[Can'tHave2MuchHP]

Originally Posted by Infern0

Can'tHave2MuchHP thank for confirming. It didn't seem to be the limiter here at only 12lbs.

If I recall, WeaponX or another builder, can't recall, did one that was up around 18lbs...in that neighborhood it seems like it is the limiting factor. It's reached its point of efficacy.

Do I understand correctly?

Sounds like you're getting it

Originally Posted by Infern0

This should be framed.

Lol

Originally Posted by Robbs1le

The real reason you need a cam over 700 is you run out of fuel and the high pressure side in the lt4 is cam driven so you need a bigger fuel lobe. Jms is a great shop I drive from Oklahoma to have them do all of my work!

Yes, that's A reason. And it's a reason I cited in my post. However boost pressure is a big problem as well. JMS is a good shop too.

Originally Posted by djfury05

I don't think your signature could make it anymore obvious you're all about Magnuson.

Haha, right.

[BlaqWhole]

Originally Posted by Can'tHave2MuchHP

Not sure what some people don't understand here...The cam NEEDS to go above 700-720 RWHP *OR THERE ABOUTS*. You can be "Not convinced we need a cam swap, lol!!" all you want, but seriously, you must be knew to the LS and now LT performance world or something because I've never really ran into someone who doesn't believe in a cam swap for an engine. Opening up the engine is really a stupid way to sway it, reminds me of a doctor's scare tactic...You pull the front assembly off the engine (10 bolts?) pull a chain and gear, yank out a knobby stick and put another one in. Experienced people and experienced shops can do it as good as GM. No issues, no questions asked. If you make a good choice in cams, you'll still have drivability, gas mileage, and you'll add what the engine needs: AIRFLOW & FUEL....And you'll get some good sound too.

And yes, of course the 1.7L blower is a limiter. A big one. But it only matters once you're actually PUSHING that stock blower that you will see how much more the BIGGER blowers make.

So like I said, don't let me convince you, go put a Whipple or ProCharger on it without doing Heads/Cam and pulley the shit out of it to make it make 700-800 RWHP. First off, you'll hit a power wall, a heat wall, and you won't be able to get enough fuel in it with the stock fuel lobe.

Notice a swap on a otherwise stock car does hardly nothing. Same results can be achieved with an upper pulley and intake on the stock 1.7L.

Weapon X: http://www.ctsvowners.com/forum/152-...o-results.html

Now on the other hand, putting that blower on a cammed LT4 (Whipple 2.9) results in MUCH more impressive results:

https://www.corvetteforum.com/forums...ple-2-9-a.html

Both builds ran about the same boost: "14psi and ended around 16psi" "15.5 PSI". Yet 300 HP separates them. Hmmm?

First off, lets be respectful. Don't condescend or talk down to me please. I am no newbie to anything here. And there is nothing about what you're saying that I don't understand. So before this escalates, which I prefer it doesn't, lets be polite. Even if we disagree, we can do so respectfully. You have your views and I have mine.

What I'm saying and what I have been saying is in regards to the ZL1 output vs the Hellcat output. I obviously know that a cammed supercharged engine will make much more power than a stock cam supercharged engine. So that isn't up for debate here. And I am fully aware that the stock cam does have limits. So even that is not up for debate. But looking at the HC, they are using a much better blower than what comes on the ZL1. And not by a small margin either. While I am impressed with what they got out of the LT4 blower, it in no way can compare to the HC blower...as far as I'm concerned. So when people are talking about how much more power the HC makes with and without bolt-ons, the first thing that hits me is NOT the cam, but the blower.

The LT4 indeed has been out for some time now. But in the Z06 there was limited space so the only blowers that were available was the Prochargers. And look at how much power those blowers made when slapped on. The ZL1 is less than a year old. So there is not enough information or testing out there to for sure say that the cam is the main limiting factor. In the links you posted, they did a blower with the stock cam and then did a cam swap WITH the Whipple blower and you're using that as your argument about the stock cam limitations. But what if they did the cam swap and kept the stock blower? You would still see the same or similar limitations...that is my guess.

