[JSH]

I'm in Lakewood.

Start with an E85 kit, Big Gulp, 103mm, 2650, 3" upper, 10% lower, OEM HPFP, 30+, headers, DSX low side, Might Mouse, Hi-flow cats, tune, and see where that gets you.

You're not going to make 1000 whp w/o opening up your engine. I know, I tried.

Originally Posted by dreksnot

I think I'm down with a target of 750-850rwhp at my mile high altitude (SAE dyno correction 1.2) for a daily driver/weekend warrior ZLE. Would be nice to be able to do this with 91 octane but I have E85 nearby.

I don't want to open the motor or do heads. Prefer not to do LTH, if can get away with it.

Will a setup consisting of:

2650 Maggie
JMS BAP
LPE BB or Goliath
+30% injectors

hit close to that target?

Is a transmission tune necessary at that power level?

I know Kong X-porting the LT4 can provide nice HP gains at the expense of more heat (I don't want meth). Might kill my road course race days.

Was looking at the Whipple 3.0L but having to shim the subframe and cut the hood insert aren't preferable for the ZLE.

Perhaps later, when that HP level isn't working anymore, I can always cam, LTH and put a higher volume LPFP in, or add the upcoming DSX PI setup.

[dreksnot]

Originally Posted by JSH

I'm in Lakewood.

Start with an E85 kit, Big Gulp, 103mm, 2650, 3" upper, 10% lower, OEM HPFP, 30+, headers, DSX low side, Might Mouse, Hi-flow cats, tune, and see where that gets you.

You're not going to make 1000 whp w/o opening up your engine. I know, I tried.

Problem is.... patience is not one of my illustrious virtues. What you're suggesting is more fuel with a bigger blower (airflow), and really at our mile high altitude, we need MORE. After receiving the feedback I presumed I'd get, the "best" option for me appears to be (wife is going to need to get another night corner job to support my habits):

2650 (I see R's - is there any difference between 2650 and 2650R?)
Soler 103mm (any need to go larger?)
DSX Atlas-SCS
DSX Twin 535lph LPFP (the bigger pumps because fueling matters)
E85 (that kit I do have on my shelf)
Elite E2-X
SmoothBoost if I go lower altitudes or daily

At the mercy of DSX and their projected Fall release for fueling. I suppose driving the ZLE around in the snow ain't much of an option so why not wait...

My end game is 1,000rwhp corrected sea level. That would make it around 850rwhp actually hitting the pavement up here over 5,000 feet altitude. We do have to push more boost, which we can get away with up here, to make the power.

[JSH]

Mine has a single DSX low side and oem hpfp.

I don't believe I've seen anyone here making 850 actual wheel hp on the stock short block and heads. Others here might have. My recommendation is to start your project with heads/valve train because I know you can make 850 actual on the stock block (but mine came apart)

Mine is an all-out 390 race motor with E2650 on 100 oct. making ~980 actual wheel at 3500 ft. and I'm adding Meth today.

Originally Posted by dreksnot

Problem is.... patience is not one of my illustrious virtues. What you're suggesting is more fuel with a bigger blower (airflow), and really at our mile high altitude, we need MORE. After receiving the feedback I presumed I'd get, the "best" option for me appears to be (wife is going to need to get another night corner job to support my habits):

2650 (I see R's - is there any difference between 2650 and 2650R?)
Soler 103mm (any need to go larger?)
DSX Atlas-SCS
DSX Twin 535lph LPFP (the bigger pumps because fueling matters)
E85 (that kit I do have on my shelf)
Elite E2-X
SmoothBoost if I go lower altitudes or daily

At the mercy of DSX and their projected Fall release for fueling. I suppose driving the ZLE around in the snow ain't much of an option so why not wait...

My end game is 1,000rwhp corrected sea level. That would make it around 850rwhp actually hitting the pavement up here over 5,000 feet altitude. We do have to push more boost, which we can get away with up here, to make the power.

[JSH]

Mine has a single DSX low side and oem hpfp.

I don't believe I've seen anyone here making 850 actual wheel hp on the stock short block and heads. Others here might have. My recommendation is to start your project with heads/valve train because I know that can make 850 actual on the stock block (but mine came apart)

Mine is an all-out 390 race motor with E2650 on 100 oct. making ~950 actual wheel at 3500 ft. and I'm adding Meth today.

My $0.02.

Originally Posted by dreksnot

Problem is.... patience is not one of my illustrious virtues. What you're suggesting is more fuel with a bigger blower (airflow), and really at our mile high altitude, we need MORE. After receiving the feedback I presumed I'd get, the "best" option for me appears to be (wife is going to need to get another night corner job to support my habits):

2650 (I see R's - is there any difference between 2650 and 2650R?)
Soler 103mm (any need to go larger?)
DSX Atlas-SCS
DSX Twin 535lph LPFP (the bigger pumps because fueling matters)
E85 (that kit I do have on my shelf)
Elite E2-X
SmoothBoost if I go lower altitudes or daily

At the mercy of DSX and their projected Fall release for fueling. I suppose driving the ZLE around in the snow ain't much of an option so why not wait...

My end game is 1,000rwhp corrected sea level. That would make it around 850rwhp actually hitting the pavement up here over 5,000 feet altitude. We do have to push more boost, which we can get away with up here, to make the power.

