[regnouy37]

Originally Posted by Redline Motorsports

check out post #7 there is a link on a test we did it has some good info and pics. The 2650 is the latest from the TVS rotor family. The rotors are twisted in a unique manner that make them efficiency. Part of efficiency is the ability to move more air mass with less heat. All forms of forced induction devices have a certain efficiency range they work in...this being a supercharger (both positive displacement and centrifugal) as well as turbos.

The 2650 has a much better efficiency where GM runs it on the LT5 and that efficiency carries well up into 20 lbs of boost. They also took some drag out of it so it frees up power. Edelbrocks 2650 has a huge cooling brick and when combined with a matching heat exchanger you can solve a lot of IAT problems which again equates to more performance.

The above statement is clinical fact but I'm sure it will be debated by the trolls...

Thanks for the thorough explanation. What are your thoughts between a Whipple and the Edelbrock 2650?

[2out2sea]

Originally Posted by Dixie ZL1

More inlet airflow creates a larger post rotor airmass, hence greater boost. The stock snout is a large restriction, so increase flow past that and you have a larger volume of compressible air and therefore more boost.

Boost is a simple function of restriction, so port the blower and heads after the ported snout and boost will decrease.

Originally Posted by Redline Motorsports

check out post #7 there is a link on a test we did it has some good info and pics. The 2650 is the latest from the TVS rotor family. The rotors are twisted in a unique manner that make them efficiency. Part of efficiency is the ability to move more air mass with less heat. All forms of forced induction devices have a certain efficiency range they work in...this being a supercharger (both positive displacement and centrifugal) as well as turbos.

The 2650 has a much better efficiency where GM runs it on the LT5 and that efficiency carries well up into 20 lbs of boost. They also took some drag out of it so it frees up power. Edelbrocks 2650 has a huge cooling brick and when combined with a matching heat exchanger you can solve a lot of IAT problems which again equates to more performance.

The above statement is clinical fact but I'm sure it will be debated by the trolls...

Makes perfect sense. Thanks for making it KISS simple for me...

[Markoz28]

The 2650 looks awesome and has been proven to make big power but at a bit more cost due to clearancing the hood to fit. Thats why I’m leaning toward porting the stock SC/103 TB or Mag 2300. The struggle I’m having is whether there is a noticeable benefit going with the 2300 if I am not upgrading fuel system? Car is bolt ons only, no cam.

With a 5k budget (already have headers/intake/9.1 pulley) would it be better to do ported SC/103 TB and using the rest else where?

[staples87]

Originally Posted by Markoz28

The 2650 looks awesome and has been proven to make big power but at a bit more cost due to clearancing the hood to fit. Thats why I’m leaning toward porting the stock SC/103 TB or Mag 2300. The struggle I’m having is whether there is a noticeable benefit going with the 2300 if I am not upgrading fuel system? Car is bolt ons only, no cam.

With a 5k budget (already have headers/intake/9.1 pulley) would it be better to do ported SC/103 TB and using the rest else where?

If you're thinking about going with the 2300 then I would stick with the stock blower, port it and run the 103 throttle body - It'd cost less. The bigger blowers shine when you have more supporting mods to go with them (cam, low side pump, methanol, ect), and when you end of spending that much money on a 2.3L blower, you're better off going with the 2650 since you'll be forced to have the supporting mods anyway.

[Redline Motorsports]

Originally Posted by Dixie ZL1

More inlet airflow creates a larger post rotor airmass, hence greater boost. The stock snout is a large restriction, so increase flow past that and you have a larger volume of compressible air and therefore more boost.

Boost is a simple function of restriction, so port the blower and heads after the ported snout and boost will decrease.

Well stated and on point...all about physics!

[Redline Motorsports]

Originally Posted by staples87

If you're thinking about going with the 2300 then I would stick with the stock blower, port it and run the 103 throttle body - It'd cost less. The bigger blowers shine when you have more supporting mods to go with them (cam, low side pump, methanol, ect), and when you end of spending that much money on a 2.3L blower, you're better off going with the 2650 since you'll be forced to have the supporting mods anyway.

Check out the link in Post #7. Its about a Whipple install on a stock ZL1 against the 1700.... more food for thought.

