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00:00Today on Build for Off-Road, we got our C10 over here at DVR High Performance.
00:09The HP Tudor guys are going to spend some time on their computer going beep, bop, boop, beep,
00:13and we're going to see how much power that motor can make.
00:16500.
00:19Our classic C10 pre-runner is back.
00:23This is literally my dream truck.
00:26When I was like 15 years old, the cool kid in school had one of these classic C10 trucks.
00:32Now, his was all lowered down on the ground with big wide tires,
00:35but I think it's cooler to have it jacked up with this awesome long travel suspension.
00:41Now, we've already done a pile of work to this truck.
00:43It's sitting on this 03 Silverado chassis.
00:46It's got the long travel kit, got coilover bypasses up front.
00:49It's got the super bed cage in the back.
00:52I've already built out the bedsides to give me extra room for my tires,
00:56and I've trimmed the front fenders.
00:57But this bad boy's got a date with the dyno,
01:00so our goal today is to finish up everything we need to get this engine,
01:04drivetrain, everything ready to back up on the dyno
01:06and see what kind of power our twin turbo LS makes.
01:12Make sure it's not too...
01:14Whoa!
01:16Okay, back down.
01:19That scared Ian!
01:20Ian!
01:22Oh, yeah!
01:30There we go!
01:33The transmission that is in our donor chassis is a 4L60 or 4L65E.
01:40It kind of depends on the year.
01:41Now, the 65 basically means the gross vehicle weight
01:45that the transmission is designed to handle.
01:47So, a 4L60 or 4L65E is designed for a vehicle that weighs around 6,500 pounds.
01:54But that's not really what we're worried about.
01:57The reality is the 4L60s and the 4L65s, they're good transmissions,
02:01but when you start pouring a bunch of power through them,
02:04they do have a tendency to fail.
02:06We're going to upgrade this truck with a whole new transmission.
02:09We're going to be changing the model completely.
02:11We're going to be going with a 4L80.
02:13And just like the name implies, obviously, it's designed around an 8,000-pound vehicle,
02:17but the internals of the 80 are what make it a lot stronger.
02:20But before the new transmission can go into the truck,
02:23there are a few things that we have to change.
02:28Modern engines like our LS,
02:30they use a lot of one-time-use fasteners or torque-to-yield fasteners.
02:36So, whenever I rebuild them,
02:37I like to replace those with good quality bolts like these ARP bolts.
02:41Now, ARP bolts, they are designed to replace a factory bolt,
02:45but increase its strength.
02:47They're 20% stronger than grade 8.
02:48The threads are rolled after heat treatment,
02:51and they have all the bolts available for popular applications.
02:55When I rebuilt this engine, I put ARP head studs in it.
02:58That means that I can take the heads on and off without having to replace the bolts.
03:02And for the same reason, I put these ARP bolts on with our new flex plate.
03:06This flex plate had to be changed to mate our engine up to our 4L80.
03:11And since we're changing the flex plate,
03:12this is the perfect time to remove the one-time-use fasteners
03:15and replace them with these better, stronger ARP bolts.
03:20Oh, right in the...
03:28This transmission, as I said before, is a 4L80.
03:37Now, the 4L80, just like the 4L65 that was in this truck,
03:42is a four-speed automatic transmission with an overdrive.
03:45But the thing that makes the 4L80 so good
03:48is that 80% of this transmission is a turbo 400.
03:53Once you remove the input shaft and the upper set of clutches,
03:57everything from about here down is the exact same as a turbo 400.
04:02And the turbo 400 is probably one of the toughest transmissions out there
04:05when it comes to off-road.
04:07We use them in everything from trophy trucks to ultra-four cars to even rock crawlers.
04:11I'm rebuilding this transmission specifically for this truck.
04:14We're going to go through the whole thing,
04:15remove all of the electronics,
04:17convert it over to a full manual valve body,
04:19so you have to shift the transmission.
04:21There's going to be no electronics needed to make this thing work.
04:24And we're going to put a high-stall torque converter
04:26to match our cam profile for our twin turbos.
