410ci EFI Stack Injected Stroker LS - Engine Power S10, E13-14

[Music] you're watching Power Nation when it comes to LS engines there's aund different ways that you can build them ours is a unique combination of style and [Music] substance what you're looking at is an iron LS block that we pulled from a salvage jard and today on engine power you're going to see us transform this into to 410 cubic in of Fury and Beauty now looking at this engine from a distance it's pretty clear that it's a used engine but if you start looking closer it's actually extremely clean and the reason for that is that this is a remanufactured engine with a lot of these LS powered cars getting up there in age it's going to be really common to find rebuilt or remanufactured engines in place of the original and that's not necessarily a bad thing as we were tearing this down this engine has very minimal wear and is very clean there's not a lot of sludge in the oil pen or in the crank case the cylinder wall finish looks excellent and it's already been oversized 40,000 or 1 mm over the stock 4-in board so it's pretty clear that this engine hasn't had a lot of miles on it yet but if you weren't going to tear it down and you're trying to determine if it's a remanufactured engine a pretty easy way to figure that out is by looking at the cylinder case or the cylinder head and looking for one of these guys and this is a heat tab that's placed there by the rebuilders or the remanufacturers when the engine leaves so that if it ever returns for warranty work they can clearly look at it and see if the engine has been overheated while in use another clear indicator of a remanufactured engine is that a lot of the exterior bolts will be painted things like main bolts timing cover bolts all kinds of things will have a unique color on them and this is going to be an awesome Foundation it's kind of a score to get from a junkyard but it's going to work great for our 410 cubic inch Stroker that's going to look like a jewel we like all of our builds to look great but because of the induction package we're going to be using on this particular one it's going to look spectacular we'll get to that in a second this build is based off an lq9 short block we did that because we want the big boore you could do this exact same build on a 48 or a 53 it just won't give you the same amount of cubic inches that we can get when we use the bigger boar so what we're going to be using is an entire line of parts that were specifically created for this platform and is called Pro LS Summit has gone through the trouble to make prograde parts for the ls platform and it all starts out with their crankshaft this is forged out of 40340 steel and it comes in a variety of Different Strokes depending on your needs this one is 4in stroke that's how we're going to get that 410 cubic in that is going to be pushing around some forged PRS Pistons that they had created these have a 8cc effective dish a 927 pin they are forged out of 26 18 alloy have an anti- friction coating on the skirt and they have a 1.2 1.2 3 mm ring pack they also come with heavyduty 150 wall wrist pins moving on to the connecting rods another great Pro LS part these are an H beam design with a 6 125 Center to Center length these have a full floating bushing 927 small end and the big end are held together by quality ARP 2000 Rod bolts these parts came as a full rotating assembly which comes with bearings rings and everything that you see here now they come in different sizes again depending on what you want to build so next we'll move on to the induction side which starts with the cam shaft some has also gone ahead and had their own cam shafts designed for their PRS line this particular Cam that we chose for ours has a duration of 234 at 50 on the intake 248 on the exhaust and it has 114° of lobe separation angle the lift at the valve is is 625 on the intake and 605 on the exhaust with a stock 1.7 ratio this cam shaft is going to be moving some serious air via our cylinder head this is a trickflow Gen X 255 now these are a serious player right out of the box 382 CFM at 700 lift through a 255cc intake Port they have a 2 165 intake valve 1600 exhaust housed in a fully cnced 69 CC chamber the Springs are already set up for our hydraulic roller application so we are all set there and you might say where is the intake manifold I don't see one sitting here well there is where it gets unique we have an ITB setup this is an EFI ITB meaning individual throttle body this is from Speedmaster instead of having a common Plum we have eight injector Stacks that go right to the individual Runners for the ultimate in tuneability these have a 5050 mm throttle throttle body and it is a sequential EFI that is going to be controlled with a fitec ultimate LS EFI kit this is a self-learning kit that is programable very intuitively through a handheld it's going to make it easy to get running and easy to tune once it is running we also picked up a set of their coils to go with it now this is a lot of parts and there's even more so we got to get moving on this so the first thing we have to do is get some block prep done and that's up next coming up we'll show you how I torque plate helps us get rid of nasty distortions in the cylinders of an engine block plus we give the crank chea a Next Level balancing job in today's Summit Tech tip we're going