ALL-MOTOR, JUNKYARD LS MEGA POWER. HOW TO ADD 200 HP TO YOUR SBE 5.3L WITH NO BOOST AND NO NOS 

Absolutely so many great questions answered practically daily

please go tell 1M friends

@@jamiejenkins5643 that's no joke ! Saved me money too

Industry veteran and all around good dood. I agree.

fingers crossed

​@@richardholdener1727 pizza party incoming.

thnx for the support

#toolkit

I appreciate that!

agreed

I have a split manifold and have tested it-we know what it does

5.3 heads afr 11-1 compression or more magic stick cam will get you to 500 wheel also 1 7/8 headers don’t get 1 3/4 for 500hp or Procharger I’m at 571hp 520tq with methanol p1sc-1 texasspeed stage 2 truck cam 1 7/8 headers 8 psi of boost

​​​@@utahcountypicazospage5412Been GM grudge racing since 14 years old till now. Gm Gen 1, 2 Sbc sbe to stroke as well as my fastest 02 mystic teal factory color shift Z28 LS base car. Was the first to put a full weight true stock tq arm suspension F body car in the 80s, 5.80s. we bk in the Sbc days made over 500Hp with not as nice flowing LS heads. On 93 and on c16 even more. Hell got close to that on one of my working my way up cam only Ls1 aluminum sbe max effort cam only N/A motors and car before the spray. This maybe new to y'all but not people who grudge race these Sbc and LS motors.

SO FAR-THIS IS IT-BUT IT GET VERY EXPENSIVE FROM HERE ON OUT

This is it man. The BTR short runner is one of if not the best intake manifold. 102mm is the biggest. Trickflow is known to have the best flowing heads especially when CNC ported. Anything over 600 lift is exceptional for a cam. 500 to 550 lift is on the larger side as well. So 600 lift cam is maxed out without running pistons with larger valve reliefs.

@@richardholdener1727 run bigger cam/ add a lot more compression with out messing with block.

I feel like without doing some science out super high comp custom EVERYTHING, this is about the limit. Unless you buy an LS7, arguably the ultimate NA LS.

@@mobiusone3923 def need more compression but. no where close to the limit.! A set of better flowing heads there’s a few options out there and you can even order a set with custom combustion chamber sizes none milled. Basically filled chamber. 14:1 compression ethanol / methanol / q16… there’s lots of options with fuel… I bet he could make another 100hp with a lot more compression and better fuel. Another couple hundred hp with nitromethane… “stock stroke - stock bore” could even get a bigger cam and cut valve reliefs in the oem pistons. I’ve seen some wild stuff from a ls1 not much from 5.3s I think people would just rather start bigger because pump gas is life. I wanna Richard do some m1/ nitromethane stuff. Cletus made 480whp on a bone stock 5.3L in a Silverado thru a 4x4 transmission… 100% oem 5.3L even stock manifolds… just no air box. Made 260ish on 93 then he Made 280ish I think on methonal.. but when he went to m1/nitro mixed it made 480whp after it was all said and done. That’s a 550-580hp 5.3L if it was on an engine dyno like Richard does them.. BONESTOCK… with full Accessories might I add :D

Did you watch the Low Buck Truck cam only part of the video? That is daily driver truck

TUNNEL RAM, DUAL QUADS, METHANOL!!!!

TUNNEL RAM, DUAL QUADS, METHANOL, SMALL BORE REC PORT LS3's!!!!!!!

Bryant made 3.0-inch stroke LS cranks which the Daytona Prototypes ran in 4.0-inch bore (6.0L) blocks to make a 302.

THE LOW RAM MAKES LESS IN EFI TRIM, BUT MIGHT DO WELL WITH CARBS.

Spoke with Lake long ago on this motor

it is-but not the same way as reduced duration

tune, long tube headers, gearing and converter all help that

@@richardholdener1727 I did change the gears in my 4.8 to 4:10, and it did help a bit. Thanks

I have run the Perf Design version of the that intake

the dyno says the difference is minimal

that intake does not seem to perform well in my testing

@@richardholdener1727 the 4150 carb style manifold for a single 4bbl

I think you might be concerned about something that might not be measurable-I like flat tops with proper quench, but the real question is do you have access to different (chamber size) heads that are as good as the TFS 205 heads? Also, not sure what you mean by efficient? Is that peak power, average power, peak torque, or fuel mileage? My recommendation is put it together and drive it.

