Junkyard Iron Block Gets EFI and Hits The Dyno - Engine Power S1, E2

today on engine power we'll finish up our budget ls build and see how much power it makes with three different ways to feed it fuel plus it's back to the holley ls fest where skills and egos are on the line at the yearly engine swap challenge [Music] hi and welcome to another round of engine power we're back on the hunt for respectable ls power with a rock bottom budget you see it's project we started last time when we brought in a 4.8 ls from the bone yard after an inspection of our used parts we were satisfied that the bottom end was in good shape then we had this welcome surprise a pair of factory ls6 heads to work with we sprung for a much more aggressive cam from comp along with industry standard replacements like the timing chain and oil pump we bead blasted the heads dressed their deck slapped in the valves and touched up the intake throats then we installed a new summit valve spring kit with stiffer beehive springs and after a trunnion upgrade reinstall the factory rocker arms to finish up our long block at this point here we're only about fifteen hundred dollars total into this engine project we've got 275 in the long block plus the coil packs and a little over 1200 bucks and go fast parts so today is our payday we get the top end finished and get her strapped to the dyno and we're going to go over a couple of the most common ways guys are getting air fuel and spark into these little ls engine swaps and hopefully get to that 375 to 400 horsepower range we'll see and those three things include a street friendly holley carburetor with vacuum secondaries and an electric choke the second is a more street strip oriented carb it's a double pumper with mechanical secondaries and a mechanical choke third is holley's self-learning electronic fuel injection now at this point if you don't have the induction or fuel delivery that's where you're going to spend some dough our intake manifold is a dual plane piece with cathedral ports now we've used it on several dyno engines it accepts oegm intake gaskets and here's a quick little tip by putting a thin coat of wd-40 on the head surface this allows the gaskets to walk and seat making a perfect seal torque the bolts to 11 foot-pounds in a criss-cross pattern to control the ignition and timing a six ls2 that mounts on the cast in bosses on the intake now that box mic just installed is for a 58 tooth reluctor now a lot of the older style engines use the 24 tooth so how do you tell the difference it's quite easy now the foolproof way to tail is to look at the color of the crankshaft position sensor gray is 58 and black is 24. now if you're looking in the junkyard and all this is covered up with mud and grease well if the knock sensors are down here by the old pan rail it's 58 if it's up under the intake it's a 24. now both sensors are hall effects which use three wires positive negative and a signal when the reluctor's wheel's teeth pass by the sensor that's when it interrupts the sensor signal and sends that information to the pcm or in our case the msd box to determine the position of the crankshaft in relation to the number one cylinder to cover the valve train proforms new valve covers just for the ls with a full length oil restricting baffle underneath they're taller than stock to fit larger aftermarket valve trains that killer textured powder coat finish looks good on any ls engine plus they come with the hardware for a center boat mounting option on the side are threaded mounting holes for the addition of these ignition coil brackets the brackets are an add-on and raise our factory coils so you can sport that chevy logo now we didn't get the coil harness with the coils so this aftermarket set will fill the bill from the ignition controller we run the harness to the passenger side and make the first connection to the coil harness then the crank sensor the map sensor doesn't get used we now connect the driver side coil harness and finally the cam sensor before we add plugs wires and headers to this thing there's an oiling concern we need to address that relates to swaps like ours there's an in and out on the oil pan that's designed for factory oil cooler lines it's also great for drawing oil pressure running an oil temp sensor or even supplying oil to a turbo we need to address this now because once the header is installed there's not enough room to get in there whatever you do you can't block this thing off with a flat plate you have to connect the in and out with an oil bypass plate now we're going to have continuous oil flow and won't have to worry about oil cooler lines our budget 4.8 is ready for its trip to the dyno and close behind are the three fuel delivery pieces we'll test out when we come back i'll need yours for just a second for one when you're done we're back hooked up and ready for the first of three fuel ladders now each one has its place and we'll see which one works best for this engine because of where the msd box is mounted we have to run a carb spacer so the carburetor clears it now it has to be in the right orientation and we'll run the spacer on all three fuel ladders first up is the vacuum secondary 570 cfm carb seems small well the