to talk about something that is vitally important to understanding how your engines running and to do that we have one of our good buddies clay milikin a Top Fuel driver clay O2 sensors are extremely important in fuel injection applications but you can also use them in carburated applications too right oh 100% these things are really valuable just to get your tuneup kind of all pulled in together where it's nice and and the engine's running very even you can do anything from OE to the wide band right at Summit Racing call the guys they can tell you what you need they'll get you fixed right up yeah and just as important as a good sensor is also the correct installation to get accurate readings right and they're not as hard to install as you might think I mean if you can weld you can do the weld in buong or if not they've got simple drill a hole put a couple clamps on and you're good to go yeah I mean you guys probably aren't running these on a top fuel car but for the the everyday hot rider Su racing has the parts the tools and the tech you need to get them in right everything from OE replacement to the hot rod side of it they've got the parts you need you just got to call the experts at Summit Racing before we can start the buildup of our stroker 6 L we have to finish disassembly the next thing out is this stock cam shaft that looks great but will be replaced by the racer PRS design to get to the rotating assembly we'll remove the Factory windage tray then we can take out the rod and piston assemblies one by one since this is a remanufactured engine we expected the bearings to look pretty good but these look brand new a Nifty item to make disassembly easier is this Summit PRS main cap removal [Music] tool [Music] not horrible we'll start cleaning the block by scraping off any leftover gasket [Music] material then we can deur the block starting with a small hand file on the main cap registers we're just making a quick pass to soften the edges we'll repeat the process on the main [Music] caps the rest of the block can be deburred with an air grinder and various carbide bits the final step is chering every hole in the block now that Frankie has the block all nice and deburred we threw it in the cleaner to knock the heavy chunks off then we took it out and put it back on a stand and installed the main caps and torqued them to spec that's very important now we have the Block in our sun and sv15 ready to straighten out the cylinders and we're going to be honing this block again with a torque plate like we always do any block can benefit from a torque plate no matter the design when the head is bolted on it distorts the cylinder somewhat some are better than others what I'm going to show you is on our particular block how much the block moves around when a cylinder head torque plate is bolted on with our sunon dial bore gauge zeroed to the size of our Pistons we'll take several measurements along the thrust axis in the boore then we'll take measurements at the same depth but 90° offset from the thrust face without a torque plate it has a maximum out of round of 9 10,000 using the same style of MLS gasket as one will use during the installation the torque plate is tightened in three stages to a final value of 90 lb feet [Music] we'll repeat the measurements getting a maximum out of round of 341,000 [Music] nasty to correct that craziness and to set our piston to cylinder wall clearance to what we need for our application we will hone up the BS to a final bore size of 4427 with our 220 grit Diamond abrasive it takes a while to get there and we'll check our progress often as we go the chatter you hear also shows up on the sun and screen as a jagged pattern as the cylinder becomes round and straight we can see the Improvement in the readout much better once we get the final bore size we'll switch to a 600 grit finishing Stone to set the proper Plateau finish on the cylinder this only takes five Strokes at 11% load to achieve you can see that the cylinder is now straight and round within two 10,000 [Music] to verify the correct surface profile we'll measure with our profilometer we can analyze the results with our Trace boss software that we got from total seal piston rings up next we get the crankshaft dialed in and put together a Precision rotating assembly we're continuing on the build of our 410 cubic inch LS and the next thing we're going to be doing is balancing the rotating assembly and it's really awesome that we can do this inhouse on our cwt multi Bal 5500 now like we said this rotating assembly was a pro LS kit from Summit and it was specifically designed for 6 L engines to turn them into 410 cubic in and all the components were designed to work together so we know this crank isn't going to be too far out and it should be pretty easy to bring it within our balance tolerance speak speaking of components and weights we've already gone through weighed all of our components like the rods Pistons rings and bearings and the Machine will actually take all of those weights and build a bob weight card for us so since we are using a 90° V8 configuration we have a 50% reciprocating factor and a Target Bob weight of 1 1800.8rpm alignment tool we are going to start by spinning this crank at 500 RPM like we do with all of our combinations that are brand new just to make sure that nothing is crazy and then once we know that the