And I never said I don't believe in a cam swap. I said I'm not fully convinced we need one to make good power. Especially when all the companies saying that we do just so happen to sell and install them. You really think they'll tell you that you don't need one? Of course not. They're pushing a product. SO of course, in order to make good power you need their product hearing it from them. And yes, it is considered opening up the engine. You have to take the front off and the top off minus the heads. It doesn't get much more open than that. I mean, come on, at that point you'd be a set of heads and an oil pan away from a short-block. How much more open can it get? And it is well beyond the skill level of most people and most shops for that matter. I've been on this forum long enough (5 years) to have seen some truly botched up installs even tho some of these shops were "experienced". I won't mention names but there are lots of these shops that have a long list of dissatisfied customers. So you can't play it off like it's some sort of easy-peasy Sunday afternoon install and that there are a lot of good shops that can do it without issues like it's just a cake walk.

And if you recall, way back when people were doing cams in the LS3/L99 engines, there were lots of cam-related failure threads. Some due to the cam, some due to installs, some due to other issues. But there were a good amount of threads, enough that lots of people decided against cams. I myself am one of them. I had a quote on cam specs and was almost ready to set up a installation date and changed my mind due to all the negative experiences I read about. I personally would not do it especially in a ZL1. But I'm not trying to convince anyone not to do it. I'm simply expressing that I do not think it is necessary. And I think those 700 hp limitations you mentioned have something to do with the fueling. It isn't like GM decided to just throw a crappy cam in this engine. But if anyone is soo convinced that the cam needs to go then by all means go for it. I'm not saying not to.

[laynlo15]

DJ you might be right. Yes its true and I love my Maggie, I think the results show it runs pretty good. The Zl1 is a great package, if I was making almost 700 rwhp with that package I wouldn't change a thing. Obviously I'd recommend the Maggie over the Whipple because its a proven setup if I owned the Zl1 and wanted to make it a real bad boy, but unless your going to drag race it I'd say 650 plus rwhp should make a lot of guys think twice before banging the gong with that car.

[Can'tHave2MuchHP]

Originally Posted by BlaqWhole

First off, lets be respectful. Don't condescend or talk down to me please. I am no newbie to anything here. And there is nothing about what you're saying that I don't understand. So before this escalates, which I prefer it doesn't, lets be polite. Even if we disagree, we can do so respectfully. You have your views and I have mine.

What I'm saying and what I have been saying is in regards to the ZL1 output vs the Hellcat output. I obviously know that a cammed supercharged engine will make much more power than a stock cam supercharged engine. So that isn't up for debate here. And I am fully aware that the stock cam does have limits. So even that is not up for debate. But looking at the HC, they are using a much better blower than what comes on the ZL1. And not by a small margin either. While I am impressed with what they got out of the LT4 blower, it in no way can compare to the HC blower...as far as I'm concerned. So when people are talking about how much more power the HC makes with and without bolt-ons, the first thing that hits me is NOT the cam, but the blower.

The LT4 indeed has been out for some time now. But in the Z06 there was limited space so the only blowers that were available was the Prochargers. And look at how much power those blowers made when slapped on. The ZL1 is less than a year old. So there is not enough information or testing out there to for sure say that the cam is the main limiting factor. In the links you posted, they did a blower with the stock cam and then did a cam swap WITH the Whipple blower and you're using that as your argument about the stock cam limitations. But what if they did the cam swap and kept the stock blower? You would still see the same or similar limitations...that is my guess.

And I never said I don't believe in a cam swap. I said I'm not fully convinced we need one to make good power. Especially when all the companies saying that we do just so happen to sell and install them. You really think they'll tell you that you don't need one? Of course not. They're pushing a product. SO of course, in order to make good power you need their product hearing it from them. And yes, it is considered opening up the engine. You have to take the front off and the top off minus the heads. It doesn't get much more open than that. I mean, come on, at that point you'd be a set of heads and an oil pan away from a short-block. How much more open can it get? And it is well beyond the skill level of most people and most shops for that matter. I've been on this forum long enough (5 years) to have seen some truly botched up installs even tho some of these shops were "experienced". I won't mention names but there are lots of these shops that have a long list of dissatisfied customers. So you can't play it off like it's some sort of easy-peasy Sunday afternoon install and that there are a lot of good shops that can do it without issues like it's just a cake walk.

And if you recall, way back when people were doing cams in the LS3/L99 engines, there were lots of cam-related failure threads. Some due to the cam, some due to installs, some due to other issues. But there were a good amount of threads, enough that lots of people decided against cams. I myself am one of them. I had a quote on cam specs and was almost ready to set up a installation date and changed my mind due to all the negative experiences I read about. I personally would not do it especially in a ZL1. But I'm not trying to convince anyone not to do it. I'm simply expressing that I do not think it is necessary. And I think those 700 hp limitations you mentioned have something to do with the fueling. It isn't like GM decided to just throw a crappy cam in this engine. But if anyone is soo convinced that the cam needs to go then by all means go for it. I'm not saying not to.

