[shinysun]

Originally Posted by Joshinator99

I took it as the Whipple was 8/3 and the Maggie was 8.85/3. Which would make sense since the Maggie rotor pack is 10% smaller, stands to reason you’d have to spin it harder.

Correct!

[shinysun]

When I checked the logs, just in my personal opinion
Whipple 3.0
Pros
1. A bit more potential.
2. Seems have slightly better cooling system
3. Whinning sound
Cons
1. Extra works like subframe spacers.
2. As a bolton kit, Meggi has better kit design.
3. Whinning sound

Again, just my personal opinion. I love the both.

[JSH]

Originally Posted by ZL1Atlanta

We hit 28k on mine yesterday. As long as you keep them cool and boost down, you can run them hard.

I'm doing test n tune Saturday and Sunday and mine will probably make 19 to 20 lb of boost depending on the weather, and most would not call that high. Your boost?

[ZL1Atlanta]

Originally Posted by JSH

I'm doing test n tune Saturday and Sunday and mine will probably make 19 to 20 lb of boost depending on the weather, and most would not call that high. Your boost?

23 psi

[ZL1Atlanta]

Originally Posted by shinysun

When I checked the logs, just in my personal opinion
Whipple 3.0
Pros
1. A bit more potential.
2. Seems have slightly better cooling system
3. Whinning sound
Cons
1. Extra works like subframe spacers.
2. As a bolton kit, Meggi has better kit design.
3. Whinning sound

Again, just my personal opinion. I love the both.

Good info. It’ll be interesting to see how well they scale up.

[JSH]

Originally Posted by ZL1Atlanta

23 psi

I had a... surprising conversation with Greg early this year, wherein he said that focusing on boost is the wrong thing look at it. High boost tells him that the engine should be modified to flow the available air. I haven't tried to calculate the head flow cfm to accomplish this, but it would probably be >550.

[ZL1Atlanta]

Originally Posted by JSH

I had a... surprising conversation with Greg early this year, wherein he said that focusing on boost is the wrong to look at it. High boost tells him that the engine should be modified to flow the available air. I haven't tried to calculate the head flow cfm to accomplish this, but it would probably be >550.

Absolutely correct. We did everything we can to improve efficiency with this build. 2650 rotors have peak efficiency at 20 psi. Based on what my previous engine was doing, I'd be at 30-31 psi now if we didn't make those changes, and that was a 416ci.

[Joshinator99]

Originally Posted by ZL1Atlanta

Absolutely correct. We did everything we can to improve efficiency with this build. 2650 rotors have peak efficiency at 20 psi. Based on what my previous engine was doing, I'd be at 30-31 psi now if we didn't make those changes, and that was a 416ci.

How much did the new headers help, in your opinion?

[ZL1Atlanta]

Originally Posted by Joshinator99

How much did the new headers help, in your opinion?

The best I can say is that the car went very lean with them on the all in pulley setup where it didn’t before. That was at the track. They had to remove 10% from the DI because they got up to 8ms, and then crank up the base pressure for the port injection. It also dropped 1 psi of boost. That’s about the best data I have unfortunately.

[Joshinator99]

Originally Posted by ZL1Atlanta

The best I can say is that the car went very lean with them on the all in pulley setup where it didn’t before. That was at the track. They had to remove 10% from the DI because they got up to 8ms, and then crank up the base pressure for the port injection. It also dropped 1 psi of boost. That’s about the best data I have unfortunately.

Wow, 8ms is firmly in Danger Zone lol! Are your port injectors maxed out…just wondering since they had to up the low side pressure.

But it sounds like the headers definitely helped. Is Kooks going to offer them to the masses or are they going to stay under wraps for a bit?

[ZL1Atlanta]

Originally Posted by Joshinator99

Wow, 8ms is firmly in Danger Zone lol! Are your port injectors maxed out…just wondering since they had to up the low side pressure.

But it sounds like the headers definitely helped. Is Kooks going to offer them to the masses or are they going to stay under wraps for a bit?

They are 1000cc injectors, so getting close. It has upgraded DI, so we stretch that as far as possible before leaning on the port. I’ll need upgraded port injectors when we change power adders, and likely something new on the low side as the Fore Triple is really only rated at 1500-1600 RWHP on ethanol and it’s good to leave some headroom should a pump start getting weak.

The headers are available now but exclusive to Vengeance Racing. It was a deal they made with Kooks. Vengeance will sell them outside of an in house build though.

[Joshinator99]

Originally Posted by ZL1Atlanta

They are 1000cc injectors, so getting close. It has upgraded DI, so we stretch that as far as possible before leaning on the port. I’ll need upgraded port injectors when we change power adders, and likely something new on the low side as the Fore Triple is really only rated at 1500-1600 RWHP on ethanol and it’s good to leave some headroom should a pump start getting weak.

The headers are available now but exclusive to Vengeance Racing. It was a deal they made with Kooks. Vengeance will sell them outside of an in house build though.

Great info as always!

[radz28]

Are those primaries bigger than the typical 2"? I saw going bigger for your kind of build helped a lot.

[ZL1Atlanta]

Originally Posted by radz28

Are those primaries bigger than the typical 2"? I saw going bigger for your kind of build helped a lot.

They are stepped 2-2 1/8” to 3.5” collectors and x-pipe.