balance is not too far out we can step it up to 750 RPM to get a more accurate reading so we'll do our first Spin and see what we get [Music] okay that's like we said this is not going to be that far out so that's that's pretty indicative of what you would normally have on this kind of setup 10.27 s g on the rear and 9.34 7 on the front uh we can definitely bring that within our talents pretty easy so we're not going to have to do anything crazy to get this crank balanced uh but we'll get to work on it and get it within our tolerance for the front we'll use a grinder to remove most of the material that we need from the counter weights and a flap disc to clean up the surface on the rear we'll use the drill head mounted to the machine to drill a/ in hole in the center of the counterweight we'll go slowly and spin the crank shaft several times until we get it where we want it all right so that is awesome that's right what we were looking for10 o inch on the left 0.112 on the right and if we look at the force on the center of the crank we're at 061 o in so that's awesome that's right what we were looking for and that 8 ooun inch might seem a little extreme to a lot of you back in the day quar ounce inch was generally held as the standard for high performance and racing vehicles but now aays with modern technology like nox sensors a lot of factory cars come even way lower than that and it becomes really apparent the effects that that has on the crank when we start looking at the force and this machine will actually calculate it for you when we started only if this crank turned 6,000 it would have 80 lb of force on it every Revolution and now that we have actually bounced the crank within our tolerance at 6,000 we only have 7 lbs of force on the crank on the left side so literally more than 10 times less and that's not only going to be great for the crank but all the parts that swing around it so this is awesome we're very happy with this we're going to get it off the machine get it polished get it final cleaned and then it'll be ready for final assembly with the the block final cleaned and the torque plate reinstalled we can file our Summit PRS piston rings this is a 1.2 mm 1.2 mm 3mm ring pack with a Napier style second ring and a gas nitrited steel top ring using our Summit Pro ring Filer and following the very extensive instructions that came with the Rings we'll set the top ring Gap at 23,000 and the second ring Gap at 25,000 because the torque plate is installed we'll use one of the summit Pistons with the oil control pack in it to square the Rings in the [Music] boore the key to keeping your vehicle running like it's supposed to is regular maintenance changing the fluids the belts the hoses the plugs the filters things like that but sometimes the fuel system will get neglected but Hot Shot Secrets gasoline extreme concentrated one tank cleaner can help you out with that it contains a highly effective pea detergent to clean deposits found everywhere like injectors your carburetor intake valves and combustion Chambers they have infused it with their lx4 which provides lubricity more than any other additive on the market and it reduces wear in the entire system one 16 ooun bottle treats up to 45 gallons of gasoline and it includes gasoline with a high ethanol content it dissolves gums and varnish in the system which can help smooth idle improve emissions and reduce wear by over 60% it is safe with all emissions equipment and this will help improve performance by improving acceleration and reducing misfires as an added bonus it provides Corrosion Protection for the entire fuel system all that combined can help keep your fuel system in tiptop shape and don't think they have forgot about the diesel crowd their Diesel Extreme concentrate also has Cain booster to improve performance for more information on these and other products check out hot shot Secrets website up next we'll install a rotating assembly that provides great bang for the buck with everything final cleaned we can begin assembly by measuring our main bearing vertical oil clearance these cite 8 Series standard bearings came in our Summit Pro LS kit the main caps are installed and torqued into place with a used set of torque to yield main bolts we'll use a new set of Fasteners during final assembly torque to yield Fasteners can generally be retorqued up to two times and we will torque these following GM's specification with the dial board gauge zeroed to the main Journal size we can measure our main bearing oil clearance they all come in between 27 and 29 10,000 the next thing we're going to do is set the rod bearing oil clearance for our stroker LS and we're going to be doing that with our Summit PRS rods that we told you about earlier but one of the major reasons that we picked that rotating assembly for this engine is because it came with ARP Rod bolts and ARP has been supplying quality Rod bolts for the industry for a long time and we have used them in a ton of builds with great success for this specific build this kit came with an ARP 2000 Rod bolt and that is an alloy that ARP created that is way stronger than an OE Bolt And even way stronger than an 8740 Chrome Molly bolt it has a tensel strength of around 220,000 PSI and can have a fatigue strength up to 20 times stronger than other Rod bolts that makes it the go two rodbolt for mild to high performance