04:29When you rebuild a transmission,
04:31what you're looking for is basically wear on the clutch material.
04:35So this is the clutch material,
04:36and these are the steels that make up the friction components
04:39of an automatic transmission.
04:41If this transmission was burned up or bad,
04:43we'd see this basically completely blacked out,
04:45almost charcoal in color,
04:47and you'd see the steels all kind of heat-soaked
04:49and sometimes even warped.
04:51Little marks like this, this little heat scoring on here,
04:54that doesn't tell me that the transmission was bad.
04:56That just tells me that it was being used.
04:58Whenever I open up an automatic transmission,
05:00I like to completely rebuild it,
05:02and I always like to get a complete rebuild kit
05:04from Monster Transmission.
05:06And the reason I do is because
05:07it comes with everything that I need
05:10to rebuild the transmission,
05:11as well as any possible updates or upgrades
05:15that happened during the life of that transmission.
05:17So inside the Monster Transmission Complete Kit
05:20comes with everything you need to rebuild it.
05:21So it's all the gaskets, all the lip seals,
05:24all the seal seals,
05:25all the pistons that are going to be bonded
05:27that need to go in,
05:28heavy-duty choline steels.
05:31So these are Teflon-coated steels
05:33to handle more heat and more friction,
05:35and heavy-duty red alto clutch discs.
05:38So these are also designed to handle more heat.
05:40Now, for the performance side of it,
05:42I'm going with a full manual valve body
05:45that I also got from Monster.
05:46This will replace the valve body.
05:48Like I said before, remove all of the electronics.
05:51This turns this transmission
05:52into a full manual shift transmission,
05:54and it reverses the pattern.
05:55So it's going to go park, reverse, neutral,
05:57first gear, second gear, third gear, fourth gear.
06:01If you want to start in second gear,
06:02you can simply put the transmission in second gear,
06:04and it starts right there.
06:06And then to mate it with,
06:07this is the Thor converter.
06:08It's a heavy-duty furnace-brazed converter.
06:12It is all rebuilt and spec'd specifically
06:14for our engine and our transmission.
06:16And this one's going to lock up
06:18in the 2,800 to 3,500 RPM range,
06:21which will be perfect for our camshaft.
06:23All I have to do now is work my way
06:24through the transmission top to bottom.
06:26I'll open up every single clutch pack,
06:28and I'll replace the friction materials
06:30with new friction material
06:31after I soak it in some transmission fluid,
06:33and I'll replace the steel clutches
06:35with the heavy-duty choline steels.
06:38Because we're dealing with a twin-turbo LS engine
06:55underneath the hood,
06:56I'm going to add this right here.
06:57This is called an engine mid-plate.
07:00Now, the way a mid-plate works
07:01is it basically goes in between the engine
07:04and the transmission,
07:06and then it solid mounts to the frame.
07:08What it does is it prevents
07:10the excessive twisting motion of the engine
07:12when all the power comes on.
07:14And when you're dealing with twin turbos
07:16and the cam profile that we have,
07:18this thing's going to really light up
07:19right around that three grand number.
07:20So there's a chance
07:21that it could actually twist so much
07:23it may actually cause a motor mount to fail.
07:25There we go.
07:29I love transmissions.
07:34There's a hole there.
07:39So now that our new transmission is installed,
07:41we're going to jump underneath the hood.
07:43Now, if you remember,
07:44the whole plan here was to basically adapt
07:47this modern 2003 Silverado chassis
07:50to this classic C10 body,
07:53and that meant that we got to use the LS engine
07:55that was in the truck.
07:56Now, just because we've gone this far,
07:58we thought, why not go even further?
08:00And we went ahead and added these twin turbos
08:02to this engine because, well, why not?
08:05I mean, what's more hilarious
08:06than two turbos on this truck?
08:09The hot side piping is pretty much done right now,
08:12and I actually ended up kicking the turbos up
08:14a little bit higher
08:14because I want them to stick through the hood.
08:17So I added these little 180s right here,
08:19the waste gates, and then the turbo.
