Quote:
Originally Posted by ZL1Atlanta
I saw some comments replying to this post that have been deleted, so I won't harp on that, but I did want to say that Mike's (toohighpsi) advice has been crucial in the results of my build - both with how the engine is designed, how we spin the blower, and of course the products he makes that supply fuel and keep the belt slip under control. I would not discount his advice based on someone's disagreements with him because my car is proof that it is valuable.
The one piece of his post I want to highlight around temps, just because I've experienced it, is that with good fuel, and assuming it isn't pulling timing, there's no reason to analyze things down to a few degrees. At ~1400 RWHP, the difference between hot water and ice water in my tank was 24 RWHP on the dyno. Every bit helps when you're hunting down tenths of a second, but I think most on here are not.
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Thanks to you, and everyone else to try to stay on track, and helpful on the topic. There wasn't much from the original post that wasn't posted elsewhere , but in a slightly more respectful manner. At least it sounds like Mike had actual hands-on with the Edelbrock and that drove Magnuson to go a different direction with their design. I haven't seen anything but great numbers from the likes of CSP and RPM (just as examples) with the Edelbrocks, but I know Edelbrock has a little history with LS3 2300, and maybe that's the expense for pushing something to market first.
I know Jack's history was, in part, to do with frustration with how long it took for Magnuson to come out with their 2650, but, as Mike said: they took their time to design the kit they thought would perform better. Maybe it does - maybe it doesn't. All I know is my MATs fall as soon as I get into the gas every time.