I'm in Victoria and I just had a Dyno Tune done to my HSV LS3 it has extractors and Dual 3 inch exhaust Bi-modal mufflers and CAI. After getting it back I noticed the Bi-modal mufflers were closed the whole time it was getting tuned, (I was there the whole time) I asked them if it would make a difference to the tune and horse power numbers and they said that it would make no difference!! Is that correct. Cheers wish I lived near you guy's to tune my car.
- 8 = 8/16 or 1/2” is a loose 13mm. It come close and still pinches. But I won’t be anywhere soon that is all metric or driver only on the wrong side of the road either! ASE Master, 78. Retired.
tryna be on a budget too less than atleast 5k as anything more id rather sell n just get a cammed ss as i could get one for the same price i paid stock for it
Just going through some if these older builds definitely missing the conversion builds best part is its not just content its valuable information from experience. Definitely a tough patrol!
Mate what was the original cam you wanted to go with and what did you end up using here? I have a stock 5L Vs statesman with extractors and 3” single exhaust, what would you recommend without needing to machine heads? I’m thinking 4503 or 276 cam, any thoughts would be very much appreciated! Thanks!
Looks lifters is a very common issue with LS engines that come into your workshop. would you say one possible reason that these lifters fail is because people are using thinner oils in these LS engines?
When I installed a Melling oil pump, I couldn't fit the feeler gauges in, so instead I barely snugged the bolts and turned the engine over two full rotations by hand. I don't know if it's right, but I have over 20k miles on that pump now and it's still going strong.
I had the same problem with my Megasquirt 3 and I had to connect it to the Cranksensor input but select Cam and bingo it worked. next I swapped the VR sensor to a Bosch Hall effect and back to square one ….. no useful signal even on the oscilloscope and than I found in the manual that I needed a pull-up resistor in parallel (between the +12V input and the signal output wire) and now I get a good signal on the ECU.
So if I buy this kit what is the best MODEL VE to install it on and make a project out of. I want a wagon I can push to its limits before eventually having to make some upgrades to push it to its limits, what year ve wagon would you recommend
@@baeley1042 project was scrapped due to the amount of foreseen time to get the conversion integrated and working correctly and have it back on the road.
@@baeley1042 we still have the car/engine/conversion gear. We were going to throw a T5 behind it and finish the E46 as a Barra powered drift hack. However, the closing down of Archerfield Drift Park pretty well put a stop even on that idea too. So not sure yet, may just sell it all as a project for anyone else who wishes to finish it. Still have everything apart from the ZF6 which was sold off.
@@baeley1042 would have been massive. The amount of the firewall and trans tunnel were had to cut out to fit it, and the fact that the barra took up all the room that would be required for the factory e46 fan box. To get it all in and integrated and get all of those factory functions working somehow would have been am insanely huge job!
how much more hp would you expect from cnc porting cathedral port heads? I have a cammed VE thats making 475hp and wondering if it would push me to the 500hp mark just cause it sounds cool haha.
Can you please add manufacturers part numbers on your OSP warehouse website. I looked at some ARP LS head studs but can’t compare without a part number!….. there are many different head stud kits for the LS from ARP.
@@robmotown1 yeh would be a good idea. Lots of things I would like yo do with the store if I had a little more time! Too bloody busy to do anything its extremely frustrating.
@@nickgrech9634 the quiet achiever! Have some Beau episodes in the pipeline to show everyone how good he is. Dont know about his own channel hes not really about it haha
Typically your cammed manual cnc headed 6 liters reach high 400's pretty regularly I'm thinking the $900 it would of cost to slip a 1287 and a set of lifters would of easily been worth it, especially when you could sell the old cam and lifters on marketplace for a few hundred . Surely there is nothing a ve or vf has that gives an advantage to make more power than a vz.
I always enjoy your comparison videos. I am surprised by the modest hp gain from CNC porting these rectangular heads. Is it a different story with 241 cathedral heads? On a related note, given the amount of experience you have with the 6L platform and the variety of combos tested to date, perhaps you could prepare a summary video of where the biggest and most cost effective gains are across all the commonly available naturally aspirated modification combinations. For example, 1286 vs 1287 vs 1288 and larger cams, factory compression ratio vs high comp pistons, 1-3/4” primaries vs 1-7/8” primaries, 2.5” dual vs 3” dual exhausts, manual vs auto, factory convertor vs hi stall, recommended injector sizing, etc. Obviously, some combos are incompatible and some behave the way you’d expect. I’m keen to see a video like that!
@@wot3675 that would be a good vid for sure! Im hoping by next year I can be a bit less busy with OnSong and do a bit more of that kind of thing for the sake of the channel. Hard at the moment though just being so busy. So the cathedral port heads generally benefit much more from a cnc port. The rectangle heads already flow so well that its hardly ever any kind of restriction, so usually 15-20whp is about as much gain as you see from them. But the CNC program is great value for money compared to a regular reco thats why we do so many of them. But cathedral heads are far more limited in stock form, depending on the combo a cnc port on a 241/853/243 can pick up a huge chunk of power
@@VN-346 usually high pressure, sometimes high volume, it depends on the setup and the intended use of the vehicle. For instance - a Manual VT-VZ that was going to be used for pretty spirited driving, or track work like drifting, we wouldn’t put a high volume pump on. The extended high RPM use with the crappy VT-VZ sump means youre more likely to drain the sump dry and spin a bearing than do any good with a high volume pump. We just take it on a case by case basis.
@@BoostGumpswe use standard gm pumps however we open them up and give them a tidy with the dremel and port them Burnout car has been copping it for over 3 years