I've at no point meant to insult nor disagree with a majority of what you're saying.

Couple things:

The ProChargers don't make a ton of power without a full build, aka, Heads, Cam, E85, Meth, etc. Then they crank out 1000+ RWHP with F series blowers etc. Swapping a procharger makes about 700 RWHP on an otherwise stock car, pulleying it resulted in almost 800 but not quite. Still no where near what a Hellcat can do before opening up the engine. (And I believe there's no Whipple that could keep up with the peak power of an F series ProCharger so it goes without saying there's no secret the Whipple has).

It's definitely not the fuel that's holding back the LT4 at that 700-720 RWHP power level...Hell you could put a whole new fuel system in it and you'd still be making 700-720 RWHP...So that's out. It's air flow. You simply can not run the amount of boost that Hellcat engines run on the stock cam. Can't do it. Not done. You can put the 1.7L blower on MAX overdrive of a 2.31 and 18% lower and you'd still be making only 730 RWHP tops on the stock engine. I've seen a pulleyed Hellcat making 1064 RWHP running TWENTY TWO pounds of boost (Stock blower, stock engine). The LT4 blower won't even make that much. And if the Whipple was pulleyed in a way it would push 22 pounds, you'd be having issues.

I wish somebody like Ted Jannetty or similar that knew way more than both of us would step in because he'd explain it to us real quick.

And as far as the links I posted:
1 results was Whipple on stock LT4 cam
The other was a Whipple on an aftermarket cam

Putting a cam on a 1.7L blower makes about 60-80 RWHP, sometimes more, sometimes less, depends on the cam grind. Also you have to factor in the amount you can pulley down post cam, more on that later.

Clearly a 2.9L blower running at 15 pounds of boost is shoving a lot more air than a 1.7L blower that's also putting 15 pounds of boost in. Stabbing a cam will usually lower your boost pressure by 2-3 pounds but you didn't lose 2-3 pounds worth of power, the engine just got more efficient. Anyways, by dropping that 2-3 pounds of boost, you now can pulley your blower down to make up for that boost and thus add even more power (So now you're at the 60-80 RWHP for the Cam, + another 40 or so that the 2-3 pounds of boost makes). Now, goes without saying that if you're at the max supercharger RPM of the blower (Be that the 1.7L Eaton or the Whipple) you're done with pulleying anyways. A lot of people like to blow off air flow talk and supercharger RPM limits. Have you ever had a fan running and you notice that the fan pushes the same amount of air on a medium setting as it does when it's on the highest setting? That's what happens with most blowers, especially stock ones. If that 1.7L Eaton is spun past recommended RPMs, it's not really gaining you any power. What is it doing? It's just building up more heat and putting more wear and tear on bearings etc. It also makes the power less sustainable. A hot day will limit you to 1-2 passes before heat soak is out of control.

We're all learning this stuff together. I think the best way to make power on the LT4 is a ProCharger combined moderate engine work (Cam, maybe ported heads). Don't ask me how Hellcats make what they make without opening up the engines. I'm no Hellcat engine expert, I just know their results.

[BlaqWhole]

Originally Posted by Can'tHave2MuchHP

I've at no point meant to insult nor disagree with a majority of what you're saying.

Thanks man...for the civil reply. I appreciate it. And I didn't mean to come across as being confrontational or as if I didn't believe what you were saying or trying to debate you on this. You made some good points. But I just have some convictions of my own.

Originally Posted by Can'tHave2MuchHP

The ProChargers don't make a ton of power without a full build, aka, Heads, Cam, E85, Meth, etc. Then they crank out 1000+ RWHP with F series blowers etc. Swapping a procharger makes about 700 RWHP on an otherwise stock car, pulleying it resulted in almost 800 but not quite. Still no where near what a Hellcat can do before opening up the engine. (And I believe there's no Whipple that could keep up with the peak power of an F series ProCharger so it goes without saying there's no secret the Whipple has).

Yea I doubt the Whipple, as impressive as it is, could keep up with the F series Procharger either. I would like to see more Whipple swaps tho. I see one member is doing one so we'll have to see what he gets out of it. And don't forget, the 2.9 Whipple might not be a match for the Procharger F-Series...but the 4.5 Whipple...lol!!

