Quote:
Originally Posted by ZLRob
I've been wrenching on engines professionally and as a hobby on the side for long enough to feel like an old dinosaur now with at least 20+ years under my belt. I've picked up A TON of knowledge along the way and I continue to learn something new everyday. Being a student of life and being receptive to understanding that you may not always have all the answers allows you to expand your own personal horizons and break down previous mental barriers about certain topics you may have previously had.
The Gen V platform is a tricky one to learn even for a experienced mechanic/ tuner. It's a miracle that these cars even run given how intricately complex they are both internally and externally. I'll be the first to admit that I felt a little in over my head at first, but once I fully committed to understanding it better, it started making more sense. This is especially true about the DI system (both mechanical and electrical) and the torque based tuning that GM switched over to on HPTuners.
That being said, once you have a general grasp of how different these engines are over their Gen III and Gen IV counterparts, you still have to remember that basic engine theory still pertains to this stuff. It's all about efficiency and maximizing airflow. That applies to everything equipped on it from the air to water cooling set ups that we have, cam sizing, and supercharger port jobs. If you overdo airflow or flow in general on any particular facet of these engines you will disturb the delicate balance of performance that these are tuned for and lose either throttle response, low end torque, powerband torque, horsepower up top or introduce overheating issues.
Some folks are okay with these losses and have their cars as dedicated track toys. There is a certain compromise that comes with setting up things certain ways. In other words, there is no such thing as a free lunch. I've always targeted in having a well balanced everyday driven street toy/ weapon. It's how I have built all of my setups and they perform very well.
I love the TVS2650 Magnuson blower, but that blower was not specifically blueprinted to work with our set ups and the fact that it moves as much air as it does requires modifications to your blower pulley setup and tune itself to overcome some of the difficulties that moving all that additional airflow presents.
I wouldn't run one on mine for a few reasons, one being emissions compliance. I do live in a state where that's a very real thing and running something like a 2650 is not allowed due to lack of certifications. The second being that these engines can and some do suffer from lack of punchiness down low which is not my ideal situation. I want power everywhere. I could go on and on but I think you get the idea at this point.
TLDR: make your LT4 as efficient and as cool as possible. Don't overspin your blower unless you have meth injection, and understand that during your build, the ideal scenario involves you (or whoever is spec'ing out things) using supporting mods which compliment and help your major mods function better or properly.
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I only ask, because I'm not trying to take anything away from what's being said, but what state? As far as I understand, CA is the worst, and Magnuson (and Whipple and Edelbrock for that matter) has CARB-exemption. That should, as far as I know, cover ANY state (I'm assuming you live in the US). You get a CARB-tune, and everything.
I only wanted to clarify for anyone interested or that didn't know. It took them forever because of crap CARB pulled on them, from the beginning of the 2650 certification process.
I appreciate that we have the options we do. To each their own, with interests.