[Joshinator99]

Originally Posted by EDFHOBBIES

What are the pulley combos for both units

Right in our signatures… 9.18/2.75 for him and 9.25/3.25 for me.

[ZL1Atlanta]

For the sake of adding a little spice to this for you guys. I made 1445 RWHP on the current engine and 1415 on my cookie cutter LME 416 with a Compstar crank before a stock cylinder wall cracked (didn’t take long at that power). It might make a little more now with some recent changes, but I wanted to clear up that a $60k race engine was required to make that power. That old engine made 29.5 psi before it died.

FWIW - going from my SBE with ported stock heads to the 416 with CID heads I didn’t gain anything on the dyno. Made 1,119 on SBE and 1,117 on the 416. Different days obviously, but the same dyno. That was an unported 2650 running on C16 with a 9.45/2.75 combo. In hindsight there is reason to believe there was belt slip but it wasn’t obvious in logs. I have trap speeds and weight to stand behind those HP numbers, unlike some others. ;-)

[EDFHOBBIES]

Originally Posted by ShockingZ

Toohighpsi has a new billet Maggie lid that’s shorter and allows for the plates without cutting the hood now. Oops. Lol

https://toohighpsi.com/products/tooh...percharger-lid

“Our new billet lid allows the TVS2650 "LP" port plates to fit on your C7 Z06 or 6th gen ZL1 without any hood cutting. Get the fuel you need without modifying your hood!

This billet lid is CNC machined in house from USA sourced 6061-T6 stock and features a low-profile design to clear the Z06 and ZL1 hoods when using "LP" port plates.

The THP Performance lid has been carefully engineered to reduce the height of the supercharger yet provides a 7% increase in the area above the Supercharger Outlet Port and weighs nearly 3 lbs. less than factory lid. The sleek design eliminates the thick ribbing found on the stock cast Magnuson lid, allowing you to hear a significant increase in desirable supercharger whine.“

Ya up above I mentioned the lid part of the 11k build list for a maggi

7000 for the unit
400 for the 112mm snout
800 for the port spacers
895 for valve covers
1050 reflex
1200 for the lid or cut hood
wideband and sensor?

that's easy 12k with tax and ship.

If I'm not as efficient I can live with it but I think I am compared to stock maggi.. remember I got kongs work and the blower cheaper than the maggi that was my whole argument from day one.

$4400 2650
$800 kong work since mine was done by hand and 3d scanned for a cnc program
$600 crawford work
$69 weaopon X adapter
$1000 950 Haltec elite
$300 haltec wideband
$0 LPE hood insert


$7200 vs 12K

As I said I'm 8.3 lower and 3.0 upper just under 19 psi that's pretty efficient


I don't think Ill have time to do a draggy I'm probably selling the car today for 44k to the dealer. I live with out a sports car, well we have the wifes.. and just get in line for a Z06

[laynlo15]

Dead Thread.

[ZL1Atlanta]

Originally Posted by laynlo15

Dead Thread.

Yep. Edelbrock literally has nothing going for it in the real world outside of Jack's dyno comparisons on different builds and different dynos. That said, just like I told him on FB before he blocked me, I will be there to prove him wrong on any claim that attempts to put it on equal or higher grounds than the Magnuson. He needs someone like me with one of those to even try, but there isn't anyone, so he just looks silly every time he tries. I'm kinda tired of trying to be nice on the topic in here now, TBH.

Side note, I think I'll drop about 2psi with my new headers. If that happens, you might see a 7 second 6th gen going 175+ MPH at only 20 psi. Lol

[EDFHOBBIES]

Originally Posted by ZL1Atlanta

For the sake of adding a little spice to this for you guys. I made 1445 RWHP on the current engine and 1415 on my cookie cutter LME 416 with a Compstar crank before a stock cylinder wall cracked (didn’t take long at that power). It might make a little more now with some recent changes, but I wanted to clear up that a $60k race engine was required to make that power. That old engine made 29.5 psi before it died.