builds that are going to see abuse they're made with the same highquality Metallurgy and machining processes that ARP uses on all of their Fasteners and that is why companies love working with ARP for highquality Fasteners in engine components and these are speced out perfectly for our build and they're going to allow it to live a long and happy life being thrashed on the street before installing the rod bolts we will generously apply ARP ultr torque lubricant under the heads and on the threads following Summit Racing's detailed instructions we will torque the rod bolts to 82 lb feet we use our sunin dial board gauge to measure our rod bearing oil clearance which is between 27 and 29 10,000 after coating the main bearings in assembly Lube the crankshaft is tenderly laid into place the bearings in the Caps are lubed as well and installed making sure they're in the correct location a and [Music] orientation in order to align the thrust bearing surfaces the crank is wedged forward with a screwdriver and the new Summit torque to yield main Fasteners are tightened to the specified 15 lb feet then the inner bolts are tighted another 80° while the outers are tied another 51° with a small amount of sealer on the side bolts they can be torqued to 18 pound feet to assemble the rods and pistons we slather on assembly lubricant before slipping the wrist pin into the bore the wrist pins are held in place with high performance spiral locks after installing the oil ring support rail the rest of the Ring pack can be put into place following summit's [Music] instructions the Pistons receive a coating of total seal assembly lube and they are tapped into the block with a summit adjustable piston ring compressor the rod bolts are torqued to 82 lb feet to ensure the bolts achieve proper clamp load we'll check the rod bolt stretch with the ARP gauge all right I always feel way better once we have the rotating assembly bolted into the engine for real it means we're making some actual progress and these Summit PRS rotating assemblies are awesome Summit did a did a great job with them they always go together really nice and as a bonus they're not going to break the budget we have run out of real estate for today but that doesn't mean we are done the next time you see it we're getting very serious the cam shaft is going in the cylinder heads the valve train and some trick induction and this thing is going to be on our super flow making some power now this thing is not only going to run good it's going to look good too and if you want to see the rest of this build or any of the other builds we do here in engine power you can always find us at Power Nation today on engine power we build a 6 L LS into a stroker street rod this thing will shine on the engine stand and in the Dino [Music] cell hey everyone welcome to engine power today is going to be a great day because we are continuing on the billup of our 410 cubic inch lq9 LS belt now it may look a little bit different from last time you saw it we got a little bit of pain on but the plan for today is to get this thing all finished up bolted together and get it on our superflow power Mark Dyno and get making some horsepower so to get it to the point where it looks now you have to check this out we started with a clean remanufactured block and honed the boards to a final size of 4427 then we balance the summit Pro LS rotating assembly to better than 8 ooun in on the right and left side which drastically reduces the force on the center of the crank the piston rings were filed to 23,000 on the top and the second Rings were gapped to 25,000 the crankshaft rods and pistons are fully forged and ready to handle the horsepower we plan to make now that we have that Summit PRS rotating assembly in our engine we have a rock solid foundation for our 410 cubic inch pump gas Cruiser and the next thing we're going to do is button up the front end so we had to get a cam shaft we went right to The Summit Racing catalog to pick out one of their Pro LS cam shafts for this application it actually has similar specs to ones we've used in the past with similar combinations it has durations at 50,000 lift of 234 degrees on the intake and 248° on the exhaust the lobes are set on a 114° lob separation angle with 3 and 1/2 de of advanced ground in lift at the valve with the summit upgraded PRS rockers is going to be 625 5,000 on the intake and 605,000 on the exhaust and to turn that cam shaft we're going to be using one of summit's double roller timing sets these are Billet gears and the Top Gear has a singl Toth reluctor built into it with a torington bearing on the back the crank gear has nine keyway positions so we can adjust the cam timing for where we want in this engine it also comes with the oil pump Drive the chain and these Nifty spacers to space out the oil pump because of that double roller design speaking of oil pump we're going to be using a new one for this build a new Summit Racing oil pump to make sure we have adequate oil flow to the engine now that's a ton of great Parts on this table but they don't do us any good there so let's get them in our engine you ready what oh yep let's go these ARP cam bolts are temporarily installed so we can degree our cam shaft because this is a street show car engine will advance the cam to move the Power Band lower in the RPM range we'll set the intake Center