So your talking CPR heads. Pro comp cams. And weisco pistons and you're saying 700hp? Then talking about power adders so I'm guessing nitrous and a turbo. That's 1000hp at least my dudes. Throw some meth at it and do a video on that.
I think he mixed duration and lift. CPR guy talked about 218 or something duration and Brad remembered 0.5?? lift and maybe thought they were talking about the same thing.
Yeah, a little confusion by the interviewer, but then again camshafts are one of the most misunderstood areas of engine building! Should have edited that out. Man I forgot how shitty those E7 heads we used to try to make power with were.. The good ok days!
I appreciate you guys attempting to educate. A lot of people don’t understand the physics behind engines and how upgrading the heads, cams, and other things makes more power.
So many people that dont understand camshafts commenting here, and your video added to their confusion with the mixed up terminology around the specs. Maybe you could do a video about the actual cam you guys have selected and explain about the lift, duration, lsa and icl? Maybe could go into more depth with asymmetrical lobes and talk about valve events ivo, ivc, evo, evc points?
There is a reason why I stuck with my 706 heads on my lm7 . That reason being super Chevy did an article where they tested all the useable factory ls heads on a 5.3 and the 706 was by far the best head . With porting and polishing and raising the valve diameter up to 200 / 160 made a huge difference .
Love the last two LS videos "GarageGarage"👌 BdB wasn't lying he's telling everything you need to make it a daily mash it to the floor beast LS . I can't wait for this bel air build. Lets go!
BlueTwo buy one from a old ministock will already have port and valve work done probably be able to find some old racer Walsh stuff if you do some searching used to build them to go 8000rpm with sidedraft webers and make over 400hp at the flywheel now most run cheater 2.8 strokers with Volvo heads and over 500hp at the flywheel so the old speed parts are only worth what someone wants to give for them
Coltin Jellison or he's a SBF guy lol I think that's why they'll say 'ohhh that .600 lift cam is gonna hit your pistons!' when max lift occurs at or near BDC, absolutely not a problem. For whatever reason, SBF guys like to measure a cams size by lift. LS guys tend to use duration. Maybe it's just the jerkoffs I knew back then and know now, though.
Yes, the marijuanas have him in their grasp. Fully expect him to have a 3rd gen Fbody (or Fox) and tell you all about that bad ass one he had back in 89, Flowmasters, pipes, and prolly the police chip.
Just met my sisters new 'boyfriend' whatever you wanna call him. He's a MOPAR guy with a 400some odd cubic inch motor in a car I'm not familiar with. It's not a stock size like a 440 or anything, bigger. Dunno the details, but I might see it tonite. I don't know shit about MOPARs, but I do know enough about cams to get me by. 'What did you say about the cam, duration and all?' 'It's a six hunner lift solid...I'd have to do some digging to find out.' He's 52, I think, from a somewhat rural area where a .600 lift cam was the shit...30 years ago. Gonna enjoy busting his ass with my little .630/.630 23x/24x 416 LS3.
I had a fox Bart 5.0 and that was the first thing i changed and recommended to anyone else I met with a stock 5.0 was get rid of the junk stock heads... it makes such a difference when you put on some nice heads
THE CATHEDRAL PORT IS THAT WAY DUE TO THE TOP CUT AWAY FOR THE INJECTOR. IT PLAYS NO ROLE IN PERFORMANCE. THE PORTS OF THE LS IS A COPY OF THE FORD WINDSOR DESIGN. IF YOU PUT YOUR FINGER INTO THE INTAKE PORT OF AN LS IT CURVES INTO THE INTAKE VALVE AT THE CYLINDER WALL IDENTICAL TO FORD, AS OPPOSED TO THE CHEVY/CONVENTIONAL DESIGNS THAT CURVE AWAY FROM THE INTAKE VALVE AIMED TOWARD THE EXHAUST VALVE. THE LS/FORD DESIGN IS A SPIRAL INDUCING COMBUSTION CHAMBER CONTRIBUTING TO A BETTER BURN IN THE CYLINDER. THAT WHY WHEN IT CAME TO THE USE OF POWER ADDERS THE SMALL BLOCK FORD'S MADE TREMENDOUS POWER. THE PORT DESIGN YOU SEE HAS NOTHING TO DO WITH THE BIG BLOCK CHEVY AS THEY HAVE MENTIONED IN THIS VIDEO. THE LS CONCEPT OF THE RAISED PORT COMES FROM THE FORD 427 HIGH RISER ENGINE. AT 1:22 HE SAID GM DID SOMETHING THAT WAS SMART. BATS ARE ALL BLIND AND SO ARE SOME HUMANS. WHEN THE CHRYSLER 426 HEMI DEBUTE IN 1964. IT WAS A FORCE TO CONTEND WITH. FORD ENGINEERS WERE FACED WITH REDESIGNING THEIR HEAD TO CONFORM WITH THE HEMI. ONE ENGINEER CAME UP WITH THE IDEA THAT INSTEAD OF RECONFIGURING THE VALVE LAYOUT. WHY NOT RECONFIGURE THE PORT LAYOUT WHERE THE PORT COULD BE RAISED HIGHER GIVING THE AIRFLOW A STRAIGHTER SHOT INTO THE CYLINDER FOR GREATER AIRFLOW AND THIS IS WHAT FORD DID. THIS IS WHY THE LS HAS BIG BLOCK FLOW NUMBERS. THE STRAIGHTER VALVE ANGLES IS ALSO A FORD CONCEPT. FORD USED 20 DEGREE VALVES AND NOT 23 DEGREE BECAUSE THEY WERE WELL AWARE THE STRAIGHTER ANGLES FLOWED BETTER.
