Video Description:

DO ROLLER ROCKERS ADD POWER? FULL DYNO RESULTS ON LS ROLLER ROCKER UPGRADES. HOW MUCH POWER DO THEY ADD TO AN LS MOTOR? ARE ROLLER ROCKERS A GOOD UPGRADE? HOW DO ALUMINUM ROCKERS COMPARE TO A CAM SWAP? HOW MUCH POWER IS A CAM WORTH? CHECKOUT THIS VIDEO WHERE I RAN THREE DIFFERENT MOTORS, THE FIRST WITH A SIMPLE BTR TRUCK NORRIS CAM SWAP ON A 5.3L. TEST NUMBER 2 INVOLVED COMPARING A STOCK LM7 CAM TO AN LS7 CAM, THEN SHOWING THE RESULTS OF 1.8 ROCKERS ON THE LS7 CAM. THE FINAL TEST WAS TO DYNO TEST 1.85 ROCKERS VERSUS THE STOCK ROCKERS ON A 5.7L LS1, THEN COMPARE THE ROCKER GAINS TO A CAM SWAP (WITH STOCK ROCKERS).

The post LS ROLLER ROCKERS VS CAM SWAP-WHICH ONE ADDS MORE POWER? HOW MUCH HP ARE 1.85 ROLLER ROCKERS WORTH? appeared first on BangShift.com.

Watch, laugh, and be amazed as always.

Video Description:

This 1967 Ford Fairlane was bought sight unseen after sitting for 40 years. This is a legendary street/strip car from Pottstown PA. We stuffed a small block ford and 5 speed manual in it. A guys going to take a few laps at the local drag strip, then attempt to drive it 900 miles home back to Tennessee.

The post Will It RUN AND DRIVE 900 Miles Home? LEGENDARY 70’s Built Ford Drag Car – Vice Grip Garage With Tony Angelo! appeared first on BangShift.com.

Video Description:

HOW MUCH BOOST CAN I RUN ON MY 4.8L? HOW MUCH NITROUS CAN I RUN ON MY 4.8L? CAN I RUN A CARBURETOR WITH BOOST? CAN I RUN A DUAL-PLANE INTAKE WITH BOOST? HOW MUCH POWER IS NITROUS WORTH ON A 4.8L? HOW MUCH POWER IS A VORTECH SUPERCHARGER WORTH ON A 4.8L? HOW MUCH POWER IS A TURBO WORTH ON A 4.8L? CHECK OUT THE POWER GAINS OFFERED BY A CHEAP NOS SNIPER NITROUS SYSTEM. FIND OUT WHAT HAPPENED WHEN WE RAN A VORTECH Ti TRIM VORTECH ON A BLOW-THROUGH (CARB) 4.8L! CHECK OUT THE FINAL TEST WHERE WE RAN A SUMMIT RACING S475 TURBO ON A BTR-CAMMED 4.8L. THERE IS NOTHING LIKE BOOST OR NITROUS TO MAKE SOME SERIOUS POWER GAINS.

The post MAXIMUM 4.8L POWER-TURBO, BLOWER & (CHEAP) NITROUS. HOW MUCH HP DO THEY ADD TO THE LITTLE 4.GREAT? appeared first on BangShift.com.

Video Description:

HOW MUCH POWER ARE SHORTY HEADERS WORTH? HOW MUCH POWER ARE LONG TUBE HEADERS WORTH? HOW MUCH POWER IS A CAM SWAP WORTH ON A 4.8L? SHOULD I UPGRADE THE TRUCK INTAKE ON MY 4.8L? WHAT HAPPENS IF I ADD HEADS, CAM AND INTAKE ON A 4.8L? CHECK OUT THIS VIDEO IF YOU ARE INTERESTED IN MAKING MODIFICATIONS TO YOUR 4.8L LS MOTOR (WORKS ON 5.3L AND 6.0L TOO). I COMPARED STOCK EXHAUST MANIFOLDS VS SHORTY HEADES AND LONG TUBE HEADERS ON A STOCK AND MODIFIED 4.8L TO DEMONSTRATE THE CHANGE IN POWER ON EACH COMBO. I ALSO COMPARED THE STOCK VS BTR TRUCK NORRIS NSR CAM, STOCK TRUCK INTAKE VS FAST LSXRT AND DEMONSTRATED THE GAINS OFFERED BY UPGRADING THE HEADS, CAM AND INTAKE.