08:20The hood is going to sit right about here,
08:22so half the turbo is going to be peeking out of this.
08:25Now, one issue that can happen
08:27when you're dealing with turbochargers
08:28is you can have heat transfer.
08:31The heat can transfer from the hot side of the turbo
08:33into the actual compressor side of the turbo,
08:37and that heat can be introduced into the air
08:39that's also being compressed,
08:41and that can lead to engine detonation.
08:43So for over 40 years,
08:45Heat Shield Products has been solving this problem
08:47with many different types of heat shield items.
08:50Now, they have turbo blankets.
08:52They have two different versions.
08:53They have the lava turbo blanket
08:55and the stealth turbo blanket.
08:57Now, the way it works is it's specifically built
08:59for every turbo.
09:01It's going to wrap around the hot side of the turbo,
09:04and what that will do is it will prevent the heat
09:06from that section of the turbocharger
09:08from bleeding into the aluminum on the compressor side.
09:12They also have heat blankets for our waste gates
09:15because this area right here gets incredibly hot.
09:19If we actually wrap that,
09:20keep the heat from the waste gate
09:22from transferring into the actual spring and diaphragm
09:25inside the waste gate itself,
09:27it will prolong the life of that waste gate.
09:29These two products will lower
09:31under hood engine temperatures by 60%.
09:33They can handle up to 1,800 degrees of temperature
09:37or up to 2,200 for those bursts of high boost sections
09:41for about 30 seconds,
09:43and they're just a great option
09:44if you have turbochargers in your vehicle
09:46because it'll keep all that heat
09:48from messing with all your compressed air.
09:51While we're dealing with cooling underneath the hood,
09:53we might as well just keep going down the road
09:55and deal with our engine cooling.
09:57Now, to keep this LS cool underneath the hood of the C10,
10:00I've got this heavy-duty Summit Racing LS Swap radiator.
10:04Now, this is a two-row radiator
10:05that comes with two high-speed, high-flow electric fans
10:10and a shroud already installed.
10:12At the same time, I had them send me a whole bunch
10:14of AN line as well as AN weld-in bungs
10:18and their AN fittings.
10:20Now, this is all dash 16,
10:22which means that it's one inch inside diameter
10:25that should be able to flow the coolant very easily.
10:27And the nice thing with the LS
10:28is you can get these thermostat adapters
10:30like this one from Summit Racing,
10:32which will just bolt onto the water pump
10:34and basically adapt it to AN as well.
10:36We will have to weld a bung onto the top of the water pump
10:39and I'll have to weld these bungs onto the radiator as well
10:42to convert it over to the AN fittings.
10:45And we'll have to weld the other side of the water pump
10:48and then we'll be able to weld it over to the other side of the water pump
10:49and then we'll be able to weld it over to the other side of the water pump
10:51and then we'll be able to weld it over to the other side of the water pump
10:52and then we'll be able to weld it over to the other side of the water pump
10:54and then we'll be able to weld it over to the other side of the water pump
10:54and then we'll be able to weld it over to the other side of the water pump
10:55and then we'll be able to weld it over to the other side of the water pump
10:56and then we'll be able to weld it over to the other side of the water pump
10:57and then we'll be able to weld it over to the water pump
10:59and then we'll be able to weld it over to the other side of the water pump
11:00today in the shop we're working on my c10 pre-runner and we're about ready to get this bad boy over to
11:26the dyno and tune it but i thought before we did that we'd go through how we're controlling this
11:31engine and zach from hp tuners and actually the whole hp tuners crew is in the house to make sure
11:37this thing works perfectly but zach is going to talk us through all the hard parts and the software
11:43as well he's a powertrain engineer so let's start with what's controlling this engine so we're going
11:49to start with the core ecu and the actual harness itself what have we got on this truck we have a
11:55core ecu on this truck that is running a gen 3 ls engine since we're doing a ls swap that brings
12:00to mind the core ecu as it was designed for ls swaps hp tuners has a lot of experience in the stock ecu
12:08calibration and diagnostics and we now have brought that to the standalone market once you get this
12:13ecu under the hood what ls engines are we controlling with this so the ls engines we support is the gen
12:20three engine for ls and we also have support for the cable and electronic throttle and also support
12:26for the automatic 460 and 480 e transmissions so all the popular ls stuff correct okay and not only
