IF YOU HAD A 6.0L AND WANTED TO MAKE MORE TOWING TORQUE, WOULD YOU PICK 706 HEADS OR 799 HEADS? WHICH ONE WOULD MAKE THE MOST HP, TOQ OR AVERAGE POWER IN A USABLE RANGE? WHAT ABOUT COST? LET'S TALK TECH!
If you were only spinning the engine to say 4000rpm the 706 heads would be the pick. But if you want to spin it to 6500rpm use the 799/243 heads and deck them down to a 62cc chamber. If having them ported go the 706 heads. Enough port for 6500rpm and more compression means more torque.
the 706 heads made more than the 799 heads all the way past 6500 rpm on the 5.3L test. The 706 heads mads as much or more than the 799 heads up to 5800 on the 6.0L
Torque is more a function of the cam opening and closing events, intake runner length, compression ratio, header length... than a function of head flow. You might add a very tiny bit of tq very low with a smaller head but it will come at the cost of a significant amount of HP when you do rev it. I also suspect if you did gain much tq by running the smaller head would just be a result of higher compression because of the smaller chamber.
Its super easy to add a bunch of torque for 468dlls, so much that my truck improved 0-60mph from 9sec to 6sec… N O S is your answer lol . I added 706 heads and a Chopacabra cam to a lq6 and it was noticeably stronger down low, than I added a billet highstall and Im running a 4l80 and it woke the truck up really well , it breaks the tires loose in 4x4 without nitrous where before it couldn’t even manage to do a burnout with a stock 6.0 since Im at 10,900’ da
If we're talkin lq4 then 243s milled alot because compression = torque. Then use a x ram and a mild cam. Stock cam would work fine really. Maybe with a set of 1.8 rockers to add even more midrange torque
One day I knew absolutely nothing about an L.S Then I ran across Richard's channel a few years ago. I jumped right in that rabbit hole. Watching and re watching TEST. This is my conclusion on this pole, And in the subject of torque FOR TOWING. The difference between 706 & 799 is Minescule . If you hit a grade with load. Where does the test show at 4000 Rpm? Like dead nuts. Rap it higher than that. The 799 are saying, I'm your huckleberry. but like I said, Like the test show. Down low, In the middle, at the top, Minuscule. Is my conclusion. A dandy L.S for Torque and towing. 799's Truck Norris, tbss, 90mmTB ,headers, Magna flow. On a 6.0 . But if you can $wing it, Putting a 4" stroke crank in it, now your cooking with grease. Dropped down a gear ratio ☆ swap those 410's for 456's 🤗 And if you need more than that, Torque wise for towing. Forget about the turbo, You know how much money you're gonna spend on fuel 😧 You're better off doing it diesel swap. These are the facts jack. End of story🎤
@@richardholdener1727 I know. I watched you test it. I stand with my statement and reson for it. And it's not just because you once said, If it were you, You would choose 799's. As a foot note, For the guys in the comments claiming Torque is all about compression. Be careful, the gm Engineers had a method to their madness with lower Compression for a work truck. Ping a Ling a Ling boom👍 You would go with the seven ninety nine
I appreciate this video because I use my 5.3 for towing. Even with a TSP stage 2 cam, AFM delete, push rods etc., long tube headers, CAI, I still wish I had more torque. Can you maybe do a video some time explaining stuff like what is runner length, what’s a stroker, etc. I’m really not following this video well enough. If you already have an older video where you educate about the basics can you please share the link? Thanks!
I have both 317 heads and 706 heads. I'm giving my 6.0 a 4 inch stroke but staying 4 inch bore to make a 402 stroker. To get my compression ratio where I want it whichever head I used will have the combustion chamber opened to the same size. So if the stock stroke 6.0L made as much or more to 5800 RPM with the 706 heads. The stroker would be matching piston speed at 5250ish. But the combustion chamber of the 706 heads would have me over 12 to 1 compression and I don't think I can run that on pump gas. I can deshroud the valves a bit to open it up but would it still then better than just using the 317?
