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Old 11-23-2022, 09:26 AM   #29
KingLT1


 
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The cooling is fine imo. The Supercharger is being spun really hard. If the cooling wasn't sufficient then the temps would not recover as fast as they do. His setup heats up fast during the pull and comes right back down post pull to almost prepull numbers. Most PD setups I see being spun within their efficiency range show a very slight increase or even cool down a couple degrees on a pull then heat creeps up when you let off the throttle before it starts to recover.

It's a classic symptom of over spinning a supercharger. The only way to deal with it is spray methanol like many do with X port factory 1.7's cranked way up. If they didn't have methanol the temps would hit 200+ at the levels guys are pushing them to run in the 8's.
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Old 11-23-2022, 10:52 AM   #30
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Quote:
Originally Posted by KingLT1 View Post
The cooling is fine imo. The Supercharger is being spun really hard. If the cooling wasn't sufficient then the temps would not recover as fast as they do. His setup heats up fast during the pull and comes right back down post pull to almost prepull numbers. Most PD setups I see being spun within their efficiency range show a very slight increase or even cool down a couple degrees on a pull then heat creeps up when you let off the throttle before it starts to recover.

It's a classic symptom of over spinning a supercharger. The only way to deal with it is spray methanol like many do with X port factory 1.7's cranked way up. If they didn't have methanol the temps would hit 200+ at the levels guys are pushing them to run in the 8's.
The current top pulley generates 23,500 rpm which is toward the upper end of Eddie's range. But Greg agrees with you that 140F-ish isn't that bad, but I'm going to put larger lines on it in hopes of lowering temps. And also put the 3" back on it until March. Davies Craig says larger lines are the simplest way to reduce temps.

Of course I could do meth too.
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'20 ZL1 1LE A10,
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100+ octanes, no eth, no meth, no N2O.
2/23 - 1031/1004 wheel.
4/23 - 1.41/9.61/145 at DA 7000 ft. (only made five passes).
2/24 - LME 390, E2650, FBO, 100 oct.; 1116hp/ 1063tq; 109 oct. dyno next.
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Old 11-23-2022, 12:28 PM   #31
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Quote:
Originally Posted by JSH View Post
The current top pulley generates 23,500 rpm which is toward the upper end of Eddie's range. But Greg agrees with you that 140F-ish isn't that bad, but I'm going to put larger lines on it in hopes of lowering temps. And also put the 3" back on it until March. Davies Craig says larger lines are the simplest way to reduce temps.

Of course I could do meth too.
140 isn’t bad because that’s probably the average of where mine runs. Like King said, if it’s not being way over spun it should hold. Most of the time mine holds the same temp before going WOT and sometimes even cools down. With that much pulley you may be boost stacking as well. Might pick up power slowing the blower down.
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Old 11-23-2022, 01:20 PM   #32
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Can't compare what cars are doing at sea level.

Tim's X port bolt-on car only made 9-10psi on stock pulley when he lived in your area. When he moved to east coast boost went to 13.5-14psi changing nothing else.

So you have to look at it as your car is pulled for 23-24psi at sea level. It's going to make heat fast. Imo the 2650 is only efficient to 18-19psi at sea level with no Meth.
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Old 11-25-2022, 07:31 AM   #33
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8.3 lower
3.0 upper
18/19psi

universal trunk tank 5.5 gal
Stewart pump
cheap larger PLM exchanger

Ambient temp 100

IAT1 100
IAT2 112 runs 8 to 12 over ambient no matter the temp i only logged at 100 but gauges read 10 over no matter temp out side.
IAT2 124 runs 10 to 12 over IAT 2

Nail the gas for a run the temp falls close to 10 degrees then after the run it rises 6 or 8 then the exchanger cools it down after about 1 or 2 miles..

sitting park with no airflow for a long while expect to see 165 to 185 but recovery is quick on hwy slow with dyno fans or impossible to recover much a1 30 mph
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Old 11-25-2022, 07:37 AM   #34
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Quote:
Originally Posted by JSH View Post
Mine makes 20 lbs consistently. I spun real bad on a recent hit and boost went to 22 and MAT went to 200, which makes sense.

I think it's something mechanical and will have another shop look at it. This Craig Davies pump is rated at 40gpm. A wide-open garden hose won't flow that much at 50 psi, and it sure doesn't feel like when I stick my hand in the tank.

Might end up having to go back to the 3" upper
Both the factory and davies? or just Davies

I use the davies and stock edelbrock in wifes 2300 and stock and Stewart in mine.