The post WHAT ARE THE BEST 4.8L POWER MODS? HEADERS vs CAM vs INTAKE vs HEADS, CAM & INTAKE! MAXIMUM 4.8L HP appeared first on BangShift.com.

Don’t worry, after that this thing is going to be getting all the go fast goodies it needs to successfully spin the tires at eleventy thousand miles per hour in pursuit of all the smoke and tire blowing applause. I mean what could possibly go wrong?

Watch.

CLICK HERE IF YOU MISSED THE FIRST VIDEOS IN THE SERIES

The post Murder Nova Burnout Truck – Build Series Part 3: The C10 Burnout Truck Gets LS SWAPPED With Texas Speed Ruthless Runt! appeared first on BangShift.com.

We’ve talked about Powell Machine’s videos here on BANGshift before, and I find them to be really informative and easy to follow. Now I’m a nut for engines, both naturally aspirated and power adder equipped, but if you aren’t you can still learn A LOT from watching their videos. In this series, dubbed the Facebook 5.3, Daniel is going over each step that they follow in building an engine at Powell and what you should know before having an engine built, or machined. This stuff isn’t just so you know if your machinist is doing things right, but also so that you know what you are actually paying for. It’s real easy to wonder why things cost what they do when you don’t understand what is actually going on.

CLICK HERE IF YOU MISSED THE PREVIOUS VIDEOS

The post Facebook 5.3 LS Build: Part 8 – Finishing The Heads And Installing Them To Button Up The Long Block! appeared first on BangShift.com.

Their alternator relocation kit is just what the doctor ordered.

Video Description:

Discover Holley’s game-changing Alternator Relocation Kit for Gen 3 Hemi swaps! Tackle frame rail interference in applications like 1972-1993 Dodge D100/D150 and 1997-2004 Dodge Dakota swaps. Our kit moves the alternator for extra clearance, offering a sleek design with durable steel construction and a black powder-coated finish. Ideal for Gen III Hemi engines with “car style” accessory drive systems, it’s compatible with Holley alternators, requiring a longer serpentine belt. Wiring is a breeze, and it works seamlessly with Holley EFI systems. Don’t let frame rail issues slow you down – relocate it with Holley! Visit us at Holley.com for all your Gen 3 Hemi swap needs.

Learn More:

https://www.holley.com/products/engin…

https://www.holley.com/products/engin…

The post Hemi Swap Parts: Holley Alternator Relocation Kit for Gen 3 Hemi Swaps appeared first on BangShift.com.

We’ve talked about Powell Machine’s videos here on BANGshift before, and I find them to be really informative and easy to follow. Now I’m a nut for engines, both naturally aspirated and power adder equipped, but if you aren’t you can still learn A LOT from watching their videos. In this series, dubbed the Facebook 5.3, Daniel is going over each step that they follow in building an engine at Powell and what you should know before having an engine built, or machined. This stuff isn’t just so you know if your machinist is doing things right, but also so that you know what you are actually paying for. It’s real easy to wonder why things cost what they do when you don’t understand what is actually going on.

CLICK HERE IF YOU MISSED THE PREVIOUS VIDEOS

The post Facebook 5.3 LS Build: Part 7 Final Short Block Assembly Goes As Planned! It’s All Coming Together. appeared first on BangShift.com.

After talking with Lake Speed Jr. recently, about the hall of fame and it’s purpose, we can tell you that this list of inductees is something truly special. All that will be inducted this year, and into the future, will be special but might not include some famous racers, engine builders, and car owners that you might think of as worthy. But here’s why.

These engine builders were not only instrumental in building big power and being innovators, but also for advancing engine building. These are not the guys who kept their methods a secret, or who never taught anyone else to do what they did. No, these are the guys that made sure there were others to carry on the traditions, who would push themselves and the technology in the future, and who made real differences in the growth of the hobby and motorsports in general.

CLICK HERE IF YOU MISSED THE FIRST ENGINE BUILDER HALL OF FAME VIDEO

Video Description:

In this video, Dema Elgin shares stories from his time working with Ed Winfield, who pioneered the racing camshaft.