Line at 107 a/4 which is 6 and 3/4 de Advanced then the ARP bolts are torqued to 25 lb [Music] feet the new oil pump is installed and aligned with 1 1 12,000 spieler gauges before being torqued to 30 lb [Music] feet the next step is installing the factory windage tray with 130,000 thick shims so it clears our longer 4-in stroke after pre lubing the oil pump we'll install this Summit Racing pickup that came as part of an oil pan swap kit for this build we're going for a very particular look polished and machine aluminum throughout the engine and we wanted Fasteners that were going to live up to that look and that's why we're using ARP stainless steel fasteners throughout this build we could use the stock original Fasteners but they don't look very good and you could paint them we've all been there wire Wheeling the heads of bolts putting them through a piece of cardboard and spraying them but eventually corrosion is going to make its way through through that paint it's going to Bubble Up and you're going to have Rusty bolts as well you could even use a grade eight bolt these come with a gold zinc coating to prevent rust from happening but there's two problems with that one the gold doesn't really look that great and also when the Fastener is installed if that zinc coating is broke it's going to allow corrosion to get in there and again rust the head of the Fastener we don't have that problem when we use ARP stainless steel bolts because they're made in entirely from stainless steel so they won't rust and they won't corrode but they're also extremely strong they have a tensil strength between 170 and 190,000 PSI which is still way stronger than a grade8 Fastener and all of the ARP stainless Fasteners have that strength to make them really pop ARP even polishes every single stainless Fastener before it leaves and they offer them in bulk Fasteners or in engine specific kits and we have a bunch of these here that are specific to our lq9 and we're going to be using them throughout the build to make sure that our Fasteners don't let down that polish look using this timing cover alignment tool we can bolt down the summit two-piece polish timing cover from the factory these ls's come with a plastic barbell that helps connect some of the oil passages but the plastic can get brittle over time and break and they're very hard to remove so we're going to be replacing that with a summit racing Billet aluminum one that has a threaded hole for easy removal even the bolts that you can't see like these rear cover bolts are being replaced with quality ARP stainless Fasteners finally the rest of the summit pan kit is installed using the Goodson straight edge to align the rear of the pan with the bell housing coming up a unique induction system and self-learning EFI setup deliver the goods on the engine Dyno when assembling valve train you'll often hear us use the term preload or lifter preload and in today's Summit techtip we wanted to take a second to explain what that means there are two types of lifters solid which has a solid steel body and no give to it and hydraulic and hydraulic lifters have an internal piston that rides over top an oil cavity and that oil cavity gives a hydraulic cushion to the valve train OE develop this mostly for quieter valve train and easier maintenance and usually there is a spring underneath this piston but the spring is not what provides that cushion it is the oil cavity underneath the spring simp simply keeps the Piston at the top of its travel when there's no oil in the system like when the engine is sitting and in order to make this work correctly the Piston has to be preloaded a certain amount into its travel to make sure that it can operate correctly when the engine is running and there's two ways that we can set that preload if we have an adjustable rocker like this stud Mount one here we can use the adjuster nut to set the correct amount of preload which is generally between 50 and 100,000 but if we have a bolt down rocker like this LS1 here then we have to do that with push rod length and that's why it's really critical that when we're measuring push rod length we incorporate the amount of preload that we need in the lifter to make sure we're getting the correct push rod length for the application and if you have any questions on how hydraulic lifters work what parts you need or how to get the correct preload you can always reach out to the experts at Summit Racing Equipment and they'll get you sorted [Music] out the pro LS build continues with a set of comp Evolution hydraulic roller LIF these have an internal serviceable hydraulic cartridge for increased stability under load the trays are torqued in place to 106 lb in a ktic MLS head gasket with a 4060 bore and a 27,000 compressed thickness gives us a measured compression ratio of 11.13 to1 they are sealing up these trickflow Gen X 255 LS3 cylinder heads the ARP head bolts are torqued in three stages to a final value of 90 lb feet the 8 mm bolts are torqued to 25 lb feet the trickflow 7700 long push rods are treated with extreme pressure lube and slid into [Music] place this trickflow rocker stand is included and is specific to the Gen X 255 cylinder hit the ARP rocker studs receive sealer because they thread into the intake ports The Summit Racing rocker arms come with upgraded trunin for more travel and durability they're installed in the