engine is only 293 cubic inches a carburetor cfm rating is based on how well the engine breathes or its volumetric efficiency now a performance engine like ours has about 85 percent efficiency at maximum torque so on holley's carb chart we're gonna turn the engine 6200 rpm and just below 300 cubic inches shows that we need 570 cfm only one switch 12 volt hookup is needed for the ignition box and we'll use the laptop to build a timing map using the msd software we'll put 23 total degrees in for now we're filling the engine with royal purple xpr 5w30 from our goodson priming tank we're pumping 89 octane through the system to get along with our ten and a half to one compression ratio stabilize six four yeah buddy okay you ready to fire up here we go let's do it we're off to a smooth start and after we confirm we're running on all cylinders we'll crown it with our stack that houses our air turbine all that's left is to get it up to temp and see what this combo can do the first pull will be a sweep from 2800 to 6200 rpm the vacuum second there he's opened up around 3 200 rpm and we maintain good oil pressure things sounded really good loaded up really nice it did 343 on power 312 foot pounds of torque that's not bad for the first pull let's do another now run two was just as smooth but gave us better numbers 356 on power 317 on tour now this third run it's either going to stabilize or climb a little more so let's see what it does everything is the same as far as temp rpm and timing 355 horses 318 pound-feet of torque now we're going to add a degree of timing from 23 to 24 degrees now the engine was still climbing in power at 6200 so we raised the sweep to 65. 367 319. we just got started this little 570 had excellent idling characteristics and the secondaries came in nice and smooth now this little thing gave us the fuel delivery needed to make almost 370 horsepower on this little 4.8 that's not bad that also gives us a good idea this is an excellent card for an everyday street driver the price 375 bucks now it's time to kick it up to a 600 cfm for another test now this double pumper has 30 more cfm of flow totaling 600 now it's a mechanical secondary design with a manual choke now it's geared more towards the street strip application but uses the same hardware as the 570. another fire up and back up to operating temperature now we'll run the engine from 28 to 6500 it has the same 24 degrees of timing so any difference we see is all carburetor out of the box we made 370 horsepower and 328 pound-feet of torque after two more unaltered pulls it settled in at 377 horsepower 331 pound-feet of torque and this thing's awesome now lean is mean but we like it safe so a jet swap is the next move we'll change the secondary jets only from 73 to 75s to riching it up at wide open throttle 374 horsepower 328 on torque not bad to be back in the safe air fuel window now this 600 cfm carburetor was worth 11 more horsepower on the high side seven more in that safe air fuel window now 395 dollars for this one well it's pretty good power upgrades for only 20 extra bucks and we're not done just yet when we get back it'll be time for efi back in the dyno room and ready for the last of three fuel ladders holley's terminator self-learning fuel injection now the throttle body is 950 cfm and incorporates 80 pound an hour injectors so this unit will support engines from 250 to 600 horsepower cast aluminum rails supply those injectors with fuel now holley did something really cool here instead of having a bulky harness and having to make the connections to each one of the sensors they pre-wired it for us into this single bulkhead so one connection it's that simple only four loose wires need to be hooked up the first two are the negative and the positive which have to go directly to the battery post the third is the 12 volt connection this needs to go to a switched ignition source and the fourth is attack signal from the msd box this lets the efi know when to fire the injectors with the handheld tuner connected we can tell the ecu what our engine parameters are all right john go ahead check wide open throttle okay and set the open and close position of the throttle position sensor idle now we can make a short sweep from 25 to 4 000 rpm to learn in that range now we want a stumble free load up and sweep this system learns extremely fast so that shouldn't be an issue and it wasn't 311 horsepower 227 pound-feet of torque the next sweep will be from 25 to 5000 rpm [Music] with the system doing its job the engine made 322 horsepower and 304 pound-feet of torque it's ready for more rpm [Music] this time from three to sixty five hundred what's another fifteen hundred rpm worth no you did it look at that it's learning 394 324. wow 394 horsepower and climbing like a bear still and it's a circle track little monster right 275 4.8 unreal so today we've shown you a couple of ways to throw fuel at one of these ls projects now yes the carburetors did run pretty good and are definitely more affordable than the efi option but there is a reason why you won't find one on an oem vehicle this side of the 90s stepping up to fuel injection is more expensive but it adds several benefits to the equation technology is one there's a