Originally Posted by Can'tHave2MuchHP

It's definitely not the fuel that's holding back the LT4 at that 700-720 RWHP power level...Hell you could put a whole new fuel system in it and you'd still be making 700-720 RWHP...So that's out. It's air flow. You simply can not run the amount of boost that Hellcat engines run on the stock cam. Can't do it. Not done. You can put the 1.7L blower on MAX overdrive of a 2.31 and 18% lower and you'd still be making only 730 RWHP tops on the stock engine. I've seen a pulleyed Hellcat making 1064 RWHP running TWENTY TWO pounds of boost (Stock blower, stock engine). The LT4 blower won't even make that much. And if the Whipple was pulleyed in a way it would push 22 pounds, you'd be having issues.

I wondered about the fuel because I wonder what the limits of the stock fuel system is. Also, what you said about the blowers, THAT is why I think the HC has the potential. Because that blower is just soo much better. I think the LT4 blower can make more than 9.5 psi that we get stock. But I don't think it can do too much more than that. The 2.3 twin screw on the HC tho can make a shit load of boost. Plus they're already starting out with 2 more pounds than we are.

Originally Posted by Can'tHave2MuchHP

I wish somebody like Ted Jannetty or similar that knew way more than both of us would step in because he'd explain it to us real quick.

And as far as the links I posted:
1 results was Whipple on stock LT4 cam
The other was a Whipple on an aftermarket cam

Putting a cam on a 1.7L blower makes about 60-80 RWHP, sometimes more, sometimes less, depends on the cam grind. Also you have to factor in the amount you can pulley down post cam, more on that later.

60-80 rwhp is a lot of good power. ButI personally am hesitant to do a cam swap. Mainly because like I mentioned, there were lots of failure threads that made me swear off them. Plus I still think this engine is too new for me to be comfortable with any of the grinds. I would like to see how these engines fare after a good couple years and about 10,000-30,000 or more miles with a cam swap. I mean, it all looks good now. But we'll have to see how they hold up.

Originally Posted by Can'tHave2MuchHP

Clearly a 2.9L blower running at 15 pounds of boost is shoving a lot more air than a 1.7L blower that's also putting 15 pounds of boost in. Stabbing a cam will usually lower your boost pressure by 2-3 pounds but you didn't lose 2-3 pounds worth of power, the engine just got more efficient. Anyways, by dropping that 2-3 pounds of boost, you now can pulley your blower down to make up for that boost and thus add even more power (So now you're at the 60-80 RWHP for the Cam, + another 40 or so that the 2-3 pounds of boost makes). Now, goes without saying that if you're at the max supercharger RPM of the blower (Be that the 1.7L Eaton or the Whipple) you're done with pulleying anyways. A lot of people like to blow off air flow talk and supercharger RPM limits. Have you ever had a fan running and you notice that the fan pushes the same amount of air on a medium setting as it does when it's on the highest setting? That's what happens with most blowers, especially stock ones. If that 1.7L Eaton is spun past recommended RPMs, it's not really gaining you any power. What is it doing? It's just building up more heat and putting more wear and tear on bearings etc. It also makes the power less sustainable. A hot day will limit you to 1-2 passes before heat soak is out of control.

Yea that is the problem with TVS blowers...they're still just roots blowers and are prone to heat soak...(H)eaton blowers, lol!! At a certain point you can spin it more and all it'll do is get heated while not making any more boost even within it's RPM limits. Adding a cam effectively changes the power band and yes does cause a loss of boost on a supercharged engine. That happened to me on my blown and cam swapped GT years ago. But it is making the engine much more efficient. At the same boost levels a cam swapped engine will make much more power than a stock cam engine. So believe me when I say I wasn't disputing that. At a certain point, you will get to the limits of the stock cam and will have to swap it out to move beyond that point. But I'm just saying I'd rather do the blower first and then do the cam further down the road.

Originally Posted by Can'tHave2MuchHP

We're all learning this stuff together. I think the best way to make power on the LT4 is a ProCharger combined moderate engine work (Cam, maybe ported heads). Don't ask me how Hellcats make what they make without opening up the engines. I'm no Hellcat engine expert, I just know their results.

Yea there is a lot to learn. Even for the experts and experienced shops out there. But I think that jumping to a cam swap or saying that a cam swap is the only way to make good power is a bit premature at this point. That might be because we have limited options for now. Maybe some of these shops have customers who already did pulley swaps and headers and maybe even blower swaps and are looking for more so they're going in for a cam swap. Who knows. But I think we'll have some more options. I'll hold off until I see what those options are and how they impact performance. Or until I see how the cam swaps hold up as far as longevity and DD manners.

