[KingLT1]

Originally Posted by Lethal6SS

I did more research and totally agree with you. Supercharging is way too much for this stock LT1 without engine modifications and then the price goes thru the roof. Change of mind for sure. Going with a flex fuel kit, a LT2 intake manifold, and a good tune. Stock exhaust with dual NPP and a Borla axle back S-type is what is on there now. Would the LT2 intake be overkill or will it be a good upgrade to go along with the E85? Can't do headers so I think that's about all I can do with a good tune to get some added hp. Also, do I need to get a bigger throttle body to attach to the intake? The LT5 95 mm throttle body to be exact?
Thank you for the input!

You can supercharge the LT1 without upgrading the internals. You just need to address a few details.

1) requires upgrading the fuel system to support ethanol.

2) requires proper crank case ventilation.

3) colder spark plug(NGK 7 or Brisk rr14)

I have had a Whipple 2.9 @ 10psi on my SS that retains the stock long block since 2019. I addressed these 3 things above which has been key components to the engine's longevity.

There are other supercharger options that you might consider for less money. The LT4 supercharger is one option. ECS centrifugal system is another.

[radz28]

It's kinda' too bad much development hasn't happened yet. There's been, what seems like a pretty focused development for the 2650s, moreso, and maybe that's because they came out in around 2019. I got mine about this time 2020, and I don't think the 3.0s came out until, what - 2023 or so? I think Josh' was about the first, here?... Regardless - I've seen a few videos of max' effort 2650s from a few shops and see A LOT of 1000 HP builds out there. There's a sheet-tonne of 3.0s getting there EASY on Coyotes, so the airflow is there - no doubt. It's just a shame.

It sucks you have to do the cutting you do for the Whipples, but if that doesn't matter to you, no biggie. SUPER-BIG-BRICKS in those babies!

[ZL1C7]

I spent 30k to be a Whipple dealer 5 years ago. Biggest headache I've had in 20 in the business. Bearing issues, multiple throttle body issues, very difficult to get tech support. I stopped selling them 2 years ago to avoid the hassle. Retired now but still play around with my own car. I didn't see these same kinds of issues except for the whole Nick Williams TB issues on the 2650's but that applied to all of them, boosted or not.

[radz28]

Originally Posted by ZL1C7

I spent 30k to be a Whipple dealer 5 years ago. Biggest headache I've had in 20 in the business. Bearing issues, multiple throttle body issues, very difficult to get tech support. I stopped selling them 2 years ago to avoid the hassle. Retired now but still play around with my own car. I didn't see these same kinds of issues except for the whole Nick Williams TB issues on the 2650's but that applied to all of them, boosted or not.

NICE!!!

Is that the old Sacramento Raceway Park in your avatar? I've spent hundreds of passes there. Never in this car though...

[JANNETTYRACING]

As a dealer for both, and focus on GM Ford and Mopar products we have vast experience on a wide variety of vehicles using both brands.

We do both out of the box complete kits with manufacturer tuning, as well as Supercharger kits with our packages and my tuning.

We learn very quickly which one is best for which vehicle.

This is not a brand thing it is a design thing.

For the Camaro corvette hands down Magnuson, on a Mustang or Challenger hands down Whipple.

On the trucks it is a toss up, with Whipple having the edge.

Yes there have been more failures with Whipple which is disheartening, but I won't abandon them over a few failures they stand behind them in all cases I have dealt with.

The Magnuson 2650 on the Mopars is very disappointing it has PCV problems and low performance vs Whipple.

I guess if your talking strictly Camaro the Magnuson 2650 wins every time.

We have made 1142 RWHP on E85 with one of our 418 packages, with a conservative tune and put over 9000 Miles on it traveling to different events roll racing etc.

[ZL1C7]

Yessir, the old Sac Raceway. Such a shame but they were telling us for years it was going to happen right? It was a horrible track and facility for the most part, especially after running dozens of events in Vegas. Are you local? I went to Sears point a couple weeks ago Wed night and went to Kingdon Airstrip for the first time last week.

[radz28]

Originally Posted by JANNETTYRACING

As a dealer for both, and focus on GM Ford and Mopar products we have vast experience on a wide variety of vehicles using both brands.

We do both out of the box complete kits with manufacturer tuning, as well as Supercharger kits with our packages and my tuning.

We learn very quickly which one is best for which vehicle.

This is not a brand thing it is a design thing.

For the Camaro corvette hands down Magnuson, on a Mustang or Challenger hands down Whipple.

On the trucks it is a toss up, with Whipple having the edge.

Yes there have been more failures with Whipple which is disheartening, but I won't abandon them over a few failures they stand behind them in all cases I have dealt with.

The Magnuson 2650 on the Mopars is very disappointing it has PCV problems and low performance vs Whipple.

I guess if your talking strictly Camaro the Magnuson 2650 wins every time.

We have made 1142 RWHP on E85 with one of our 418 packages, with a conservative tune and put over 9000 Miles on it traveling to different events roll racing etc.

Does this have to do with case and or runner layout and design? E.G. the angle from the intercooler to the intake runners and how it's so much different compared to an LS/LT? The snouts on the MOPAR stuff seem to be pretty similar to the snouts for the GM stuff, and I'm sure the discharge port is going to be very similar, so what else is there that would be that could change the performance from platform to platform that significantly.

