[ramairroughneck]

Oddly enough I am looking at mine right now with 27-15832 4.00” pulley installed from the factory. I hope the tech is wrong because I will be running a 103mm TB. Oh well I probably won’t turn it that slow anyway. I can only guess the 4” pulley is all Edelbrock is comfortable with utilizing factory fueling.

[laynlo15]

Hard to say where they get theirs. They're may only be a few that make the bricks. Did you check with Lingenfelter to see what Iat's they were seeing before you ordered yours.

[steelheadrob]

Good luck on your build. I am always interested in seeing results from new and different builds.

[ramairroughneck]

Here are the correct Edelbrock part numbers for the 3.5” and 3.75” pulleys if anyone is interested. The 27-xxxxx listed in the original post are dead end numbers. Edelbrock does have those sizes available for purchase though. After getting the right numbers from tech I was able to find them at Summit

3.5” Part# 15813
3.75” Part# 15831

[EDFHOBBIES]

3.00 – part#15872 - $26.19

3.25 – part#15873 - $28.11

3.50 - #27-15828 - $27.24

3.75 - #27- 15831 - $28.50

I've got these on my table make sure have correct offset. These came directly from the ones redline sourced and lingenfelter. The 27 just means that is made to order and isn't stocked

[ramairroughneck]

https://www.edelbrock.com/3-75-8-rib...831-15831.html


https://www.edelbrock.com/3-50-8-rib...813-15813.html


The E-Force Competition Supercharger 8 rib, 3.75” Pulley part # 15831 is the perfect upgrade for your E-Force Supercharger kit when more boost is wanted. Compatible with 2016+ Camaro Supercharger kits (use 8 Rib Pulleys standard) and 2011+ Mustang Supercharger kits equipped with optional 8-Rib conversion kit #15879.



The E-Force Competition Supercharger 8 rib, 3.50” Pulley part # 15813 is the perfect upgrade for your E-Force Supercharger kit when more boost is wanted. Compatible with 2016+ Camaro Supercharger kits (use 8 Rib Pulleys standard) and 2011+ Mustang Supercharger kits equipped with optional 8-Rib conversion kit #15879.

[EDFHOBBIES]

Began installing the blower over this weekend to test stage 1... (stock zl1 fuel system with headers, and intake)

Removed OEM blower pretty straight forward with their directions and Katech's video.

Installation key notes:

1. Transferred over the following items from the old blower. Pcv seal, intake seals, Tmap, Map, Purge solenoid, and the Evap sensor.

2. Removed the 9.17 lower and replaced with stock zl1 sized ATI blower ring

3. Installed upper 3.75

4. Remove the foam upright section of the insulator located between valley cover and blower to make room for larger rotor pack.. see upright section in 1st pick SS cars will not have this but you may need to clearance the foam over one of the High pressure lines.

One good thing is that GATES Greenback k080845HD that I was using on the stock upper and 9.17 lower fits perfectly(if the belt was brand new I would probably get 1/4 to 3/8 longer if available.

Before I go into detail I need to explain 1 thing.. Edelbrock made this blower available early to meet customers needs plain and simple I applaud them for doing so unlike maggi that kept saying 3 mos., next month, 1st of next year blah blah blah tired of the bs and waiting ..

Edelbrock's directions are a mix of vette and SS steps and pics, there's no upper pulley in the kit yet, and there are 3 things that need to be addressed. I'll work with them and get the directions and other concerns dealt with.

1. The purge solenoid needs to be removed and relocated on the front of the cylinder head according to the directions.. that's all good for a vette there pcv box isn't located there like it is on the zl1. (This isn't to big of a deal but to make it look good it is to me) I'm going to make a bracket to mount similar spot to the oem.. I can't stand these big ugly vacuum lines I'll try to reuse the stock ones.

2. Tmap sensor is moved to the driver's side from the back of the OEM blower, yet there is a spot for one on the opposite side that has a plug for map but needs to be drilled for bolt to hold it in place. Down side you need to order 20 inch extension..if they would drill this spot no harness needed.

3. Address how to fill the system up with coolant basically add a small reservoir similar to the ADM kit.

4. The worst part of the install is clearancing the hood... if you ever removed your hood insert to wrap the hood or install xpel you will notice its has a black cover sheet that you remove to get to the bolts that attach the cf insert.
Once the cover is removed you will notice the hood is 2 layers. The lower layer closest to the blower will need to be cut out. I see lingenfelter remove both but I will try 1 1st may just require a less deep carbon insert, WATCH THIS VIDEO AT 4:25 MARK
https://youtu.be/6f89koIuNdo

So that's where I stand now is to cut hood, order a Iroc hood, or maybe Anderson Composite will clear. I may order the insert from LPE or try to make one I have some carbon fiber 3 twill and epoxy.. I've made some molds in the past for rc planes so I'm pretty confident i can do something nice.

I'm sure this post will discourage most but remember this kit isn't really released yet.

Interesting things..

The blowers bolts that hold the unit to heads are outside the unit.. not to terrible hard to tighten unless you don't have a swivel joint and electric ratchet. Also the holes are drilled for a LT1 or LT4. The snout is ready for a 103mm TB...

[EDFHOBBIES]

Originally Posted by ramairroughneck

Oddly enough I am looking at mine right now with 27-15832 4.00” pulley installed from the factory. I hope the tech is wrong because I will be running a 103mm TB. Oh well I probably won’t turn it that slow anyway. I can only guess the 4” pulley is all Edelbrock is comfortable with utilizing factory fueling.

Look how close the 3.75 sits to the neck! I imagine the 103mm is wider.. and this isn't the 4.00 inch pulley either!