Used to be .500 lift was big. Now we're seeing upwards to .700 lift on a street car. Its been interesting to watch the progression (50s to now) of automotive engineering and after market equipment. From a performance standpoint, you gotta love how far the envelope has been pushed.
I've seen the same comment but I just had to say it. Brad is very thorough with his explanations! What a great teacher!! I would love working with this guy haha
If you find someone who knows how to port your heads,...and I don't mean a CNC machine, you can change the dynamic of the power delivery. Before I start, I want to know the header dimensions, cam, carburetor, and the fuel being used, at the very least. I am sure we have heard the statement, it is all in your set-up and combination. That is absolutely correct. And, when running a turbo car, the exhaust port is much more important. This all comes into play when choosing a builder. You are paying for their knowledge in giving you a set-up that gives you what you want out of your motor. Any fool can bolt together parts.
Yep, after he said most people are stuck in the 60's 70's with cast iron shit. Big news dude all ally engines new Tec is what people want and know. That comment made him look like an ass. Imao
The LS head is real good, as far as inline engines go....but fact being, is that cross port (Mopar hemi style) will always make more power as the cross port design yields substantially higher levels of volumetric efficiency. Engine builder Jon Kaase proved that when he did a comparison.
RD that’s not entirely true . 4 valves do flow better off idle but 2 valves flow better at higher RPM’s. Flow bench testing will prove this every time.
Yeah but that's if your wallet can take the abuse and they did a side by side comparison on the L.S and the coyote I'll let you find it and see who won especially in the low end grunt you know where you kinda want it for a street car the coyote Is a dog on the low end it may as well have turbo lag its about the same thing the L.S ate it up in both cost comparison and every other aspect as well so throw that money in the toilet if you desire not anyone w half a brain and oh yeah maybe a budget too lmao just fucking w ya brah
@@glennmanchester1568 I'm a Chevy guy all the way, but after being auto and diesel tech for almost 10 years plus being a gear head my whole life, let me tell you something, they are all turds! Every make, every model, and every trim package. They all break and need maintenance. Mostly it's all in the owner and how well they take care of their vehicles.
Loll I love when people peg GM as smart for following the Japanese in cylinder head technology. I mean they only about 15 years behind 🙂. But glad this stuff still is fresh for some people. Love how many layers is in this industry:)
@@glennmanchester1568 Thats true, meaning I also have a powerband that extends beyond 6000rpm, lol. Worth giving up the low end. I got a Cummins for that.
Yep to about 7500 so that's awsome it makes real power for oh idk 1500 rpms hmm yeah awsome good times lol idk we used to race light to light alot and that was short so wait I need time to get to 6000 rpms fuck lights red lmao grunt low end torque no high winding coyotes and how well do they respond to boost and spray again oh not liking it goes boom early oh man that has to really suck when the friggin motor was 30 grand oh well break out another 30 grand no biggie lol nah let's go pull a 6.0 from the boneyard open the ring gap and spray the snot out of it for 5 yrs straight with the skirted block design and 6 bolt mains they are actually really hard to spin. A bearing on take the piston out of a 200,000 mile motor and still see the crosshatch from the factory hone yeah idk but a stock motor giving torque numbers over 400ft lbs from 1500 to 5500 is just a hair better to me anyway plus the damn coyote is big and bulky weighs a frickin ton and will not even fit in most of the cars people wanna stick them in you know after they win the lottery lmao I'm full of it tonight sorry brah lol I'm just being a gm biased dickhead lol
Bigger valve seats are for the exhaust valves right? This is because exhaust gas needs to escape/exit the combustion chamber during both intake and exhaust valves are open right? The guy in the vid said intake valve is positioned at the bigger seat and I'm confused.
Maybe you need to make sure the fellow on the left knows what he's talking about before filming next time. 218 duration is a .050 lift number, there is no 500 duration in any valve timing event. Reminds me of a high school vo-tech students, lots of talk and hot air without understanding.
A While back Brandt asked me what is most important heads or cam. I said these days heads. In the old days big cam and you did what you could with the ports and a grinder. Ran Terrible on the street. Ls Head will make 500hp with a 218 degree cam. It will idle smoooth.
Granted the newer heads are light years ahead of the 70's stuff but both Chevy and Ford have made the leap. Too bad he showed the smaller 5.0 Ford head up against the chevy 350 to 400 head. The 351 Ford head (especially the splayed valve Cleveland head) with the inch higher deck would have been a much closer comparison. Today the Windsor head is pretty much passe. Ford now uses the Coyote engine and has for many years. That would be the up to date comparison. Still, the newer LS heads are world class.