12:32the ecu it's also an all-new harness right that's correct yes so the harness was designed from the
12:38ground up uh we actually did even measurements on the engine to make sure it would fit um like a factory
12:43harness so when you go to install it on the engine it has a natural flow through the engine bay
12:48it looks like it's been well thought out person home now has their core ecu mounted they got all
12:52their uh harness hooked up to the engine and they've plugged in their laptop into the ecu what's the
12:58first thing they're going to do first thing they're going to want to do is load up our software that
13:01matches with the core ecu called vcm live okay um and when you first open vcm live you're gonna have
13:06a choice to pick the your base tune file right and in this case you're going to pick open tune from
13:11the pc when you pick this it's going to ask you what transmission you're using first so in this case
13:15we're going to click on manual transmission and then it's going to ask uh what reluctor wheel and
13:20whether your electronic throttle or your cable throttle and so in this case that'll be a dry bag
13:25cable 24x um base map and then uh in that base map we basically pre-select all the um sensors that
13:33will connect you to our harness okay so when you first walk into the software um it's going to confirm
13:38hey what sensors are you utilizing off of our harness right because we have all these connections here
13:43right on this harness but you may not be using all of them uh depending on your particular setup in
13:49this case we have a map sensor here right which is required to start up the engine and in here uh
13:56we can double click in here and we have our pre-selections for um for those sensors and because
14:02we're running turbos we're running a different map sensor than you would normally have in this base
14:06calibration correct yes so and the base calibration typically it's a one bar uh map sensor but since we're
14:12running the boost we actually opted for the uh gm lsa uh sensor to allow us to be able to read that
14:17boost level okay all right so we select that sensor yeah and then it's going to pre-populate our slope
14:22and offset here which is our scaling for that sensor okay which is what we just selected and your inputs
14:27already pre-selected for this harness okay right so you really don't have to touch that just there in
14:31case you decide to move that gotcha okay we have robust diagnostics okay in here um and you'll want to
14:37make sure your dtc bounds are also set up for whatever boost level that you are running
14:42so then you don't accidentally hit a dtc bound right okay that you don't want to yeah so it's
14:47measuring the actual boost and you can set it up here so that if it if that boost is outside those
14:52parameters it'll put a check engine right it'll put a check engine light so then you know hey you need
14:56to go check out what's going on with that sensor yeah like what happened you go back and look at back
15:00of what happened and gotcha maybe adjust these bounds so basically you do all your configuration here
15:04first what sensors you're using and then after that you're going to want to go into um tune and setup
15:10wizard here and basically what we'll have in here is it's basically the same copy of what you just
15:15selected in here um uh and then for fuel injectors we'll scroll down to fuel injectors here and we
15:22have a quite a few lists of injectors we have the base gm injectors fuel injector clinic injectors
15:28injector dynamic so the popular aftermarket injectors that people will commonly use and in this case we
15:33actually are running a set of injector dynamics 1050 injectors okay and so we'll want to go in here and
15:38select them all right and you select them it's gonna say hey this is what's changing and then
15:42you click okay and it will confirm hey that that you want to change these parameters and you click yes
15:48and then now it's in there for you okay so it's a critical part to make sure this engine starts up
15:53so if this is your first time doing something like this before you start the engine it may be worth just
15:58going back in and making sure that you've selected the right injectors select the right reluctor wheel
16:03basically just triple check that stuff before you commit to turning the key that's right and
16:08then after that you basically have a vehicle that's ready to run drive take it to your tuner
16:12and then they'll go in and make it run perfect that's right
16:17okay so now we are sort of ready to go to the dyno but not really ready to go to the
16:21dyno i got some more work to do and josh is here from hp tuners and we're going to talk about some of
16:26the hard part items that we need to address before we hit the dyno so what are some things that people
16:31should pay attention to let's say someone built their first turbo ls what are some things got to