Originally Posted by ZL1C7

Yessir, the old Sac Raceway. Such a shame but they were telling us for years it was going to happen right? It was a horrible track and facility for the most part, especially after running dozens of events in Vegas. Are you local? I went to Sears point a couple weeks ago Wed night and went to Kingdon Airstrip for the first time last week.

Yup. That's right. I live 10-minutes away from the gates - pretty much at the end of the runway of Mather.

Are you still a distributor or do business with Whipple or anyone? Trying to find a shop I can trust nearby is about impossible.

[ZL1C7]

I can still order from Whipple, but I don't stock anything. My shop is on Folsom Blvd, off of Sunrise/Hwy50. Send me DM if you want to meet up at the shop.

[509Driver]

This thread made me sad after reading it lol.

My 2.9L gen 4 whipple snout bearings took a crap and I’m waiting on the 3.0L gen 6 upgrade now.

Whipple offers a discount for customers with the 2.9’s to upgrade to the 3.0L for 4k.

My 2018 2SS 1LE with the 2.9L was at 597rwhp running 7lbs of boost, Rotofab intake, long tube headers, 3” exhaust into stock mufflers.

I planned to pulley down to the 3.5” (10lbs boost) with the new 3.0L Whipple. It sounds like maybe I should follow some of KingLT’s recommendations mentioned previously for safety/reliability.

[JANNETTYRACING]

Originally Posted by 509Driver

This thread made me sad after reading it lol.

My 2.9L gen 4 whipple snout bearings took a crap and I’m waiting on the 3.0L gen 6 upgrade now.

Whipple offers a discount for customers with the 2.9’s to upgrade to the 3.0L for 4k.

My 2018 2SS 1LE with the 2.9L was at 597rwhp running 7lbs of boost, Rotofab intake, long tube headers, 3” exhaust into stock mufflers.

I planned to pulley down to the 3.5” (10lbs boost) with the new 3.0L Whipple. It sounds like maybe I should follow some of KingLT’s recommendations mentioned previously for safety/reliability.

Your signature does not mention any fuel system upgrades, you should have an LT4 fuel system now, there is no room to add more boost on LT1 fuel system.

9 psi is about all you can do on pump gas with an LT1 due to compression.

Ted.

[JANNETTYRACING]

Originally Posted by radz28

Does this have to do with case and or runner layout and design? E.G. the angle from the intercooler to the intake runners and how it's so much different compared to an LS/LT? The snouts on the MOPAR stuff seem to be pretty similar to the snouts for the GM stuff, and I'm sure the discharge port is going to be very similar, so what else is there that would be that could change the performance from platform to platform that significantly.

Packaging plays a huge roll in air flow efficiency from entry to exit.

[KingLT1]

Originally Posted by 509Driver

This thread made me sad after reading it lol.

My 2.9L gen 4 whipple snout bearings took a crap and I’m waiting on the 3.0L gen 6 upgrade now.

Whipple offers a discount for customers with the 2.9’s to upgrade to the 3.0L for 4k.

My 2018 2SS 1LE with the 2.9L was at 597rwhp running 7lbs of boost, Rotofab intake, long tube headers, 3” exhaust into stock mufflers.

I planned to pulley down to the 3.5” (10lbs boost) with the new 3.0L Whipple. It sounds like maybe I should follow some of KingLT’s recommendations mentioned previously for safety/reliability.

I wouldn't turn up the boost on pump gas. Look up Wisher Performance Auxjection and switch to E85. Simple effective way to add a lot more fuel system headroom and the stock ECM will control it with a software patch. Both Katech and GPI have used it with positive results. Or for a lot more money you can stay DI only and go XDI +30 with a goliath pump, that will get you E60 capability @ 10-11psi. Had the Auxjection been available back in 2019 when I installed my whipple, I would have just went that route and left the stock high side alone. Upgrading the DI fuel system is expensive for very incrimental increases in fuel system headroom, but it was the only option back then. You could also just drop in the LT4 fuel system, but you will be limited to around E40 @ 10-11psi but E40 is still better than none.

So it's basically Auxjection and you can run full E, +30/goliath -> E60, LT4 ->E40.

[509Driver]

I appreciate all of your guys feedback. I’ve been talking with Josh on the side and bugging him with my questions, and he has been pointing me to the fuel system upgrades as well.

I was planning on upgrading the fuel system until I added up the cost of everything lol.

I’ll look into auxjection and price that out vs the LT4 fuel system.

I really don’t track/race the the car. Mainly just a few roll races with friends, and spinning/sliding occasionally.

What would you guys recommend is the best “budget” friendly out of those mentioned options? I’ve only got about 3k left before the wife starts looking at my sideways lol.

Also, my tuner mentioned just adding an alky meth kit, but I’m hesitant to go that route because I’ve never heard any of you knowledgeable guys on here even mention that?

Thanks again Ted & King!

[509Driver]

Here’s a link to a video of my 2.9L and how much play was in the pulley snout. It was progressively getting worse.

https://youtube.com/shorts/vBG8Qdifu...ip3XjCxFQVgReL