Poor brad, 500 duration. This must have been filmed in more than one take and he was feeling frustrated. Yeah, 500 duration.... that might bleed a little bit of compression and make the engine hard to start. Fuck it. Happens to everybody. 218 degrees is a nice entry level cam. Some people hate on those, but really, even the GM hotcam does a great job in the middle RPM range the way the engine was designed. If I recall correctly, stock LS3 heads start to roll over at around .550" lift.
Church window, or rectangular. They flow better than the old type heads.( I'm sure he knows he meant .500 lift)Sometimes people are not stuck in any decade. These parts may not be legal for the classes in which they compete. I can't use any of these parts. Good video though.
THEY ARE ALSO COMPARING A SMALL BLOCK FORD HEAD DESIGNED IN THE EARLY 1960'S TO A MODERN RACE LS HEAD WHICH IS BASED OF THAT DESIGN FORD WINDSOR DESIGN. THE TRUTH IS THAT A 69-70 2 BARREL 351 WINDSOR HEAD OFF GRANDMA'S STATION WAGON. A NONE RACE ORIENTATED HEAD FOR FUEL EFFECIENCY TO MEET GOVERNMENT FUEL EFFICIENCY STANDARDS. ON THE INTAKE SIDE ONLY (NOT EXHAUST) WITH SMALLER RUNNERS AND INTAKE VALVES FLOWED JUST AS GOOD AS CHEVY'S BEST RACE HEAD THE FUELIE 2.02. THIS IS WHY GM TOOK THE FORD DESIGN OF THE WINDSOR HEAD TO MAKE THEIR LS. SAD BUT TRUE.
LOL !! when he said 218 he meant duration not lift you do not have a 500+ duration cam that's lift and your lift needs to match your flow rate those heads flow well beyond .500 lift
The small-block Ford was never truly designed to be a "performance" engine. Ford did make performance engines though. Compare that LS head to a SOHC 427, Tunnel Port 427, Boss 302, Tunnel port 302, 351C 4v and see how they look.
THE CATHEDRAL PORT IS THAT WAY DUE TO THE TOP CUT AWAY FOR THE INJECTOR. IT PLAYS NO ROLE IN PERFORMANCE. THE PORTS OF THE LS IS A COPY OF THE FORD WINDSOR DESIGN. IF YOU PUT YOUR FINGER INTO THE INTAKE PORT OF AN LS IT CURVES INTO THE INTAKE VALVE AT THE CYLINDER WALL IDENTICAL TO FORD, AS OPPOSED TO THE CHEVY/CONVENTIONAL DESIGNS THAT CURVE AWAY FROM THE INTAKE VALVE AIMED TOWARD THE EXHAUST VALVE. THE LS/FORD DESIGN IS A SPIRAL INDUCING COMBUSTION CHAMBER CONTRIBUTING TO A BETTER BURN IN THE CYLINDER. THAT WHY WHEN IT CAME TO THE USE OF POWER ADDERS THE SMALL BLOCK FORD'S MADE TREMENDOUS POWER. THE PORT DESIGN YOU SEE HAS NOTHING TO DO WITH THE BIG BLOCK CHEVY AS THEY HAVE MENTIONED IN THIS VIDEO. THE LS CONCEPT OF THE RAISED PORT COMES FROM THE FORD 427 HIGH RISER ENGINE. AT 1:22 HE SAID GM DID SOMETHING THAT WAS SMART. BATS ARE ALL BLIND AND SO ARE SOME HUMANS. WHEN THE CHRYSLER 426 HEMI DEBUTE IN 1964. IT WAS A FORCE TO CONTEND WITH. FORD ENGINEERS WERE FACED WITH REDESIGNING THEIR HEAD TO CONFORM WITH THE HEMI. ONE ENGINEER CAME UP WITH THE IDEA THAT INSTEAD OF RECONFIGURING THE VALVE LAYOUT. WHY NOT RECONFIGURE THE PORT LAYOUT WHERE THE PORT COULD BE RAISED HIGHER GIVING THE AIRFLOW A STRAIGHTER SHOT INTO THE CYLINDER FOR GREATER AIRFLOW AND THIS IS WHAT FORD DID. THIS IS WHY THE LS HAS BIG BLOCK FLOW NUMBERS. THE STRAIGHTER VALVE ANGLES IS ALSO A FORD CONCEPT. FORD USED 20 DEGREE VALVES AND NOT 23 DEGREE BECAUSE THEY WERE WELL AWARE THE STRAIGHTER ANGLES FLOWED BETTER.
If you have a 500 hundredths duration cam wouldn't that also indicate also the power band also being much higher in the rpm rev range verses a smaller cam and there for make power more towards the top end end stead of the lower end?
Steve The Man Brad is talking lift not duration. But yes the more duration the higher up the rev range you'll make power however you can offset this to a certain extent by lowering your lsa.
so , no need for any work to stock factory head, for 700 hp, street car, forced induction would be only add on, for more power, soo chevy guys should be quite happy with that, and all they need it 454 sized sort blocks, and thy are are a FORTUNE