firing order of the engine and torqued to 25 lb feet a healthy coating of Comp Cams valve train assembly spray comes next followed by a set of polished Summit Racing valve covers so we have our stock Valley cover plate laid in place here and if you've noticed we've actually plugged the rear cam sensor hole we're going to be converting this engine to a front cam cam sensor so we're just plugging this hole with an ICT Billet cam sensor plug from Summit Racing Equipment and the reason we're doing that is because it actually won't clear this cover for the valley cover that came with the Speedmaster ITB kit and this not only looks good and it's polished to cover up the stock cover but also it will run the throttle linkage for our ITB setup so it not only matches the polished look of the engine but serves a purpose to connect the steam ports of the engine we'll use this trick flow kit which uses full a fittings the party piece of this power plant is the Speedmaster electronic stack injection system it's designed for LS3 style heads and it will perform as good as it looks [Music] oo fancy up next our LS gets a fantastic front drive and an easy Standalone EFI system since we pulled our six L out of the junkyard there's really no telling how old the sensors that came with it are and that means we're not going to take a chance on those we're going to be replacing them with ones from duras and we chose the duras brand because they have a commitment to making high quality sensors for vehicles and they do that by going in and actually making changes to the sensor to make sure that they can fix OE problems and then they extensively test them to make sure those problems are fixed for good and they do that by testing them in the same stress environments that you would see in a vehicle High vibration extreme heat and extreme cold the three things that kill sensors most commonly and they do that to make sure that they're going to survive under the hood of your car and speaking of vehicles they offer a ton of different sensors for a bunch of different applications so they have over 750 different electronic part types and over a 100,000 part numbers so the chances are they have the sensor or part that you're looking for now for our engine we're going to be using duras crank and cam sensors but duras also offers a Gold Line and that is what we're going to be using for our coolant temp sensor and the great thing about the Gold Line is it comes with that same high quality sensor but it also comes with a pigtail with the correct connector and a splice kit so if that connector is damaged broken or burnt in the vehicle you don't have to hunt one down and try and repin it you can simply splice a new connector onto it and this is going to be perfect for our engine because now we have some high quality sensors for our high performance bullet now is a great time to install these sensors while they're easy to get to on the engine stand [Music] we'll Dyno this engine with a full accessory drive that we got from Summit Racing and the Heart of it is this ATI harmonic damper it's a Billet Specialties kit that includes this edel Brock cartridge style water pump and fully Polished bracketry in fact almost everything is fully polished which makes this front drive perfect for our [Music] engine with this thing looking like a dime it's ready for Dino Time because our stack injection is electronic fuel injected we're going to need an aftermarket Standalone ECU to run the engine so we're going to be using this fitec ultimate LS kit this comes with everything you need to swap an LS into a vehicle comes with a complete main harness that's fully terminated and labeled so it's really easy to install an oxygen sensor to go into the exhaust so we can monitor the afrs a three bar map sensor for forced induction applications and a precise and easy to follow instruction manual so it just makes it really simple to get this kit installed on your engine it comes with a handheld controller that you can do all of the setup and tuning with if you're not that familiar with EFI that's awesome makes it really easy we're going to be complimenting this kit with a set of their 55 PB hour injectors which is enough fuel for about 700 horsepower and a set of their smart coils which look awesome and have great spark energy so let's get all this installed our engine and we'll be one step closer to starting it the fitec coils bolt on using an LS3 design which matches our valve covers these polished fuel rails came with a speed master ITB [Music] setup all it takes is a few simple connections and our FTE system is installed to light the air fuel mixture coming into the cylinder we contacted our friends at E3 and picked up a set of their Diamond fire performance spark plug wires and a set of spark plugs the spark plug wires are made right here in the USA out of Premium components they exceed OEM specifications have a three-part core and a three-part insulation that makes them extra heavy duty and very low resistance and less resistance means more energy to the spark plugs speaking of spark plugs we picked up a set of their Diamond Fire spark plugs as well Diamond Fire Technology has been out a long time and it is a proven performer and it was easy for us to find the heat range that we needed for our application so if you have something that takes a spark plug chances are E3 has a part