lot of specialized components so naturally they are more expensive now a system like this that operates in closed loop is always going to correct itself so no matter what elevation humidity or temperature you're in it's always going to find that targeted air fuel ratio that you entered in so a laptop is never needed and you can forget about using the choke because those cold start issues are now a thing of the past now one thing that you can expect is going to be an increase in fuel economy which given enough time can actually pay for the unit itself now these things will support up to 600 horsepower and you can get yours for under two grand up next see the wildest most competitive engine swap challenge around two teams lots of skill but only one will claim the title stay with us well after you build it and dyno it the next logical step for your ls engine is to drop it into a vehicle which may mean swapping out an old engine then lots and lots of connections before you can fire it up but what if you were racing against the clock in front of an audience and hoping to win a new ls well that's the whole idea behind the ls engine swap challenge at holley's ls fest now at the most recent event two new teams faced new rules that made winning more challenging than ever they don't even know what the cars are until we hit the horn and they pull back the covers same rules as before only hand tools the guy that gets done first keeps the engine and uh that's how it's gonna go since we don't know what we're exactly working on we can't practice on anything i think it's probably a second gen camaro i'm going to be diving under the car doing the bell housing bolts and torque converter stuff and he's going to be up top i've got a camaro we've been playing with with ls motor and we kind of got laid out in order what what we want to do it in and who's doing what and when so someone's always doing something so we've been practicing a little bit every year our friend chatty chad riddles serves as the play-by-play guy each car is an identically prepped second gen camaro with a factory small block for a while the two teams are on the same pace but only for a while is it a 916 [Applause] i'm not sure what it is they're the new ls engine has a six liter iron block and a holley high-rise intake that's got to come off for clearance purposes now it's gonna be a test to see how quickly they can get the new one prepared and in because the silver team has got theirs on the hook and it's ready to go in place all right go well we gotta go up all right come on down a little bit the gray camaro team endures a few fitment issues [Music] we got to get these mold bolts stuck through bolts are too long they're up against the firewall dude they don't have their motor in the car just make sure we get it right okay in due time they're dropping on the intake slapping on a set of hooker headers and wearing up the holley efi system did like music to the team's ears [Applause] the blue camaro team continues their squad because it isn't over yet the great team has to pass an inspection and take the car for a short spin to prove their swap was a real success with an official time of one hour and 41 minutes pete and adam have an ls prize to haul home and bragging rights till next year the falcon zenith rt 615k was inspired by race winning technology now the advanced compound makes this tire great for both street and track use now it's eight thirty seconds tread design is from motorsports technology and the solid support rib will allow more traction because more of the contact patch of the tire is on the road surface now you can pick these things up from the tread source in over 20 sizes with wheel diameters from 14 to 18 inches for you 61 hemi guys that want to make some big power well edelbrock now offers a competition series supercharger system for the racer and tuner in mind now it comes with the tvs 2300 supercharger integrated intake manifold as well as those big long intake runners to make that big low-end torque now it comes with a heat exchanger air inlet system harness pump and balancer but you're going to have to finish it out with the custom parts that you need to finish your kit now you're actually going to see us use this system to try to break 800 horsepower later in the year but if you can't wait well you can get yours for 6 500 how would you like to improve your vehicle's braking 25 percent just by swapping out the pads well you can if those pads happen to be the green stuff from ebc brakes they're designed to reduce brake dust they give you a better pedal feel at low speeds and they have this special break-in coating that gives you instantly safe braking as soon as you install them now they've got them for sub-compacts trucks and suvs and you can pick them up at your local parts house well time for us to head to the house see you next time

Channel: POWERNATION

Views: 222,402

Rating: 4.9229946 out of 5

Keywords: Car, PowerNation, howto, how-to, diy, automotive, cars, trucks, automobile, do it yourself, automobiles, auto, engine, long block, junkyard, engine build, 4.8L Iron Block, ls, ls engine, ls engine build, engine dyno

Id: sR3_89LxjFE

Length: 18min 42sec (1122 seconds)

Published: Sat Dec 26 2020