Download HOW TO ADD POWER TO YOUR SUPERCHARGED 3800 L67. 91 OCTANE PUMP GAS VS E85! TUNING, E85 & BYPASS video & save it for offline view

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HOW MUCH HP IS TIMING WORTH ON A SUPERCHARGED 3800 L67? HOW DOES THE SERIES 2 V6 RESPOND TO CHANGES TIMING? HOW MUCH BOOST DOES THE STOCK 3800 V6 MAKES? HOW MUCH POWER IS THE FACTORY M90 SUPERCHARGER ADDING? CAN I HOG OUT THE BLOWER AND RUN THE HOUSING WITH A TURBO? WHAT IS THE BYPASS VALVE TRICK AND HOW DOES IT ADD HORSEPOWER? YOU CAN FIND THE ANSWERS TO ALL THESE QUESTIONS AND MORE IN THIS TEST ON A JUNKYARD, SUPERCHARGED 3800 SERIES 2 L67 V6. I RAN THREE DIFFERENT TIMING LEVELS ON PUMP GAS, ADDED E85, ADDED MORE TIMING, THEN EVEN RAN TH EMOTOR NATURALLY ASPIRATED AFTER HOGGING OUT A SPARE BLOWER HOUSING. AS A LAST TRICK, I OPENED THE BYPASS VALVE ON THE NA MOTOR!

Richard Holdener

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  • The problem with adding timing on these engines while running no intercooler and 93 with just bolt ons is: after a few seconds in the run it will start to get hot and knock. Usually about half way through 2nd gear. I use to use the timing vs afr table to pull timing over time, instead of the factory setting of adding timing. The factory tune has an afr vs rpm vs time table that allows you to richen it up over time. I remember having as much as 18-20 degrees in 1st and dropping to as low as 12 by the top of second.

  • I wonder if the outlet of the empty blower case was opened out to match a radiused manifold, would it make more hp ?
    The sharp edge of the manifold is not good for air flow naturally aspirated.

  • Nice video! Should be making some pulls soon on mine. I need to get baseline on the new dyno with the current setup and then change the intake to get past the limitation on the stock 3800 v6 f-body manifold. On a mustang dyno it did 247whp/268tq NA.

  • Awesome info!
    Something else that's hard to show on the dyno is how timing and e85 play into heat soak. These motors get hot pretty quick, usually I can only get a pull or two in them before they start getting hot and start to see KR. E85 though pretty much solves that problem and they are so much more consistent pull after pull!
    Plus then you can go a step further and run a smaller pulley and more timing to really get the most out of it without opening up the motor, and it'll still be really consistent from what I've found as long as you don't go too crazy with the pulley size haha!

  • This series of modifications being done and the data collected from dyno testing is something I find to be very helpful for understanding what I’m working with in the L67 and more importantly, which modifications provide the most gains without compromising durability. No point in flogging a dead mule. Thanks RH !

  • Now test the "naturally aspirated engine" driving the SC under some type of contained boost (into a pressure regulated box?), you can then verify the exact amount of parasitic loss from the blower.

  • The bypass valve literally allows the air to bypass the rotorpack completely. Hence the name. The rotors are spinning in effectively a vacuum at that point. This is to prevent blower pull when you are at low throttle inputs (cruise) and idle. No one is running a blocked off m90 on an NA engine for power.

    I am interested in your ignition system, did you connect the factory ICM to LS1 style coils? Or is this some stand alone system for use on the dyno?

    FWIW, I have a very modified L67 that holds the power record for camshaft I'm using, on E85.

    I am surprised you didn't pick up more, honestly expected to see about 10% jump in power. I think something is off here.

    I rewrote my PCM to do everything in E85 scale, as opposed to just scaling the IFR's down ~40% like most people do.

    In the volume of E85 you have to burn to match the lambda of a gasoline mixture you will have ~13% more energy. You should see gains in that magnitude in a like for like switch, like 8-10% after losses.

  • I’d be curious to see cylinder-cylinder AFR’s on a progressively hogged out blower, my understanding is that you do still need some shape there to help equalize airflow through the plenum, so I’ve been scared to touch mine.

    Of course, it also made 315lb-ft at the rear wheels through a T5, so maybe I won’t worry about it until I replace my fusible transmission.