[radz28]

Originally Posted by dreksnot

Problem is.... patience is not one of my illustrious virtues. What you're suggesting is more fuel with a bigger blower (airflow), and really at our mile high altitude, we need MORE. After receiving the feedback I presumed I'd get, the "best" option for me appears to be (wife is going to need to get another night corner job to support my habits):

2650 (I see R's - is there any difference between 2650 and 2650R?)
Soler 103mm (any need to go larger?)
DSX Atlas-SCS
DSX Twin 535lph LPFP (the bigger pumps because fueling matters)
E85 (that kit I do have on my shelf)
Elite E2-X
SmoothBoost if I go lower altitudes or daily

At the mercy of DSX and their projected Fall release for fueling. I suppose driving the ZLE around in the snow ain't much of an option so why not wait...

My end game is 1,000rwhp corrected sea level. That would make it around 850rwhp actually hitting the pavement up here over 5,000 feet altitude. We do have to push more boost, which we can get away with up here, to make the power.

As far as Maggies go, they are the same. I think they were just trying to separate from Edelbrock 2650s in that the snouts were higher flowing straight from Magnuson, rather than having to be ported out of the box. 2650R is the same as 2650.

I don't see a lot of people talk about larger TBs, and when I do, I see improvements. For example - LMP posted a 2650 video on a C7 Z06 where it picked up a good amount of power over 1000-WHP. I'll look for that one and attach a link. The larger TB, apparently, helped with spinning the blower hard, and helped belt slip. It's probably not necessary until you're over +900, but I haven't noticed enough evidence, nor do I have experience. Hopefully others will share.

Katech has a nice bucket that I think they say is good to your power on E'. I have it, and do like it. It has dual DW 400s (one pump has the venturi for the jet pump), and DW has outstanding customer service. I've only dealt with Katechs a little, and like them, too. It's not a billet bucket, but if you don't want to pay for it, I think it's a nice option. It might be easier to upgrade down the road, from what I can tell of the apparent fittings, I think.

THPSI has a great kit, too. They are constantly upgrading and improving, too. I think there have been 3-updates since moving over to the current controller. And - the controller has the same ability to compensate, as if I recall, someone here posted that BMWs now have compensation that the Atlas is said to have. I wouldn't count THPSI out, IMVHO. They also have lots of pulley-upgrades, too, so that might be worth looking into, if you haven't already.

I've seen several shops say that a stock LT4 short block is good to around the mid-900-WHP. CSP and Nickey (Matt said it) are two I know said it in their videos, and I feel like there are more, and it sounds like the limitation was the half-thrust bearing, instead of a full-bearing, like on LSs. RPM takes many a little past 1000 (mostly Procharger builds), though I think there was a recent Maggie 2650 CT5 Fran pushed past 1000. Anyways - it seems like you'll be near a threshold where you want to end up.

JMO.

Start at 15:17:

[RobZL1]

I know Matt @ Nickey picked up some on a 112 vs a 103 in the 900-1000 range.

Here's some info from Zach @ Katech:

https://www.camaro6.com/forums/showp...4&postcount=17

[radz28]

That’s in one of Matt’s THPSI videos, too

[KingLT1]

It's not really the power that limits the stock short block....it's crank flex from spinning a supercharger really hard. Turbos would allow a stock short to go 1100whp +.

[radz28]

Originally Posted by KingLT1

It's not really the power that limits the stock short block....it's crank flex from spinning a supercharger really hard. Turbos would allow a stock short to go 1100whp +.

Didn’t Katech take push an LT4 TT long block past, like 1300 FWHP and an TT LT5 to, like, 1400 before it bent rods, too, or something? I know LT5s cranks are slightly improved, too. Coyotes bend cranks, too, apparently. I think Roush just posted they have a shortened hub, or something to keep the blower mess as close to the block as possible.

[Joshinator99]

Originally Posted by radz28

Didn’t Katech take push an LT4 TT long block past, like 1300 FWHP and an TT LT5 to, like, 1400 before it bent rods, too, or something? I know LT5s cranks are slightly improved, too. Coyotes bend cranks, too, apparently. I think Roush just posted they have a shortened hub, or something to keep the blower mess as close to the block as possible.

The way turbos make power are MUCH easier on con rods & their bearings, not to mention much less stress on the crankshaft snout. There’s a reason 6 out of the top 7 fastest Gen 6 Camaros are all turbocharged…

[JSH]

Originally Posted by radz28

... it sounds like the limitation was the half-thrust bearing, instead of a full-bearing, like on LSs. RPM takes many a little past 1000 (mostly Procharger builds), though I think there was a recent Maggie 2650 CT5 Fran pushed past 1000. Anyways - it seems like you'll be near a threshold where you want to end up.

We took my OEM short block apart after making 875-900 wheel, and found that it had not been happy. The front thrust bearing was dying, a lifter had seized, and the ATI balancer /pulley had come apart. My new motor uses a solid balancer, KaTech pump, and stronger parts.

For reference, my 2001 LS1 346 block made 900 on a procharger and N2O.

[Megahurtz]

The stock long block won't live for long pushing 1100-1300HP.

[JSH]

Originally Posted by Megahurtz

The stock long block won't live for long pushing 1100-1300HP.

Yea, the parts aren't strong enough, the compression ratio is too high, and the clearances aren't designed for extreme boost. Remember, it's marketed to make 650 crank.

[dreksnot]

Originally Posted by Megahurtz

The stock long block won't live for long pushing 1100-1300HP.

Originally Posted by JSH

Yea, the parts aren't strong enough, the compression ratio is too high, and the clearances aren't designed for extreme boost. Remember, it's marketed to make 650 crank.

So, is 750-850rwhp a realistic range for an SBE LT4 to live a relative good and long life, of course, with a great tune and fuel?