[laynlo15]

I know you can do it Mike, hopefully at the LS Fest.

[laynlo15]

Mike you'll get into the 8's soon, hopefully at the LS fest or at least close to it.

[ShizzySupra]

Originally Posted by toohighpsi

As with most of the PD systems here making 700+, they are on stock engines. I'm going to a stroker with Maggie as we speak so I'll have a chance first hand to see how that 800RWHP number holds up. I've already gone 9's on a stock engine, looking forward to the 8s with some mods now.

Plenty of Ford guys running deep in the 8s with a TVS2300 on boost only 5.0L (no NOS) engines, I'm not going to be lead to believe that the chevy guys can't do it with more displacement...

It is due to displacement. Smaller displacement motor benefits more from the smaller blower. Ford guys also have a transbrake trans.

[ProCharger]

Originally Posted by Swagger

Just as the title states I am looking for any LT1 centri setups making 750whp or more and what combo used. I have been bopping around the forum for a lil while and I see lots of PD guys making power. I have not seen the centri combos that much

Please post your combo, dyno sheets if available and what you like/dislike or would change. As I prepare to do my build I am looking to see what the bigger HP cars here did to get there. Anyone over 8xx is of special interest. Feel free to PM for those who may wish to keep their combos quiet

This is the lowest power combo I have tuned that wasn't 100% stock.

P1SC1 Stage 2 intercooler, BTR STG2 cam, Single Meth nozzle = 731 rwhp

As basic as it gets, and done with the entry level kit.
Still can't believe how many passes are on that engine. It just won't die. lol


I have also made 917 rwhp with a 100% stock LT4, with no mods. (no cam)
Just a F1A, 18psi, and twin meth nozzles. Car spent a year being beat on like that, till now its in my garage getting a "Port Fuel" upgrade.

NOTE: Anything over 700 rwhp with stock bottom end LT1 (with those ring gaps) is a ticking time bomb. Some live, some don't.

[toohighpsi]

Originally Posted by ShizzySupra

It is due to displacement. Smaller displacement motor benefits more from the smaller blower. Ford guys also have a transbrake trans.

I'm sorry, that is not a correct statement, engine displacement is always your friend. More displacement and/or RPM should always make more power, if it doesn't - you messed up something else along the way. Ford guys don't have displacement but they have good heads which lend themselves toward the RPM side

A supercharger is simply an air pump, you want one that has the flow capacity that you need and the highest "Compressor Efficiency" (which includes mechanical losses of the compressor) to make the most power - this is not to be confused with "Adiabatic or Isentropic Efficiency" (which are measurement of only the thermal component - neglecting the mechanical losses of the supercharger)

A positive displacement SC delivers a given amount of air at a given speed period. Barring SC inlet side restrictions, there is no way to make it flow more without spinning it faster. If we add displacement to an engine and keep the same pulley ratio, the airflow into larger engine will be essentially exactly the same - but the supercharger will be operating at a lower Pressure Ratio. (lower boost pressure for the exact same airflow)

The power required to drive a supercharger (no matter what type) is comprised by the following 3 items:

Mass Flow
Pressure Ratio
Frictional Losses

Since the SC speed is the same - mass flow and friction will not change, we are now on a larger engine, so the pressure ratio will decrease - resulting in decreased input power to drive the SC. If the larger engine is geometrically the same (same compression ratio, similar in cylinder motion, port airflow increased with displacement) the larger engine will make more power with the same SC speed compared to the smaller engine specifically for the following reasons.

Less power consumption from the SC
Lower pressure ratio provides less heat and allows for more ignition timing.

Now while this is all fine and dandy, we didn't increase displacement to have a small power gain, so now we'll go ahead and increase blower speed up to the limit that the SC or Engine can handle to maximize the return on our investment...

[Eyefixstuff]

Originally Posted by toohighpsi

I'm sorry, that is not a correct statement, engine displacement is always your friend. More displacement and/or RPM should always make more power, if it doesn't - you messed up something else along the way. Ford guys don't have displacement but they have good heads which lend themselves toward the RPM side

A supercharger is simply an air pump, you want one that has the flow capacity that you need and the highest "Compressor Efficiency" (which includes mechanical losses of the compressor) to make the most power - this is not to be confused with "Adiabatic or Isentropic Efficiency" (which are measurement of only the thermal component - neglecting the mechanical losses of the supercharger)

A positive displacement SC delivers a given amount of air at a given speed period. Barring SC inlet side restrictions, there is no way to make it flow more without spinning it faster. If we add displacement to an engine and keep the same pulley ratio, the airflow into larger engine will be essentially exactly the same - but the supercharger will be operating at a lower Pressure Ratio. (lower boost pressure for the exact same airflow)

The power required to drive a supercharger (no matter what type) is comprised by the following 3 items:

Mass Flow
Pressure Ratio
Frictional Losses

Since the SC speed is the same - mass flow and friction will not change, we are now on a larger engine, so the pressure ratio will decrease - resulting in decreased input power to drive the SC. If the larger engine is geometrically the same (same compression ratio, similar in cylinder motion, port airflow increased with displacement) the larger engine will make more power with the same SC speed compared to the smaller engine specifically for the following reasons.

Less power consumption from the SC
Lower pressure ratio provides less heat and allows for more ignition timing.

Now while this is all fine and dandy, we didn't increase displacement to have a small power gain, so now we'll go ahead and increase blower speed up to the limit that the SC or Engine can handle to maximize the return on our investment...