[laynlo15]

I was just going to post on that, very tight

[ShizzySupra]

Figured some of these things would have been fixed by Edelbrock by now. Especially since Redline had one installed/displayed/tested 7 months ago or so.

Hopefully it all works out!

[Sixgunsled]

Awesome build man. I am doing something similar. I was torn between the lingenfelter fuel stuff or just going port injection. I ended up going port injection as I felt it gave me more scale-ability. I am super interested to see what kind of numbers it does and if you get away without running meth to keep IAT's in check. Everyone has been telling me I will need it but I'm going to try my best to run E85 and thats it. I guess we'll see when I get to the tuning process. I should be well over 1000whp as long as I can keep the IAT's in check. Only big difference is I decided to go big single turbo. Can't wait to see how your car does man keep us updated.

[toohighpsi]

Really surprised you have to cut the hood, I did notice the cutting that Lingenfelter had to do on their car, but I would have thought that it might clear without the cut.
We'll be going with the Anderson Composites hood on my son's car along with the LT1 version of the COPO TVS2650R as it will fit under that hood and has already been proven to an easy 1150+ RWHP on our Camaro - not that he'll be allowed to have that level of power anytime soon .

I'll be interested to see what your IATs are like with that unit.

I can tell you the data we've seen so far on Magnuson TVS2650R units.

Magnuson Camaro (dual throttle car) - 19psi boost and stage 2 cooling on an 82 degree day (9.1 @ 153MPH ):
IAT at launch 99F, IAT at end of 1/4 mile 126F

We just switched to an ice tank on this car but haven't had time to get to the track yet - we did have it on the dyno to resolve our fuel pump issues and with ice in the tank on a 70 degree day the IAT at the start of a pull was 32F and end of the pull was 36F (I love ice more than ever - too bad the aluminum components couldn't handle some salt we'd get that really cold )

COPO Camaro:
Factory Stock pulley combination (~8.30 ET) ~11psi boost with ice tank, intercooler pump turned on at burnout, 85 degree day.
IAT at launch 61F; IAT at end of 1/4 mile 69F
Factory Shootout pulley combination (~8.00 ET) ~14psi boost with ice tank, intercooler pump turned on at burnout, 85 degree day.
IAT at launch 61F, IAT at end of 1/4 mile 72F

Underhood Magnum DI - need to stop breaking drivetrain parts so we can get some vehicle data, but SC performance stand testing shows a 5% improvement in intercooler effectiveness over the COPO style system.

Looking forward to the release of these systems later this quarter to see where the bar ends up for TVS based PD systems.

[EDFHOBBIES]

toohighpsi,

How can you be surprised it doesn't fit they both use the Eaton rotor packs? Correct me if I'm wrong but isn't that a magnuson sticking out of a SS hood?

So the maggi 2650 will fit under the hood? PICS?

What's been the hold up?

I gave up waiting.. Ever since I bought my Zl1 last August I wanted a 2650..I was never ever going dump all that money into the OEM unit I learned the hard way on a LSA unit. I was fed the ole 3 mos., then next month, then just before Christmas, now 1st quarter.. screw that..

I emailed Steve and Howard to see how Redline dealt with the hood.. waiting to hear back..

As far as power it all has to do with fueling.. The Redline car didn't make much power the customer used Stock LT4 pumps and injectors and it never said the fuel lobe if I remember its probably 6 something 32% or 7.85 38% I'll have a 8.2 or 44%

The Lingenfelter car made a lot more plus they did a few small things other than the LPE fuel parts that Redline didn't.

You sound like a great guy but I'm so sick of hearing about lower IATs it has nothing to do with magnusons formula 1 brick technology.. If you do research and listen to shops input its proper setup and IAT sensor locations.. The old LS3 efforce was a tank but it suffered from long runners that slowed velocity and caused the IATs to be higher and made the blower to be very inefficient also it needed the right cam combination (this reputation killed the blowers name now people just resight from past instead of trying the new). I was never able to do past 650 with a BTR stage 2 on 93. I ended up selling the LS3 eforce to a friend and mentioned you need to do the right cam according to Ted Jannetty(going on his recommendations).. He ran my blower, my rotofab, and used the same shop and made 735 w a jannetty cam on 93 and 815 on e85. These seem like comparable numbers to a maggi LS3 on the same fuel.

As far as the LT1/4 2300 eforce AtomicED proved it on here by moving the IAT sensor he gained favorable result if not the same as or similar to the maggi 2300. Edelbrock's prides its self on proven results with 50 state legal kits that hold up and last with excellent product support. ( I put 70k on my 2300 LS3 blower and my friend has put another 30K on it and still going strong!) I'm sure by making kits with outstanding warranties that run perfect on a CAN tune that they are conservative on the location on the IAT sensor. This doesn't mean that they don't use just as every bit as good of parts in there kits.

If you want to claim them as having the highest HP car and fastest times on my THREAD be my guest.

P.S.

Since your going port injections.. Could you elaborate on the cost you/one would have in it.. Parts like..(Injectors, regulator, lines, fittings.. I don't know a haltech system) last time I checked it to was 5000 bucks to make it work and tune..


Those Hp numbers are way off by using those 2 rings on the Twin Tb's that won't even be close to running it through a box and filter with a 90 degree elbow and pulling air from a Shoe box compartment!


Just for grins to make a reference I pick up to 3 to 4 lbs of thrust in the RC world with my jets when running those rings on the intake I always try to make room in the fuselage to fit them when i can.

[ShizzySupra]

44% fuel lobe? Damn. I need to get with the times. I have a baby 32% lol