I tried by themselves and got more flow by using both.
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Old 11-25-2022, 08:55 AM   #35
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Quote:
Originally Posted by EDFHOBBIES View Post
Both the factory and davies? or just Davies

I use the davies and stock edelbrock in wifes 2300 and stock and Stewart in mine.

I tried by themselves and got more flow by using both.
Yes, using stock and Davies. Redoing water system now. In/out of the tank with 1.5"/1" reducer, and 1" ID reinforced two ply Gates heater hose.
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'20 ZL1 1LE A10,
OEM short block, LME heads/valve train, E2650.
100+ octanes, no eth, no meth, no N2O.
2/23 - 1031/1004 wheel.
4/23 - 1.41/9.61/145 at DA 7000 ft. (only made five passes).
2/24 - LME 390, E2650, FBO, 100 oct.; 1116hp/ 1063tq; 109 oct. dyno next.
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Old 11-25-2022, 06:59 PM   #36
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Quote:
Originally Posted by Joshinator99 View Post
I’m currently running the Varimax that comes with the Whipple kit plus a stock LT4 intercooler pump back at the ice tank. Definitely not enough flow. I bought a Pierburg CWA150 that will be going on this winter. The Pierburg one pushes a ton of differential pressure so it can over come lines that are smaller than ideal.

If that doesn’t cut it I guess I’ll get in line for the Stewart one.
We're seeking more water flow by installing reinforced two ply Gates 1” ID heater hose and 1"/ 1.5" Silicone Reducer Coupler Hoses off the water tank.
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'20 ZL1 1LE A10,
OEM short block, LME heads/valve train, E2650.
100+ octanes, no eth, no meth, no N2O.
2/23 - 1031/1004 wheel.
4/23 - 1.41/9.61/145 at DA 7000 ft. (only made five passes).
2/24 - LME 390, E2650, FBO, 100 oct.; 1116hp/ 1063tq; 109 oct. dyno next.

Last edited by JSH; 11-26-2022 at 08:48 AM.
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Old 11-25-2022, 07:33 PM   #37
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On the Maggy 2650 side I just dropped 15-20 degrees switching to DSX’s lid. MAT’s are now 115-125. Was not expecting that kind of drop. Did it for sound and King had to end up adding fuel as well.
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Old 11-25-2022, 10:02 PM   #38
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Nice!
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Old 11-25-2022, 10:18 PM   #39
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Quote:
Originally Posted by CamOnlyJabroni View Post
On the Maggy 2650 side I just dropped 15-20 degrees switching to DSX’s lid. MAT’s are now 115-125. Was not expecting that kind of drop. Did it for sound and King had to end up adding fuel as well.
What's their link?
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'20 ZL1 1LE A10,
OEM short block, LME heads/valve train, E2650.
100+ octanes, no eth, no meth, no N2O.
2/23 - 1031/1004 wheel.
4/23 - 1.41/9.61/145 at DA 7000 ft. (only made five passes).
2/24 - LME 390, E2650, FBO, 100 oct.; 1116hp/ 1063tq; 109 oct. dyno next.
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Old 11-26-2022, 08:41 AM   #40
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It doesn't look like DSX offers a lid for the Edelbrock 2650. You might contact DSX and inquire about it.
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Per. times- 10.5 @ 137 w/ 1.8 60ft Full weight on 20's 1200DA
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Old 11-26-2022, 12:39 PM   #41
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I need to ask Mike about this but the Corvette lid I'm using is much thinner then the double hump lid that the 2300 came with for the Camaro. I'm wondering now after seeing what the Dsx lid did (although its billet) if that's why I'm seeing lower IATs then my old Camaro with the 2300 standard lid.
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Old 11-26-2022, 02:46 PM   #42
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Quote:
Originally Posted by laynlo15 View Post
I need to ask Mike about this but the Corvette lid I'm using is much thinner then the double hump lid that the 2300 came with for the Camaro. I'm wondering now after seeing what the Dsx lid did (although its billet) if that's why I'm seeing lower IATs then my old Camaro with the 2300 standard lid.
What MAT are you seeing cruising and at red line?
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'20 ZL1 1LE A10,
OEM short block, LME heads/valve train, E2650.
100+ octanes, no eth, no meth, no N2O.
2/23 - 1031/1004 wheel.
4/23 - 1.41/9.61/145 at DA 7000 ft. (only made five passes).
2/24 - LME 390, E2650, FBO, 100 oct.; 1116hp/ 1063tq; 109 oct. dyno next.
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