Well said Mike. It's these types of posts that keep me glued to the forum trying to further educate myself.

[TEEZYSS]

Originally Posted by toohighpsi

I'm sorry, that is not a correct statement, engine displacement is always your friend. More displacement and/or RPM should always make more power, if it doesn't - you messed up something else along the way. Ford guys don't have displacement but they have good heads which lend themselves toward the RPM side

A supercharger is simply an air pump, you want one that has the flow capacity that you need and the highest "Compressor Efficiency" (which includes mechanical losses of the compressor) to make the most power - this is not to be confused with "Adiabatic or Isentropic Efficiency" (which are measurement of only the thermal component - neglecting the mechanical losses of the supercharger)

A positive displacement SC delivers a given amount of air at a given speed period. Barring SC inlet side restrictions, there is no way to make it flow more without spinning it faster. If we add displacement to an engine and keep the same pulley ratio, the airflow into larger engine will be essentially exactly the same - but the supercharger will be operating at a lower Pressure Ratio. (lower boost pressure for the exact same airflow)

The power required to drive a supercharger (no matter what type) is comprised by the following 3 items:

Mass Flow
Pressure Ratio
Frictional Losses

Since the SC speed is the same - mass flow and friction will not change, we are now on a larger engine, so the pressure ratio will decrease - resulting in decreased input power to drive the SC. If the larger engine is geometrically the same (same compression ratio, similar in cylinder motion, port airflow increased with displacement) the larger engine will make more power with the same SC speed compared to the smaller engine specifically for the following reasons.

Less power consumption from the SC
Lower pressure ratio provides less heat and allows for more ignition timing.

Now while this is all fine and dandy, we didn't increase displacement to have a small power gain, so now we'll go ahead and increase blower speed up to the limit that the SC or Engine can handle to maximize the return on our investment...

I use to keep up with your toohighboost builds... many moons ago!!

[ShizzySupra]

Agree on most of your logic, but you need to take into account the other air pump: the engine itself. Need to balance both sides for maximum efficiency.

The new 2640's seem to match up better for our 6.2's.

FYI I appreciate everything you have done for the platform and your accomplishments so please don't take this as me sneering at you in any way. I very respect you!

Originally Posted by toohighpsi

I'm sorry, that is not a correct statement, engine displacement is always your friend. More displacement and/or RPM should always make more power, if it doesn't - you messed up something else along the way. Ford guys don't have displacement but they have good heads which lend themselves toward the RPM side

A supercharger is simply an air pump, you want one that has the flow capacity that you need and the highest "Compressor Efficiency" (which includes mechanical losses of the compressor) to make the most power - this is not to be confused with "Adiabatic or Isentropic Efficiency" (which are measurement of only the thermal component - neglecting the mechanical losses of the supercharger)

A positive displacement SC delivers a given amount of air at a given speed period. Barring SC inlet side restrictions, there is no way to make it flow more without spinning it faster. If we add displacement to an engine and keep the same pulley ratio, the airflow into larger engine will be essentially exactly the same - but the supercharger will be operating at a lower Pressure Ratio. (lower boost pressure for the exact same airflow)

The power required to drive a supercharger (no matter what type) is comprised by the following 3 items:

Mass Flow
Pressure Ratio
Frictional Losses

Since the SC speed is the same - mass flow and friction will not change, we are now on a larger engine, so the pressure ratio will decrease - resulting in decreased input power to drive the SC. If the larger engine is geometrically the same (same compression ratio, similar in cylinder motion, port airflow increased with displacement) the larger engine will make more power with the same SC speed compared to the smaller engine specifically for the following reasons.

Less power consumption from the SC
Lower pressure ratio provides less heat and allows for more ignition timing.

Now while this is all fine and dandy, we didn't increase displacement to have a small power gain, so now we'll go ahead and increase blower speed up to the limit that the SC or Engine can handle to maximize the return on our investment...

[toohighpsi]

Originally Posted by TEEZYSS

I use to keep up with your toohighboost builds... many moons ago!!

Good times my friend! Wish I still could find that level of time to devote to my projects again. I still have an 84 Capri fox body in progress, just not much of a ford engine guy anymore.. my fox body is getting a HellCat with an R2650 on it

Originally Posted by ShizzySupra

Agree on most of your logic, but you need to take into account the other air pump: the engine itself. Need to balance both sides for maximum efficiency.

The new 2640's seem to match up better for our 6.2's.

FYI I appreciate everything you have done for the platform and your accomplishments so please don't take this as me sneering at you in any way. I very respect you!

No worries, not taken that way at all!
The 2300 is a tough blower that packages well and is happy up to the 1000 crank HP level (850-900 RWHP). Below is a link to another pretty high HP 2300 that I recently stumbled across.

https://youtu.be/qxWGyuXSoWk

The 2650 will also work well on the LT1s at a higher cost and slightly more effort for installation. While it is only 15% larger displacement wise, it has the capability of flowing 50% more air than a 2300 (2500CFM with the Magnuson "Race" housing - Base housing moves 1800CFM). It is a different unit compared to previous TVS superchargers in design aspects such as rotor L/D and rotor lead. It will fill a nice spot at the higher end of the performance realm for PD superchargers with a compact and very efficient supercharger. I'll have one on a Camaro near the end of the year and will post the power and ET results once they are available...

[laynlo15]

What Mike said.