS HEADERS LET'S TALK TECH

[@KaosProject21]

brass in the oil is "bronze" trunions grinding away as they do lol

[@andrewbecker3700]

The 345cid V8 in my "77 International Scout II, redlines at 3800rpms from the factory. I've recently put Doug's Tri Y stepped headers on it. After having a regular 4 into 1 set from him on there for the last 20 years or so. Most would assume at those low rpms, it wouldn't make much difference. Wrong. Having an extremely rare spread bore dual plane high rise air gap style intake manifold. With a Rochester Quadrajet 4bbl. carburetor and an H.E.I. distributor. The package has really come together. Anyone that's ever driven an old Scout. Knows how sluggish they can be at low speeds. The Holly 2 and 4 barrel carbs they almost all came with. Had piss poor off idle transition and drivability at low speeds. Just a 2 and a 1/4" inch diameter dual exhaust with Thrush Turbo Tubes for less hangups on offroad debis. The 4 into 1 set was better than cast iron manifolds. But these Tri Y beauties give the grunt at an even lower speed. Makes a clearly noticeable difference on a frick'n 5000lb. battle tank like a Scout. Peace.

[@KaosProject21]

cast long tubes would be neat. heavy, but neat. cast retains heat real well shorty headers are just a stock manifold you gotta fight to keep hot basically. long tubes are awesome, but keeping them hot is a pita

[@autumnjeserich2689]

Ceramic coat and wrap helps a lot

[@Twogreenfeet]

Ford had cast long tubes for FE.

[@MrLightning54]

It'd be hard for me to believe that someone would swap a cam out before already having installed long-tube headers, at least most of the time in the quest for more power.

[@fridgeopener236]

People do it all the time.

[@KaosProject21]

rock crawling Richard, you have you hop on&off the throttle at all kinds of wacky RPMs offroad. its why Im trying to build a blown stroker with a BAS motor. all of the torque and throttle response *at any RPM* adding 150ftlb of torque from 0rpm up does all kinds of things for precisely the kind of performance we are talking about the most in this video. you want torque at 1krpm? how about torque at zero RPM lol its literally just an alternator and belt upgrade lol...

[@KaosProject21]

i mean there's electronics and a battery, but pretty much you put a 48v thing where a 12v thing was for the alternator and the battery, and then add the related electronics, and figure out how to tune for it.

[@richardholdener1727]

electric

[@KaosProject21]

i have a question youll like: so obviously 862 (cast 706) give you the most compression on an lq9 but 799s breath better. the 862 makes more power than the 799 in testing, particularly torque IIRC. now, would porting the 862s and having 799 valves put in them hurt the Torque part of the curve? usually things that breath better shift the power higher in the rpms. obviously the 862 with 799 valves and porting will make the *most power* of the three, but how much higher up the rpm range would that power be?

[@richardholdener1727]

it won't change where it makes power much (that is intake and cam)

[@mark16443]

so i dont have numbers yet but i did something similar to this only instead of putting bigger valves in the 706 heads i ended up getting a set of 799 heads that i discovered after cleaning them that they had damage in the chambers and need the valve seats recut. figured it was a good time to learn how to port a set of heads. so i ported them and then had them decked to clean them up and had the valve seats recut( guess i should have gone to bigger valves but i had already ordered factory valves.) so now i have ported and decked 799 heads on my lq4. this might be the only vehicle i take to a dyno just to see what kinda of power it makes NA.

[@KaosProject21]

@@mark16443 Lq4+799 is low-comp high flow like for a turbo motor. decking the 799 just creates mediocrity lol. if you want all motor put 862s on an lq9 for 11.5:1 comp. if you skim them you get 12:1. where I wasn't clear was if porting the 862 and installing the bigger 799 valves in them would remove any of the torque curve benefits of the 862s, and Richard said not really, which is awesome lol. 862s are 706 you can modify. I wouldnt fuck with 706 heads they crack stock. they flow a *tiny* bit better stock because the casting process is smoother, but theyre weaker and also have marginally less compression than the 862 862s are an old school head you can do headwork to, hence my loyalty to them for a cathedral port head.

[@mark16443]

@@KaosProject21 when i built the motor the plan was to eventually add a turbo so the lower compression was the goal, i didnt even plan on touching them besides cleaning them but decided since they were damaged id play with them and have a go at porting them. decking the heads was more of a necessity since it appears the engine they came off of ingested something other than air

[@KaosProject21]

for turbo Id either put 5.3 pistons in a 4.8 with 799 heads and a Dorman or TBSS intake, or get an lq4 and put ls3/LSA heads on it with an LS3 intake. those are the obvious cheap things to do to me for a turbo motor lol.

[@richardholdener1727]

why would you put dish 5.3L pistons in a 4.8L?

[@KaosProject21]

@@richardholdener1727 because turbo? presumably turbo guys are looking for lower compression the 4.8 rotating assembly is going to hold up better IMHO. 4.8 with 799s is a common junkyard turbo engine, but dropping the comp more with dish pistons will let it eat more boost. like imho most turbo guys have accepted lag and theyre just shooting for drag strip stuff and dyno numbers. i know you can build unlaggy turbo setups, but thats not what we are usually seeing lol. people just dont notice the lag as much because the baseline engine is a v8 lol

[@marc-antoinegagne3062]

Is there a Richard Holdener of transmission, I want to learn more what works good/best but for 4l80e

[@timweb1510]

Wish there was a gentleman like that for th400

[@richardholdener1727]

4l80e for turbo ls

[@marc-antoinegagne3062]

@@richardholdener1727 any content creator you recommend, I’m trying do build one for myself (4l80)

[@clayandamyrobinson9677]

Have you ever had an issue spinning a cam bearing on a high mileage cam swap engine? It has happened to me on two occasions. Could I be doing something wrong?

[@richardholdener1727]

only ever happened on 1 motor

[@clayandamyrobinson9677]

@@richardholdener1727 thanks for the reply! Keep up the great discussions. I’m about to try using a 5.3 crank in an LS1 block. No rebalance, due to cost concerns. It will rarely see any time over 6k rpm. Will it give me 50k miles?

[@The1badgoat]

Little off topic. Have you ever tested a 409bbc

[@richardholdener1727]

I have not-but those r cool

[@The1badgoat]

@ would love to see a 409 tested

[@KaosProject21]

WOTBox, like pedal commander, for controlling these Bluetooth throttle bodies lol

[@KaosProject21]

variable vane sucks Dual Volute is being slept on...

[@autumnjeserich2689]

I am the other guys

[@uglyduckgarage6832]

WTH is the infatuation with WOT tq at 2k rpm. It’s not a diesel, let it go.

[@KaosProject21]

electric centrifugal have come a long way, idk how you control/tune them tho. lol resident weird hybrid shit guy here lol.

[@KaosProject21]

even back when cleeter was a noob they had pretty powerful electric blowers, good for rice. theoretically you could pair them up. that was like 6-7 years ago, they've got some pretty big ones out there now but again you need a controller for that motor or else its literally on-off full boost lol.

[@KaosProject21]

theyll spool a turbo at basically any RPM tho lol. just cram air in the bastard at zero RPM up until the turbo comes online, then cut the power and let the impeller freewheel in front of the turbo. like a compound setup but the front compressor housing is a leaf blower lol

[@KaosProject21]

lol