[soceur77]

great convo you two, and way to keep the conversation grown...kudos!

[BMWM.D.]

This is sort of off topic, but does the ZL1 LT4 have AFM? Saw someone mention it, but I didn't think the engine had it in this application.

[BMWM.D.]

And just for anyone that hasn't seen this: https://www.corvetteforum.com/forums...on-my-z06.html

That's pretty impressive for a completely stock LT4 (stock manifolds) with a Magnuson 2300 and some meth injection -- on a Mustang dyno. While I'm not going to disagree with a cam swap being a necessity at some point, I suppose it depends on your power goals. The more power you make, the more of a restriction the stock cam will become. One side benefit of a cam swap on an FI engine is that it lowers boost (gauge pressure) while adding power. Less boost = less heat. The fuel pump lobe on these engines is another factor.

I'm still blown away by those Magnuson results though. That car would probably put down 750 WHP on a dynojet with some headers. That's more than enough for me. I'm planning to do what I can without pulling the cam. I've built cammed cars before, so I've been on both sides of this debate.

[Can'tHave2MuchHP]

Good conversation, I agree. Still waiting for the day that GM gives us an engine with the kind of head room the Hellkittys have. The closest thing we had was the LS9 in the ZR1 because of the 2.3L blower and a pretty aggressive stock cam (Among other things). In a way, the LT4 went backwards compared to the LS9 in aftermarket modabillity.

Originally Posted by BMWM.D.

I'm still blown away by those Magnuson results though. That car would probably put down 750 WHP on a dynojet with some headers. That's more than enough for me. I'm planning to do what I can without pulling the cam. I've built cammed cars before, so I've been on both sides of this debate.

You can get 700-710 RWHP or so with bolt ons and a ported blower. I guess the extra 6 grand the Maggie will cost you will add another ~30-40 HP? Point being here is, blower swaps are good, but only if your goals exceed what the stock blower can do (Aka, 775-800 RWHP comfortably with engine work, 720 without engine work).

[cashbred]

Originally Posted by Can'tHave2MuchHP

Good conversation, I agree. Still waiting for the day that GM gives us an engine with the kind of head room the Hellkittys have. The closest thing we had was the LS9 in the ZR1 because of the 2.3L blower and a pretty aggressive stock cam (Among other things). In a way, the LT4 went backwards compared to the LS9 in aftermarket modabillity.


You can get 700-710 RWHP or so with bolt ons and a ported blower. I guess the extra 6 grand the Maggie will cost you will add another ~30-40 HP? Point being here is, blower swaps are good, but only if your goals exceed what the stock blower can do (Aka, 775-800 RWHP comfortably with engine work, 720 without engine work).

I guess my thread went everywhere lmao 😂 but YES I agree with you 100% our three ZL1 s will all stay stock blower because of that reason we can achieve 700s and a bit better with them, unless we want one of the cars to more down the road which probably will happen to my personal car there is absolutely no reason to swap out the blower to get the 700 number to use it's a waste of our customers money.

[BMWM.D.]

Originally Posted by Can'tHave2MuchHP

Good conversation, I agree. Still waiting for the day that GM gives us an engine with the kind of head room the Hellkittys have. The closest thing we had was the LS9 in the ZR1 because of the 2.3L blower and a pretty aggressive stock cam (Among other things). In a way, the LT4 went backwards compared to the LS9 in aftermarket modabillity.


You can get 700-710 RWHP or so with bolt ons and a ported blower. I guess the extra 6 grand the Maggie will cost you will add another ~30-40 HP? Point being here is, blower swaps are good, but only if your goals exceed what the stock blower can do (Aka, 775-800 RWHP comfortably with engine work, 720 without engine work).

If I can get 700 WHP with the stock blower, then I may just stick with it. The dyno numbers in this thread seem a little "happy", though. I'd say those Mustang dyno results with the Maggie are on the conservative side.

But really, I'm most impressed by the fact that those results were without headers or any other bolt-ons (stock airbox & manifolds). First off, a nice set of headers like ARH aren't cheap (think I paid ~$1700 for my catted set). And they aren't legal here in CA. That Heartbeat blower is a CARB legal setup that could very easily pass a smog check. That's the impressive part to me. I know that doesn't matter to many, but it is a factor if you live here.

I've yet to add up the cost, but a set of ARH headers, upper and lower pulleys, intake, and ported blower are going to be a decent amount of coin. That's something to consider.