number for you so from their wires to their plugs to anything else go check out [Music] E3 up next we see what our polished power plant produces in the Dino cell all right it is finally time for some Dynamic and this is our favorite time it was very easy to get our 410 lit the fitec was very intuitive with a handheld just a few parameters and it fired right up so the first thing we're going to do is make a keep its guts pull it's more like a make sure everything is okay pull but I like to say keep its guts because that's what we're trying to do it's going to tell us a few things make sure our air fuel ratio is right make sure our timing is closed and make sure our pulley setup is all tracking true so everything looks good uh I think it's ready here we go light it I like how it looks awesome oh yeah but it also sounds awesome it runs great um I mean we're going to see what this thing can do here in a second uh so we're going to go 2500 to 5500 at 600 RPM a second just to make sure everything's good and uh should be okay yeah uh with with the ITB you know we haven't done I I mean I haven't done one quite like this one very easy to set up everything was uh was actually relatively simp our front pce system I love dining with a full accessory system yeah it's like a true number you know like we can Dino with an electric water pump but this gives us an actual number like this thing's ready to go in the car so this is what it'll make when it gets in the car and yeah that stack injection looks awesome I've never done an EFI one so this is all pretty new but so far it's very smooth it runs great so uh let's let's see what it does yeah just uh go easy on her yeah no hiccups no oh wow wow that's smooth that's really smooth smooth right through the pool look at that right there nice okay so 518 for torque and 538 for power and I say we're we're stopping at 5500 so that power is still trending up but uh oil pressure is going up 70 PSI at the top of the pool so that looks great air fuels look good side to side and there're holding pretty steady all the way through so wow I feel good about that you want make a reel pool time real pull so um normally I like starting something like this at like 3,000 yeah and uh I with with how far the cam is Advanced on this one uh 6,500 for the top end yep that's what I was going that's what I was thinking cuz this thing's not going to it's not going to turn a bunch of RPM cuz it's a street engine so we Jack the cam pretty far forward keep the power in a manageable low RPM range so 3 to 6500 at 300 a second wow loads right in that's crazy that's decent right there that's clean 5721 right at 6400 so yeah right there under that you know we were thinking it was going to be right there so 6400 for torque yeah that's a nice torque curve too over 450 lb feet everywhere on the graph wow 520 at 5100 nice nice I mean that's a that's a great Street engine curve right there it's nice and smooth yep no no weird holes in it or anything like that wow okay so wow that's that's really solid and we're pretty safe on the tuneup still so do you want to make some adjustments and see if we can tweak a little bit more I I think uh uh I mean if you if you stop there you'd be fine but why why stop there we uh we we have a dyo so let's uh let's make let's make a couple of a fuzzes on it and see what we can get so awesome over the course of several dyo runs we'll use spch self-learning unit to make precise changes to the engine so it runs at Peak Performance and our final tuneup now is 28 deges of timing and a Target air fuel ratio of 12.8 to1 that's kind of what we decided where to stop where this engine really you know kind of peaked over and there's no point in pushing it any harder for for what it is you know no absolutely no this isn't a race engine this is a street rod engine that looks kind of racy and runs really racy looks good it looks really good makes good power makes great power see uh see what we can squeeze out of this thing here come baby there you go oh yeah there you go baby there you go that's pretty mean right there that is pretty solid that was pretty mean 590 horse that is crazy 523 lb feet wow that is a hydraulic roller Street engine with a relatively small hydraulic roller you know and that is that's pretty good power nice smooth there's no dips nothing weird in it 23 at 50 hydraulic roller yeah I mean looks awesome all polished accessories the accessory Drive is U form always follows function right so I I we love everything looking good but this one was a little bit a little bit uh to a different level it's because of all the the shiny polishing stuff and it looks cool with like the ftech coils you can see them flashing the whole time that's that's just an added bonus but yeah no I hats off to fch everything went smooth so uh I I cannot wait to see this in something to be honest this is this is going to look good in the engine bay of something yeah so that's awesome all right yeah good job great success for more information about this build or any of our other cool builds please check out power [Music] Nation

Channel: POWERNATION

Views: 124,275

Keywords: Car, PowerNation, howto, how-to, diy, automotive, cars, trucks, automobile, do it yourself, automobiles, auto, powerblock, ls engine, pro ls, summit racing, lq9

Id: 0FKssQJ8lis

Length: 42min 49sec (2569 seconds)

Published: Sun Oct 22 2023