Max boost on the E-force s/c?
02-10-2016, 01:42 PM
#21
Advanced
02-10-2016, 01:43 PM
#22
Team Owner
Nope, z06 pump/bap won't support that.
02-10-2016, 01:44 PM
#23
Le Mans Master
02-10-2016, 02:13 PM
#25
Advanced
02-10-2016, 02:29 PM
#26
Drifting
450 only flows slightly more than a z pump I believe. I made my own version of the ecs system with a dw350il plus an intank 450. I'm around 800-900 on e85 with plenty to go
02-10-2016, 02:34 PM
#27
Advanced
so by plumbing the DW350iL to my current z06 tank i should be good for about 650 whp on full e85 then...
02-10-2016, 02:41 PM
#28
Drifting
02-10-2016, 03:34 PM
#29
Team Owner
Add a pump, whether a new hanger with dual or 3 pumps, or an external.
02-11-2016, 08:38 AM
#30
Even so GT500 guys are still dropping money into buying VMP chargers rather than fitting bigger units!
02-12-2016, 04:45 AM
#31
Pro
Just got back from dynoing my friends cts-v 5.7 ls6 with portes ai heads and camgot 667rwhp and 645rwtq sae corrected was done by 6000 rpm thats with meth. He is happy the eforce is from a corvette made to fit an ls6 after some valley plate clearencing
Last edited by mourat; 02-12-2016 at 04:46 AM.
02-12-2016, 08:43 AM
#32
Advanced
02-16-2016, 11:41 PM
#36
Its really hard to say. I spoke with their calibration engineer a few weeks ago when I was in the middle of an installation. He says that the kit is capable of 700hp, but didn't specify whether it was wheel or crank power. I have seen that all the 599hp kits I have installed with the 3.50" pulley has had boost creep begining at around 5000 RPM. What I have seen is the boost begins at around 6 PSI and will creep up to 8 at the end of the dyno pull at 6300 to 6500 RPM. I measure the boost levels at the bypass valve connection port which is on top of the runners. I asked Edelbrock about this phenomenon and it was explained to me that their runners run out of efficiency from 5000 RPM so the air is stacking up or you can say its backing up so the boost begins to creep up because they runners can't flow any more air.
So if this is happening with a 3.50" pulley what will happen with a smaller 3 or 2.75" pulley that would be needed for the additional boost to make power beyond 600 as the kit was designed to do? They also told me that an 8 rib or even a 10 rib belt isn't required because of the way their belt run was designed with the amount of belt wrap around the pulley.
My Magnusson kit uses a custom designed 10 rib drive from LPE with a 50mm cogged rear drive with a 1.2:1 drive ratio. I am running a 8.25 crank balancer with a 2.75 main pulley and it makes 14 PSI of boost and it breaks 730hp with 10 degrees of timing and will make 650 ftlbs at 3200 RPM. Its fun to drive but I am still fighting some drivability issues. Mainly I have a split fuel trim issue that I have not found a cure for. The right bank is lean and if I richen it up enough to bring the LTFTs to near zero, the left bank is negative by a fairly large amount. I attribute this problem to the Maggies bath tub intake manifold without any runner, coupled with the amount of over drive I am running the blower and the larger camshaft with overlap is likely a lot of the cause of this phenomenon. The Edelbrock systems with the long runners see none of these problems even with cams with a bit of overlap.
I would think that the whipple with its larger displacement blowers and with its true screw design definitely has the capability of making huge power. I would have went that way but they didn't have anything for a LS7 when I made the purchase, I am not sure that they have anything even now for a LS7. If I can't get rid of these issues, I am planning on replacing the Maggie with either a LPE TT kit or a LS9 blower kit from GM that will be modified, LPE has pushed a LS9 powered Camaro into the 9s.
So if this is happening with a 3.50" pulley what will happen with a smaller 3 or 2.75" pulley that would be needed for the additional boost to make power beyond 600 as the kit was designed to do? They also told me that an 8 rib or even a 10 rib belt isn't required because of the way their belt run was designed with the amount of belt wrap around the pulley.
My Magnusson kit uses a custom designed 10 rib drive from LPE with a 50mm cogged rear drive with a 1.2:1 drive ratio. I am running a 8.25 crank balancer with a 2.75 main pulley and it makes 14 PSI of boost and it breaks 730hp with 10 degrees of timing and will make 650 ftlbs at 3200 RPM. Its fun to drive but I am still fighting some drivability issues. Mainly I have a split fuel trim issue that I have not found a cure for. The right bank is lean and if I richen it up enough to bring the LTFTs to near zero, the left bank is negative by a fairly large amount. I attribute this problem to the Maggies bath tub intake manifold without any runner, coupled with the amount of over drive I am running the blower and the larger camshaft with overlap is likely a lot of the cause of this phenomenon. The Edelbrock systems with the long runners see none of these problems even with cams with a bit of overlap.
I would think that the whipple with its larger displacement blowers and with its true screw design definitely has the capability of making huge power. I would have went that way but they didn't have anything for a LS7 when I made the purchase, I am not sure that they have anything even now for a LS7. If I can't get rid of these issues, I am planning on replacing the Maggie with either a LPE TT kit or a LS9 blower kit from GM that will be modified, LPE has pushed a LS9 powered Camaro into the 9s.
02-16-2016, 11:49 PM
#37
Le Mans Master
When I was running the 2.75 pulley I was making about 13.5 lbs and it creeped up to about 14.5 right at the top. The power didn't fall off, it pulled nicely right to the top. Belt slip is not a big issue if done right.
I also had split fuel trims but it was not a big deal and I got it to drive as good as stock.