[Redline Motorsports]

Originally Posted by regnouy37

Thanks for the thorough explanation. What are your thoughts between a Whipple and the Edelbrock 2650?

Well.....I am very tight with both manufactures so its a hard line....lol...this is my opinion only based on how much time I spend on the dyno with these manufactures trying to do comprehensive and detailed testing.

The new 2650 is like the big brother to the old 1900....the 1900 was an amazing little blower and often kept up with the 2300. The TVS rotor design as I have stated before is very efficient in volume flow and most certainly temperature efficiency. For this even though its 2.65 liters it hangs with the 2.9 pretty good. I do think that at all out max power, around 1000 BHP, the Whipples slightly larger volume with pull a bit harder on the top.

Edelbrock tends to really optimize there runner lengths which promotes more low end and mid range, where Whipple runs a short runner.

If you look at a boost curve from both you can see this as the Whipple curve looks like a flat table top and the Edelbrock has a higher boost curve and tails off...

Both are great units and neither will disappoint!

[regnouy37]

Originally Posted by Redline Motorsports

Well.....I am very tight with both manufactures so its a hard line....lol...this is my opinion only based on how much time I spend on the dyno with these manufactures trying to do comprehensive and detailed testing.

The new 2650 is like the big brother to the old 1900....the 1900 was an amazing little blower and often kept up with the 2300. The TVS rotor design as I have stated before is very efficient in volume flow and most certainly temperature efficiency. For this even though its 2.65 liters it hangs with the 2.9 pretty good. I do think that at all out max power, around 1000 BHP, the Whipples slightly larger volume with pull a bit harder on the top.

Edelbrock tends to really optimize there runner lengths which promotes more low end and mid range, where Whipple runs a short runner.

If you look at a boost curve from both you can see this as the Whipple curve looks like a flat table top and the Edelbrock has a higher boost curve and tails off...

Both are great units and neither will disappoint!

Thanks for that!

[Redline Motorsports]

Originally Posted by regnouy37

Thanks for that!

[WFO220]

sounds like the best bang for the buck is the kong porting and i bet it would pass by warranty with no issues just on a visual . how much is it ? thanks REDLINE for the good read

[Markoz28]

Originally Posted by WFO220

sounds like the best bang for the buck is the kong porting and i bet it would pass by warranty with no issues just on a visual . how much is it ? thanks REDLINE for the good read

I agree completely.

$1275 for the porting
$650 for the 103 TB.
Total= $1925, add about $100 for shipping I think. So about 2k for 40whp sounds pretty good.

[unavailablezl1]

Originally Posted by Redline Motorsports

check out post #7 there is a link on a test we did it has some good info and pics. The 2650 is the latest from the TVS rotor family. The rotors are twisted in a unique manner that make them efficiency. Part of efficiency is the ability to move more air mass with less heat. All forms of forced induction devices have a certain efficiency range they work in...this being a supercharger (both positive displacement and centrifugal) as well as turbos.

The 2650 has a much better efficiency where GM runs it on the LT5 and that efficiency carries well up into 20 lbs of boost. They also took some drag out of it so it frees up power. Edelbrocks 2650 has a huge cooling brick and when combined with a matching heat exchanger you can solve a lot of IAT problems which again equates to more performance.

The above statement is clinical fact but I'm sure it will be debated by the trolls...

I was impressed with what I saw on your site. I am closing in on the end of my warranty and was looking at upgrades.

If Redline does the work in Florida and I live in Texas, where could I take it if there is a problem?

[Markoz28]

Originally Posted by unavailablezl1

I was impressed with what I saw on your site. I am closing in on the end of my warranty and was looking at upgrades.

If Redline does the work in Florida and I live in Texas, where could I take it if there is a problem?

I’m sure there’s lots of shops in Dallas that can set you up. You can order the parts from Redline and have a shop closer to you do the install.

[unavailablezl1]

Originally Posted by Markoz28

I’m sure there’s lots of shops in Dallas that can set you up. You can order the parts from Redline and have a shop closer to you do the install.

Yes I guess I could, but then it wouldn't be a "Redline", just saying.