Heavy Motor Home starting up steep driveway needs torque at lower rpm than you test/ rv converter wider throttle opening even full throttle without spinning the dualies do it often then OD and lower gears but$$$
@@richardholdener1727 torqueflyte low gear starting off class A Motorhome before Mopar started putting in the smaller , looser converter B 4 lockup so the big converters were tight In the cars the smaller converter hid the abysmal lack of torque in mid 70 440s and the HEAT cheers we had a PER to rebuild burnt up motors
For low speed TQ (without adding the mechanical advantage of increased Stroke), aren't the magic ingredients Cylinder Head Port Velocity, Intake Runner length, Compression Ratio and obviously, Camshaft ?
I doubt smaller than stock heads ls head to increase velocity would work and it is hard to beat an LM7 cam down low for torque. Runner length does help but hard to get longer than the truck intake. Compression does help
I’m certain this won’t get seen but is it possible to show dyno graphs with partial or half throttle? Considering that’s where people towing would be I’d be curious if the curves change or at least how that impacts power with different cams and heads. Recently got a truck with a L20 4.8 and I’m trying to gather as much data as possible to decide what if anything I’d like to do with it. A truck Norris NSR seems appealing, but I don’t like the idea of losing vvt. Maybe just skip it all and go straight to a low budget boost.
@@richardholdener1727 oh hey thanks! I saw the one with the 302 and I saw the tech talk where you discussed it and had a poll in regards to low speed torque production, but I’m not sure if the follow up was the 302 video or one I haven’t found yet. You just have such an extensive library and you tubes search algorithm leaves alot to be desired. I’ll keep looking and try to see what all you have on the topic. Thanks again
@richardholdener1727 than a higher flowing head ,granted the better heads will help on a dyno but in a engine ment for strictly towing you probably never notice the differences or I could be wrong
Real tow vehicles dont have 2500+ convertors period . Theres no point in cooking transmissions . Part throttle just off idle practical cruise of 1900 -2000 rpm is where you want to concentrate on DRIVEABILITY WITH THE LEAST THROTTLE OPENING POSSIBLE !! That is the cruise rpm torque your chaseing to Tow . AND its Possible . If i can find meaningfull increases with a 4.8 the bigger engines will respond even better and ive Proven that locally with customers trucks . Efficency is The Answer for a Real Truck Mild engine . That is going to require Thinking and some minimal Experimentation from You . The air intake tube has Major Effects on this low end efficency in its tuned diameter and length to your engine and gearing . Theres No Such Thing As Too Big Of A Air Filter . Theres a reason BTR has a Towing cam and its mild and a wonderfull preformer on fuel mileage +torque part throttle with its tighter LSA . Pay attention to your Dynamic Compression ratio . Seek 8 to 8.3 to 1 with just under 200 psi on a compression gauge . Combustion efficency is a FAR BIGGER DEAL THAN YOU THINK FOR EFFICENCY AND TORQUE . You also want .030 to .035 as max quench . Least is best . The small valves of 706s especially ported have better coefficent of discharge velocity for torque . The truck intake cleaned up to smooth internally just inside where they meet the heads is needed too for Velocity & Flow . Youre Not building a hot rod youre building a TOW VEHICLE so get your feet back on the ground and your head out of the clouds . Theres no need for a grunt engine thats a gas hog towing always needing to downshift because of a bigger cam or bigger heads . This is Reality and dont think it wont scram too . I built 1 ton loaded daily to 14,000+ lb in box trucks that better 22 avg mpg city/hwy that flat out boogie with a 6.0L w/ 4.10s with duals . Realize big huge tall tires will murder preformance , torque , and economy big time unless youre gearing is in the basement to equal 4.10s with stock height tires
So much here...2000 rpm might be a cruise rpm, but when towing up a hill, you are no longer at 2000 rpm. You have dropped a gear to haul a trailer up the grade. A 6.0L making 22 mpg in a 14,000-pound truck? Cranking compression and dynamic compression are not the same thing. I have tested intake tubing length before the throttle body on LS motors with minimal (not Major) change in power.