Before moving on from the eforce I was making 780 rwhp. Keep in mind boost will depend on more than just pulley size. Lots of factors effect it.
I also had split fuel trims but it was not a big deal and I got it to drive as good as stock.
Before moving on from the eforce I was making 780 rwhp. Keep in mind boost will depend on more than just pulley size. Lots of factors effect it.
Last edited by realcanuk; 02-16-2016 at 11:50 PM.
The following users liked this post:
ExoticMotorClub (02-17-2016)
02-17-2016, 08:45 AM
#39
Le Mans Master
LS402
Good heads
custom cam
ARH 1 7/8 headers
pump gas and water/meth
At this point I was running a 2.75 pulley, 8 degree overdrive damper, 90 mm idler pulley and had no belt slip to speak of.
This is through a 6L80 and triple disc stall. Should be higher in a manual car.
I took the eforce as far as I could. It is a great blower and never gave me trouble. I have nothing bad to say about them.
As you can see the boost is about 14, and creeps up about a half lb at the end. For those who say power drops off dramatically at the top..........I guess its all in the right setup.
02-17-2016, 08:57 AM
#40
Advanced
Its really hard to say. I spoke with their calibration engineer a few weeks ago when I was in the middle of an installation. He says that the kit is capable of 700hp, but didn't specify whether it was wheel or crank power. I have seen that all the 599hp kits I have installed with the 3.50" pulley has had boost creep begining at around 5000 RPM. What I have seen is the boost begins at around 6 PSI and will creep up to 8 at the end of the dyno pull at 6300 to 6500 RPM. I measure the boost levels at the bypass valve connection port which is on top of the runners. I asked Edelbrock about this phenomenon and it was explained to me that their runners run out of efficiency from 5000 RPM so the air is stacking up or you can say its backing up so the boost begins to creep up because they runners can't flow any more air.
So if this is happening with a 3.50" pulley what will happen with a smaller 3 or 2.75" pulley that would be needed for the additional boost to make power beyond 600 as the kit was designed to do? They also told me that an 8 rib or even a 10 rib belt isn't required because of the way their belt run was designed with the amount of belt wrap around the pulley.
My Magnusson kit uses a custom designed 10 rib drive from LPE with a 50mm cogged rear drive with a 1.2:1 drive ratio. I am running a 8.25 crank balancer with a 2.75 main pulley and it makes 14 PSI of boost and it breaks 730hp with 10 degrees of timing and will make 650 ftlbs at 3200 RPM. Its fun to drive but I am still fighting some drivability issues. Mainly I have a split fuel trim issue that I have not found a cure for. The right bank is lean and if I richen it up enough to bring the LTFTs to near zero, the left bank is negative by a fairly large amount. I attribute this problem to the Maggies bath tub intake manifold without any runner, coupled with the amount of over drive I am running the blower and the larger camshaft with overlap is likely a lot of the cause of this phenomenon. The Edelbrock systems with the long runners see none of these problems even with cams with a bit of overlap.
I would think that the whipple with its larger displacement blowers and with its true screw design definitely has the capability of making huge power. I would have went that way but they didn't have anything for a LS7 when I made the purchase, I am not sure that they have anything even now for a LS7. If I can't get rid of these issues, I am planning on replacing the Maggie with either a LPE TT kit or a LS9 blower kit from GM that will be modified, LPE has pushed a LS9 powered Camaro into the 9s.
So if this is happening with a 3.50" pulley what will happen with a smaller 3 or 2.75" pulley that would be needed for the additional boost to make power beyond 600 as the kit was designed to do? They also told me that an 8 rib or even a 10 rib belt isn't required because of the way their belt run was designed with the amount of belt wrap around the pulley.
My Magnusson kit uses a custom designed 10 rib drive from LPE with a 50mm cogged rear drive with a 1.2:1 drive ratio. I am running a 8.25 crank balancer with a 2.75 main pulley and it makes 14 PSI of boost and it breaks 730hp with 10 degrees of timing and will make 650 ftlbs at 3200 RPM. Its fun to drive but I am still fighting some drivability issues. Mainly I have a split fuel trim issue that I have not found a cure for. The right bank is lean and if I richen it up enough to bring the LTFTs to near zero, the left bank is negative by a fairly large amount. I attribute this problem to the Maggies bath tub intake manifold without any runner, coupled with the amount of over drive I am running the blower and the larger camshaft with overlap is likely a lot of the cause of this phenomenon. The Edelbrock systems with the long runners see none of these problems even with cams with a bit of overlap.
I would think that the whipple with its larger displacement blowers and with its true screw design definitely has the capability of making huge power. I would have went that way but they didn't have anything for a LS7 when I made the purchase, I am not sure that they have anything even now for a LS7. If I can't get rid of these issues, I am planning on replacing the Maggie with either a LPE TT kit or a LS9 blower kit from GM that will be modified, LPE has pushed a LS9 powered Camaro into the 9s.
I've seen a lot of threads where all they do after a 3" pulley is heat up the air due to the long runners not being able to pass the air... Honestly I was going nuts trying to find a way to get 650 whp whether it be with meth or e85 and pullying down
After speaking with some shops they wanted $3,000 for a cam install and tuned, I asked if i go a through the meth route if I brought them julios's alky kit and they told me $2,000! just for install and tune (I guess they don't have any discounts for college students
)I realized if you want to make big big power go with another kit.. so for now I'm probably just gonna get a 3.25in pulley 1000cc injectors... racetronix harness.. kenne bell BAP, wire and install injectors, pulley myself, tune it on e85, and just keep an eye on the fuel pressure up top to make sure im not starving it.