16:35watch out for yeah there's a couple of considerations when you're turbo charging
16:39an ls of v8 like this so handful of things we want to make sure we got all the correct sensors to
16:43support positive pressure so we've got an lsa map sensor sitting back there at the intake and we're
16:49going to want to add a couple other things too so the fuel pressure regulator back here at the uh
16:53the engine here we're going to want to make sure that has a vacuum reference so that's going to make
16:56sure that it raises the fuel pressure with boost and compensates for that positive pressure on the
17:00other side of the injector okay now speaking of controlling that fuel we've got with uh your
17:06system we have two wideband o2 correct yep so core has dual wideband uh for both banks so we're going
17:13to be able to individually see the air fuel ratio of both banks and then compensate for that from the
17:17ecu and placement of the wideband o2 sensors after the turbo after the turbo and then the angle of the
17:24sensor is also important so you're going to want it at somewhat of a vertical angle just so when
17:28condensation builds up doesn't stick in the sensor it has a chance to drain back out and we want to
17:32get it away from the as like six to eight inches away from the actual decent amount away from the
17:37turbo just so it doesn't cook itself but not so close to the tailpipe that regular air contaminates
17:43that is correct yeah so we got to have a little bit of space there all right so now let's talk about
17:47spark plugs because you told me to buy a very specific we did yeah so when you're turbo charging a v8 like
17:52this you're not going to want to keep the factory spark plugs in it they're not designed for boost or really
17:56high horsepower applications this is a truck engine it's not made for making a ton of horsepower
18:01so what we're going to do is we're going to use a non-projected spark plug and it's also going to be
18:05the correct heat range for boost and kind of high output to kind of control the heat that the porcelain
18:12on the spark plug is exposed to we're also going to want to gap this too so as you have increased
18:17cylinder pressure under boost it's going to want to blow the spark out it's going to be harder to produce
18:22that spark when there's positive pressure so we're going to close that gap so it's basically going
18:27to maintain that spark while it's still under high cylinder pressure all right so we got the right
18:32spark plugs in we got our o2 sensor bungs in i got to add some vacuum ports i got to finish plumbing
18:38up our intercooler and then we're ready for a dyno one run right we are oh you told me to move the
18:42computer yeah we're probably going to want to move the computer and the fuse box a little bit away from the
18:47exhaust it's getting a little bit close there just so we don't get too much heat and that was that's
18:52that was my fault i didn't realize it's going to make that hater pipe so close to that but now that
18:55it's there all right so we'll go ahead move that and then we'll be ready to run
19:17put the o-ring back it's important so once we finish up these changes underneath our hood
19:29we'll be ready to take this truck over to the dyno
19:31so we've loaded up the c10 got it out of the shop and now we brought it over here
19:48to dbr high performance now dbr high performance has a loaded dyno so it's a hub dyno so it's going
19:54to bolt on to the rear axle and this allows the hp tuner guys to basically tune our engine
19:59and figure out how much power this thing is going to make so i'm just going to stand back
20:03let them do their computery things they'll tell me what they're doing and i'm sure i'll forget it
20:06by the next time i drive this truck so everything that you're going to need is going to be right here
20:22so we're going through we're dialing in the ve we're dialing in the fuel of the ecu basically
20:26we're trying to get the proper air fuel ratio so we can make the most amount of power
20:38some of the cool things about the core ecu is because it has two wideband o2 sensors we can
20:45monitor both banks of the engine making sure it stays within parameters and everything
20:50was looking good the entire time the truck was on the dyno one cool feature that they added that i think
20:56is pretty is what's called a boost cutoff i'm running mechanical waste gates with 10 pounds of
21:02boost inside of them the engine should never see more than 10 pounds of boost but if it ever does
21:08the ecu is designed to protect the engine it will cut fuel out of the engine to make sure it never gets
21:13above that 10 psi range and now it's time for the final pull
21:28just under 500 foot pounds of torque and just knocking on the door of 500 horsepower to the rear
21:36wheels means this 60 c10 is going to be a monster in the dirt
21:50you
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