LS X-RAM INTAKE TEST 

yes

@@richardholdener1727, a THOUSAND TIMES YES!

@@richardholdener1727 yes

Doooo iiit

Lmfao yes!

thats what I'm talk'n about !

I think Holly gave sloppy mechanics one and that's what he is doing on his truck

@@james10739 I believe those are going to end up on his mustang with his "fancy mechanics" summit internals engine.

Big bang 454 - 460 shootout!!!

RyTrapp0 high hp 600+ 460 have serious oiling problems, 454 would blow it straight out of the water.

Patrick Fenis I wasn’t trying to start an argument, but your spot on 😂. Having said that I’ve been around a few 545 460 strokers at the machine shop I used to work at, have to drill the mains and run oil metering plugs, but made some serious n/a torque and hp numbers but for the same amount of time and money one could have 3x the motor starting with a bbc platform.

That's all bullshit[insert_relevant_My_Cousin_Vinny_quote] - anyone that believes such utter nonsense is free to call up the specialists/experts/whatever you prefer that actually know what they're talking about like Paul Kane, Charlie Evans, Lem Evans, Randy at RM Comp, etc., and they'll all have no problem answering any questions/talk your head off about these engines free of charge. The oiling system is fine below ~1000HP - oiling problems are a "you" problem. This isn't a damn 1950s FE that we're talking about... I don't understand how you're planning on spending 3x the money on a BBF when all the parts between a BBF and a BBC are basically equivalent. Stock blocks are dirt cheap(I picked up a complete 36,000 mile 460 for $200) - and, as we all know, the 460 is king of cubes, readily available production blocks(not some special tall deck or unique late model version that doesn't have much aftermarket support) being capable of 557" with "safe" 4.440"(.080 over - safe for all blocks; cherry picked sonic checked blocks have went up to .120 safely) bores & 4.500" strokes that don't even require grinding(and you can fit more if you want to push the limits). You want cheap heads? Well ported factory D0VE heads will support 700+ NA, well ported factory D0OE-R(iron Cobra Jet) heads are 800+ capable, both very common in stock iron head classes. They both have Pro Comp/SpeedMasters available if you're a masochist. Edelbrock heads are ballpark, TFS & AFR heads are ballpark, then there's the more serious racey stuff like A460, C460, & Blue Thunder Thors vs your typical Brodix & R-M heads; ballpark. Then you have Pro Mod stuff with max effort canted wedge & hemi heads, cast & billet, readily available for both engines, all in the same ballpark in price. Intake manifolds; yup, single & dual plane intakes cost as much as single & dual plane intakes. Cast tunnel rams, Weiland offers their old school TR for both, TFS has a bitchin modern cast tunnel ram(closer to a Holley Hi-Ram style of TR) if you're into that, most all of the head suppliers also offer intakes of course. Lifters, pushrods, rocker arms, and the rest of the valve train are basically the same, water pumps & oil pumps are equally dirt cheap, timing set, bearings are bearings, oil pans are oil pans, distributors are distributors - I honestly don't know where the hell you're wasting so much money on a BBF. The aftermarket blocks aren't even abnormally expensive, they're right in line with any other cast iron or aluminum blocks(even Ford Racing offers BOTH iron & aluminum blocks), and are as capable as any other iron/aluminum aftermarket blocks. Sounds to me more like some people don't actually have experience building these engines - or, because all they build is Chebys, the one time they did build one they just threw their(or someone else's...) wallet at it for parts that they just assumed were needed that actually weren't... Here's a boat anchor... ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE--p20GBfjV3c.html ...production block @ 498", cast SCAT crank, FRPP SCJ heads, twin 76s, 2600lbs, 6.85@207 - whatever amount of power you think that is, it's easily over 1500HP(more than likely, you need to add a few hundred more). With a stock block & cast crank. There's PLENTY of 4WD pullers that can tell you how much of a "bOaT aNchOr" they really are too - there's no shortage of BBFs in these production iron block classes.

I would apologize for the length, but you can't actually describe the various parts in an engine with much fewer words than that.

@Travis Thompson that is so cool.

Tuning nightmare

Tom does good stuff at NRE

Give the 4.0 L some love. It needs it.

7 Main Gang!

Irony is, you get a lot better visibility overall with a crossram intake because you don't have a giant hump sticking out of the middle of the hood.

Tom does amazing stuff over there at NRE

@Whitey Powers How many of your children did he charge for it? Or was it your organs?

This was my thought. Love to see tbss vs holley xram

I second the dual torqstorm superchargers with one of these cross ram intakes.

I say twin turbos on one of them X-Ram intakes

You would want to equalize your intake tract if running boost otherwise you could have uneven boost pressure between banks

@@triplestangman You'd basically run the engine as two turbocharged L4 engines. Each bank would have it's own waste gate, blow off valve, and CAC.

triplestangman not necessarily. If both TBs are fed from the same outlet from the inter cooler, then the boost pressure in both plenums would be the same.

+1 yep get your hands on one richard and see if its as good as they self proclaim it is

triple XXX

I like the way you think

I started for real last Dec 2019-not even a year yet!

@@richardholdener1727 I still remember when the dyno graphs were taken with a camera, not a screenshot. Later when you were figuring out where to screen cast yourself talking. Men what a nice job, nice to see your transformation in such a small time. BTW yes, we all remember your real roots with the hondas, magazine articles and books. Keep on rocking and evolving!

Wut?

I was thinking the same thing. Where's Nelson's xram? Surely Tom would let him borrow one.

chazbeaumont65 I dont think he has more than one..

points

we use factory LS coils even up to 1600 hp. Coils don't change power unless there is a misfire or the dwell for the coils is incorrect and not adjustable

it is probably from my test

@@richardholdener1727 PLAGERISM

only 2?

🤣👍🏻

But what size PVC would be fair to use....?

It could work, I'm pretty sure you have to splice multiple throttle body cables into one so that the computer thinks it's opening just one throttle body but I'm not sure if that would work but that's just my theory

The Holley Cross Ram is better than the truck intake tested with any cam in this rpm range

Fancypants valve jobs with narrow seating surfaces and non-traditional angles tend to not be durable/reliable long term. At GM Racing, our head specialist could put a valvejob on a ~510bhp 5.0L LS2 based Daytona Prototype engine that was good for +15hp, but only for a dozen power pulls...

only a dozen pulls?

@@richardholdener1727 Yep, it would start going away really fast - and settle in 10-15bhp lower than whatever his "robust" valvejob was (sadly, I don't know details on either of the valve/seat geometries I'm referrng to, here).

we ran the LS3 vs Edel X ram on a 416 stroker as well

ls3 is rec port, ls2 is cath port, this intake is cath port-they don't interchange except with adapters (not a good idea) and the ls2 intake is not good

@@richardholdener1727 yeah was looking into them more suprised Edelbrock don't make in a Cath version

I had Covid hair