@@richardholdener1727 I'm just trying to choose the combo that will promote the best fuel burn and put together the best NA combo I can for my last build. As far as heads go , I'd just sell or trade the 205s if they aren't the ideal port/chamber size for a 383 . I question the heads because I bought them a couple years ago when I was planning a forged 5.3 twin turbo truck build that I abandoned. They are designed for smaller cube 4.8-5.7 stuff according to TF . I kinda like the idea of the small ports on a 383 for the velocity (?) , but I don't want more than 11.2 or so compression because I'm not planning a big cam .. I don't want to run a thick heads gasket to cheat compression down because I want good quinch . This is what brought the question for you on combustion chamber size and piston configuration . If a dish creates a mixture motion problem, I will swap these 205s for one if the many good cath heads out there with a 65-68cc chamber. Efficiency in this case just means a good burn , mixture motion , and quench . I'm going to do a carb on a dual plane . It seems to me that good mixture motion is even more important with a carb because of the way it delivers the fuel . I want a carb for simplicity and the dual plane because , although it's not much better than the old ls1 intake up top, your tests have proven it is the king of low rpm power . A nice tq rush at low rpm , rowing through a manual gearbox is one of the true pleasures of hotrodding imho

I'm expecting the cam will be in the 227-230 intake and 235-239 exhaust with an lsa around 107-109 . Lift will be as much as the heads top out at on flow numbers. If the flow numbers call for more than around 570 lift, I will run a full roller rocker arm . I can't seem to find a flow chart on the 205s , so I will probably take them to Mr Killian, our local head porting guru and have him flow bench them . All this stuff just adds a couple hp here or there , but that's what separates the average build from the ones that run better than they should . A lot of the effects wouldn't likely even show much on a dyno , but the personality of the engine is affected. I will probably run an annular booster carb too. They have shown big low rpm tq advantage over dogleg or straight boosters because they do a great job of atomizing the fuel. I've had cams ground on average lsa spreads and tighter lsa spreads and from personal experience , the tighter lsa always makes for a quicker reving , snappier engine ...things I don't think are easily seen on an engine dyno, but make for a fun bullet . Your advice has been golden for me on a past built and I just wanted your input on this build. Thanks for all you do for us average backyard builders .

a 350 can run higher than 6000 rpm

@@richardholdener1727 I am curious if a different camshaft can make a stock 350 engine go over 6000 rpm safely, but I am curious if it will need new pushrods, lifters, and springs?

THINK BIGGER

some anxiety?

@@richardholdener1727 I mean no disrespect. When speaking anxiety side effects causes heartburn & swallowing changes that I picked up on. Navy Vet. here. Could be nothing (and totally wrong) but just in case I wanted to mention take care of you cause no one else will. Not a hater thing just a prayer. Keep up cool videos I learn from 👍

increasing the bore size will add displacement and power, so will increasing the displacement by increasing stroke length

@@richardholdener1727 can u make a video about it and do a small explanation or big don’t matter I trust you more than anyone else

only with the short runner BTR Trinity intake

THIS MOTOR HAS OVER 500 DYNO PULLS-100 OR MORE AT 7500+ RPM. I GOT IT USED FROM THE JUNKYARD.

please see the video where I ran all the stock cams including the LS6 cam

I've never heard good things about their QC with those. I'm not even sure if they even actually make them.

those are better for low end

🙄

that takes boost

over 600 hp

yes

My wife made it-but I have shirts available tomorrow

@@richardholdener1727 Where do buy your shirts? Watched you for about a year and didn't know that, lol.

PROPERLY PORTED 706 OR 243 HEADS CAN MAKE SIMILAR POWER

@@richardholdener1727 awesome appreciate it, thank you for the build

a Gen 4 is better for boost and NA-but the Gen 3 will make plenty (we did 1400+ hp with a turbo gen 3)

Keep the ls1

@@alkey7266 1st build it came 5.3 swapped I have a 96 1500 with the ls1 they dam sho can take a beating I could see why you say keep the ls1

@freebandz4731 ls1 is one of the many reasons why I love the last generation trans ams. I sold my black 98 6speed t tops with the cleanest none cracked interior and I miss it dearly

ALREADY SPOKE TO LAKE SPEED ABOUT THAT

WORKS FINE

Holley Hi Ram

yes

@@richardholdener1727 like 5.7 block with 5.7 pistons and 4.8 crank and rods how much hp u think it will make

91 octane

yes

@@richardholdener1727 That is great to know. I have a set of TFS 220 on my 5.7 LS1 with twins. It's good to know when I blow the LS1 up, I can put the TFS heads on the L33 I have on the stand. Thanks for that info!

91

trucks

​@@richardholdener1727 and vans, too !

LM7 Iron Block L33 Aluminum Block

that is incorrect

Not if you want good power. Remember....you told me to try making 100hp/L a while back. You're using a engine dyno and I'm almost there at the wheels. I would have easily exceeded that on a engine dyno. Be closer to about 110/L going off your engine dyno vs chassis dyno vid.

yes, plenty as mentioned

Methanol not needed for 200 hp

There's a guy running around Houston with one in a Fiero.

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It is for a gen 4 f body.