FWIW - going from my SBE with ported stock heads to the 416 with CID heads I didn’t gain anything on the dyno. Made 1,119 on SBE and 1,117 on the 416. Different days obviously, but the same dyno. That was an unported 2650 running on C16 with a 9.45/2.75 combo. In hindsight there is reason to believe there was belt slip but it wasn’t obvious in logs. I have trap speeds and weight to stand behind those HP numbers, unlike some others. ;-)

pretty impressive numbers

[EDFHOBBIES]

Originally Posted by ZL1Atlanta

Yep. Edelbrock literally has nothing going for it in the real world outside of Jack's dyno comparisons on different builds and different dynos. That said, just like I told him on FB before he blocked me, I will be there to prove him wrong on any claim that attempts to put it on equal or higher grounds than the Magnuson. He needs someone like me with one of those to even try, but there isn't anyone, so he just looks silly every time he tries. I'm kinda tired of trying to be nice on the topic in here now, TBH.

Side note, I think I'll drop about 2psi with my new headers. If that happens, you might see a 7 second 6th gen going 175+ MPH at only 20 psi. Lol

sorry I'm not setup to race that way that's the only comparison I have you want to race a M6 guy hahahah lol your fast because all the work u put into and your trans it not just the head unit.

As I said it always comes back to 1/4 mile and put downs

[ZL1Atlanta]

Originally Posted by EDFHOBBIES

sorry I'm not setup to race that way that's the only comparison I have you want to race a M6 guy hahahah lol your fast because all the work u put into and your trans it not just the head unit.

As I said it always comes back to 1/4 mile and put downs

I get it, but lack of proof or track data does not make dyno numbers a viable option B.

That said, I do know of two people who went all in on the Edelbrock - I know their weights and I know their traps. One is Tim King, and the other is Michael Talley (I have his pulley combos documented as well). In both cases I have passes at the same or more weight with higher traps and better ET's. I have that all documented, but it's just how I do this stuff to ensure my car is doing all it can, to determine next steps, etc.

[JSH]

Of course, the OEM SB is but one of the components that prevent me from going past my current power. It's not designed for these levels. The thrust bearing first comes to mind, as do the cylinder walls as you discovered.

BTW, people come here for the "spice", which is actually just greater details about our cars. I don't see a garage or any delineation of the details of your car here. How much of that are you willing to disclose here so we can do more meaningful comparisons just for fun?

Originally Posted by ZL1Atlanta

For the sake of adding a little spice to this for you guys. I made 1445 RWHP on the current engine and 1415 on my cookie cutter LME 416 with a Compstar crank before a stock cylinder wall cracked (didn’t take long at that power). It might make a little more now with some recent changes, but I wanted to clear up that a $60k race engine was required to make that power. That old engine made 29.5 psi before it died.

FWIW - going from my SBE with ported stock heads to the 416 with CID heads I didn’t gain anything on the dyno. Made 1,119 on SBE and 1,117 on the 416. Different days obviously, but the same dyno. That was an unported 2650 running on C16 with a 9.45/2.75 combo. In hindsight there is reason to believe there was belt slip but it wasn’t obvious in logs. I have trap speeds and weight to stand behind those HP numbers, unlike some others. ;-)

[ZL1Atlanta]

Originally Posted by JSH

Of course, the OEM SB is but one of the components that prevent me from going past my current power. It's not designed for these levels. The thrust bearing first comes to mind, as do the cylinder walls as you discovered.

BTW, people come here for the "spice", which is actually just greater details about our cars. I don't see a garage or any delineation of the details of your car here. How much of that are you willing to disclose here so we can do more meaningful comparisons just for fun?