[BlaqWhole]

Originally Posted by BMWM.D.

This is sort of off topic, but does the ZL1 LT4 have AFM? Saw someone mention it, but I didn't think the engine had it in this application.

The ZL1 doesn't have AFM. I checked back when I ordered my catback and was told that it is not on the ZL1.

Originally Posted by BMWM.D.

And just for anyone that hasn't seen this: https://www.corvetteforum.com/forums...on-my-z06.html

That's pretty impressive for a completely stock LT4 (stock manifolds) with a Magnuson 2300 and some meth injection -- on a Mustang dyno. While I'm not going to disagree with a cam swap being a necessity at some point, I suppose it depends on your power goals. The more power you make, the more of a restriction the stock cam will become. One side benefit of a cam swap on an FI engine is that it lowers boost (gauge pressure) while adding power. Less boost = less heat. The fuel pump lobe on these engines is another factor.

I'm still blown away by those Magnuson results though. That car would probably put down 750 WHP on a dynojet with some headers. That's more than enough for me. I'm planning to do what I can without pulling the cam. I've built cammed cars before, so I've been on both sides of this debate.

So 626 hp with the TVS2300 Maggie and at 13 psi. I see he didn't even bother trying to pulley the stock blower and I don't really blame him, lol!! I like those numbers. And although it is still a TVS which I'm not quite a fan of, at least it is better than our stock blower. I found it interesting that he mentioned 670 being around the limit of the stock fuel system.

Originally Posted by cashbred

I guess my thread went everywhere lmao �� but YES I agree with you 100% our three ZL1 s will all stay stock blower because of that reason we can achieve 700s and a bit better with them, unless we want one of the cars to more down the road which probably will happen to my personal car there is absolutely no reason to swap out the blower to get the 700 number to use it's a waste of our customers money.

700 without having to swap the blower would be great and more than enough for me. I plan to see how mine responds to LT headers and then go from there. Maybe I'll do a pulley some time towards the end of next year! I gotta say that just the mods I have now have woken this car tremendously so I'm not sure how much further I wanna go with it.

[BlaqWhole]

Originally Posted by Can'tHave2MuchHP

Good conversation, I agree. Still waiting for the day that GM gives us an engine with the kind of head room the Hellkittys have. The closest thing we had was the LS9 in the ZR1 because of the 2.3L blower and a pretty aggressive stock cam (Among other things). In a way, the LT4 went backwards compared to the LS9 in aftermarket modabillity.


You can get 700-710 RWHP or so with bolt ons and a ported blower. I guess the extra 6 grand the Maggie will cost you will add another ~30-40 HP? Point being here is, blower swaps are good, but only if your goals exceed what the stock blower can do (Aka, 775-800 RWHP comfortably with engine work, 720 without engine work).

Yea good conversation indeed man!! And very informative also. The way I see it, this was GM's first time using such a relatively high compression (for forced induction) engine along with direct injection on a V8. Maybe a bigger blower would have been too expensive or they couldn't dial it in properly. From what I read on the Hellcats, there wasn't sufficient fuel delivery with a Direct Injection setup to feed the engine so they stuck with port injection...or something like that. So I'm wondering what we'll learn about the limits/potential of GDI as time goes on. It seems like we're fighting an uphill battle.

[BMWM.D.]

Originally Posted by BlaqWhole

The ZL1 doesn't have AFM. I checked back when I ordered my catback and was told that it is not on the ZL1.



So 626 hp with the TVS2300 Maggie and at 13 psi. I see he didn't even bother trying to pulley the stock blower and I don't really blame him, lol!! I like those numbers. And although it is still a TVS which I'm not quite a fan of, at least it is better than our stock blower. I found it interesting that he mentioned 670 being around the limit of the stock fuel system.



700 without having to swap the blower would be great and more than enough for me. I plan to see how mine responds to LT headers and then go from there. Maybe I'll do a pulley some time towards the end of next year! I gotta say that just the mods I have now have woken this car tremendously so I'm not sure how much further I wanna go with it.

Thanks...I thought that was the case with AFM.

And yeah, pretty good numbers on that Magnuson setup. But you need to take the final numbers with a grain of salt since they're on 91 octane on a Mustang dyno. California gas is notoriously bad. The methanol numbers are more representative of what it's capable of, but the boost was still only 15 psi. I have no doubt this would be near 750 WHP on a Dynojet. I know the owner is planning to do a lower pulley and shoot for 800+ , so we shall see soon enough what it can really do.