In the annals of automotive history, the name Ed Winfield stands as a pioneer in the world of camshaft and carburetor design, a maestro who orchestrated the harmonious dance of air and fuel to propel engines to new heights of performance. Born on April 16, 1885, in Jennings, Louisiana, Ed Winfield’s journey from a young tinkerer fascinated with engines to a renowned engineer and designer is a tale of innovation, persistence, and a relentless pursuit of optimal engine efficiency.

Ed Winfield’s fascination with mechanical contraptions blossomed during his childhood in Louisiana. Growing up in an era when automobiles were still in their infancy, Winfield developed a keen interest in the internal combustion engine. His inquisitive mind and hands on approach to machinery led him to experiment with engines, taking them apart and putting them back together to understand their intricacies. At the age of 16, Winfield built his first gasoline engine, a testament to his early mechanical aptitude. This hands on experience laid the groundwork for his future endeavors in engine design and modification.

In 1910, seeking new opportunities and inspired by the burgeoning automotive culture, Ed Winfield relocated to Los Angeles, California. The West Coast was becoming a hotbed of automotive innovation and experimentation, providing Winfield with the ideal environment to further develop his skills. Winfield’s early years in California were marked by a series of innovations and modifications to internal combustion engines. His keen understanding of airflow dynamics and combustion processes led him to experiment with camshaft designs and carburetion systems. Even in these formative years, Winfield’s work was characterized by a commitment to extracting maximum efficiency and power from engines.

Ed Winfield’s first major breakthrough came with his innovations in camshaft design. He recognized the pivotal role that camshafts played in controlling valve timing, duration, and lift, and he sought to optimize these parameters for enhanced engine performance. In 1919, Winfield introduced his legendary “Maximotor” camshaft, a design that quickly gained acclaim for its ability to deliver increased power and efficiency.

The Maximotor camshaft showcased Winfield’s understanding of the relationship between valve events and engine performance. It became a popular choice among early racing enthusiasts and engine builders looking to boost the power of their machines.

Winfield’s reputation as a camshaft wizard began to take root, laying the foundation for his future contributions to the automotive world.

As the popularity of automobile racing surged, Ed Winfield’s innovations found a natural home on the race track. His camshafts powered a myriad of racing machines, contributing to numerous victories and establishing Winfield as a sought after name in the racing community.

Winfield’s quest for optimal engine performance did not stop with camshaft design. He turned his attention to carburetion systems, recognizing the critical role that fuel – air mixture plays in engine efficiency. In the early 1920s, he introduced the Winfield carburetor, a precision instrument that allowed for fine tuning of the air – fuel mixture.

The Winfield carburetor featured innovative design elements, including a variable venturi, allowing adjustments to be made on the fly to suit different driving conditions. This level of flexibility and control over the fuel delivery process set Winfield’s carburetor apart from conventional designs. It became a staple in the racing world, adopted by drivers and teams looking for a competitive edge.

Ed Winfield’s workshop in Los Angeles became a hub of innovation, attracting enthusiasts and professional racers alike. The demand for his camshafts and carburetors continued to grow, and his components became integral to the success of numerous racing teams.

One of the defining moments in Winfield’s career came in 1927 when his camshafts powered Frank Lockhart’s Stutz Black Hawk Special to victory in the Indianapolis 500. This triumph was a testament to the efficacy of Winfield’s designs in the most prestigious race in American motorsports.

During the 1930s and 1940s, Winfield’s camshafts and carburetors were omnipresent on the racing circuit. His components powered a wide array of race cars, from midgets to championship winning machines.

The post The Engine Builder Hall of Fame Class of 2024 – The Pioneer of Performance Parts: Ed Winfield appeared first on BangShift.com.

If you are in the market for early Ford parts and amazing real OG speed parts, then this is the kind of stuff you need to hit them about. In fact, if you find any parts in this video that you want to own, just hit them up and let them know what you want.

And if you missed the video where they found all these insane flathead parts, CLICK HERE TO WATCH THE FIRST VIDEO

Check it out

The post The Iron Trap Garage Crew Is Unloading A MASSIVE Truckload Of Speed Equipment & Early Ford Parts From A Recent Score! appeared first on BangShift.com.