Happy to disclose the previous setup in full detail. It ran 8.40's at 164 MPH at 3900 lbs. It was LME's standard 416ci offering for about $10k on their website now. Compstar internals, stock block, wet sump (new stock pump), etc. It had an auxiliary low side pump, LPE big bore, and FIC +30 injectors running on C16. 9.45/2.75 8 rib pulley setup. It also had CID heads with LME's max effort porting and milling. The cam was a standard hydraulic roller setup based on VR's stage 2 profile (I don't have the specs of any of my cams, I leave that to them). Kooks 2" headers going into a stock X-pipe and no cats. All pretty basic stuff...

[ShockingZ]

Originally Posted by EDFHOBBIES

Ya up above I mentioned the lid part of the 11k build list for a maggi

7000 for the unit
400 for the 112mm snout
800 for the port spacers
895 for valve covers
1050 reflex
1200 for the lid or cut hood
wideband and sensor?

that's easy 12k with tax and ship.

If I'm not as efficient I can live with it but I think I am compared to stock maggi.. remember I got kongs work and the blower cheaper than the maggi that was my whole argument from day one.

$4400 2650
$800 kong work since mine was done by hand and 3d scanned for a cnc program
$600 crawford work
$69 weaopon X adapter
$1000 950 Haltec elite
$300 haltec wideband
$0 LPE hood insert


$7200 vs 12K

As I said I'm 8.3 lower and 3.0 upper just under 19 psi that's pretty efficient


I don't think Ill have time to do a draggy I'm probably selling the car today for 44k to the dealer. I live with out a sports car, well we have the wifes.. and just get in line for a Z06

Where are you getting the eddy 2650 for $4k??? The tuner kit alone is over $7k.

https://www.edelbrock.com/edelbrock-...ns-155923.html

"The Edelbrock Pro Tuner Supercharger Kit W/O Tuner #155923 is an upgrade intended for the 2016-21 Chevrolet Camaro ZL1 and Cadillac CTS-V equipped with the direct-injected Gen 5 LT4 V-8 engine. This kit is recommended for competition applications only and includes the R2650 TVS head unit only. It does not include all necessary parts for installation. The Pro Tuner Supercharger Kit #155923 is capable of delivering horsepower output well over the 1,000 mark with the appropriate supporting modifications, fuel system upgrades and custom tuning (not provided by Edelbrock). Note: Installation of this kit on a Camaro ZL1 will require hood modification in order for the supercharger to clear, and installation on the CTS-V will require modification to the strut tower brace to fit."

[Katech_Mike]

Originally Posted by ZL1Atlanta

Yep. Edelbrock literally has nothing going for it in the real world outside of Jack's dyno comparisons on different builds and different dynos. That said, just like I told him on FB before he blocked me, I will be there to prove him wrong on any claim that attempts to put it on equal or higher grounds than the Magnuson. He needs someone like me with one of those to even try, but there isn't anyone, so he just looks silly every time he tries. I'm kinda tired of trying to be nice on the topic in here now, TBH.

Side note, I think I'll drop about 2psi with my new headers. If that happens, you might see a 7 second 6th gen going 175+ MPH at only 20 psi. Lol

Off topic but did you transition to the LME Edelbrock casting heads when you went to the 427 or are you still running the CID heads?

[Jonru]

Originally Posted by EDFHOBBIES

Maybe what tire u on and what was outside temp?

I ran 4.68 60 to 130 . Outside temp was 81 degrees and DA was 1803 . I run 15”’s with drag radials

[JSH]

So, PI with 116 octane leaded fuel? Which ignition system?

Originally Posted by ZL1Atlanta

Happy to disclose the previous setup in full detail. It ran 8.40's at 164 MPH at 3900 lbs. It was LME's standard 416ci offering for about $10k on their website now. Compstar internals, stock block, wet sump (new stock pump), etc. It had an auxiliary low side pump, LPE big bore, and FIC +30 injectors running on C16. 9.45/2.75 8 rib pulley setup. It also had CID heads with LME's max effort porting and milling. The cam was a standard hydraulic roller setup based on VR's stage 2 profile (I don't have the specs of any of my cams, I leave that to them). Kooks 2" headers going into a stock X-pipe and no cats. All pretty basic stuff...