Does anyone have a dyno graph comparison of otherwise stock LS3's with the E-Force and either an ECS or A&A base kit installed?

I'm looking for LS3 manuals but will take whatever you might have handy, ideally with both plots posted in the same image file for comparison of power curves. Again, looking to keep these cars the same with the only variable being the type of F/I package installed.

I've been to both A&A and ECS' websites and have a hard time finding these basic graphs. Thanks for your help!

 

I'll get you a ProCharger vs a E-Force here shortly, but I thought you would find this interesting.....

To make this even more biased towards a centrifugal I chose a LS7 vs LS9 so the ATI has a bigger stroke and cube engine to start with. The E-force cars I have done so far have been auto cars (manual car on the lift right now getting one). The LS9 uses basically a very similar TVS setup to the E-force unit, so it was used to compare.

LS7 (blue curve)

• LG 1 7/8 Headers
• LG G7X3 cam
• RPS clutch
• 8 rib drive, 8 psi boost

LS9 (red curve)

• LG 1 7/8 Headers
• stock cam
• lower pulley 11 psi boost

Same tire size, same diff ratio used in both cars (3.42)



You can see how the blowers make boost in different ways. Almost 200 ft-lbs toque difference. Notice the LS7 ATI setup pulls more top end HP, just not the low end...even with the longer stroke and bigger displacement.

That is the closest I have on file for boost levels that I know of.

 

Might be slightly closer....

I haven't done an LS3 Procharged car on pump gas here at the shop yet so I do not have an exact setup but this might be a little closer..

Blue Graph
2005 LS2 Procharger M6 Corvette Wide body

• 9 psi D1 Procharger kit
• LG G5XB blower cam
• 1 3/4 Long Tube headers
• Borla cat back
  **Think it has ported heads...

Red Graph
2012 LS3 E-Force M6 Corvette GS

• 9 psi E-Force Comp kit
• LG G9X2 ZR1/E-force cam
• 1 3/4" Long Tube headers
• Akrapovic cat back
• Ported LS3 heads

 

Dont know if any help. 2007 A6, Eforce, ARH 1 7/8 headers, cats, xpipe, othewise stock, conservative tune.

 

the torque out of the e-forces down low just seems so appealing to an auto car with numerically low gearing

sorta like a big inch motor back in the day, low reving, stump pulling power

i guess each setup has its pros and cons

 

But that's just the thing...what difference is additional torque if the Centri blower can also give you enough low RPM power to blow the tires away?

 

You nailed it. That is exactly the feel I like. Had a 427 camaro back in the day and that big block feel is great.

 

Exactly....if your rolling down the highway at 70 mph at 2000 RPM, with the roots blower you don't have to down shift to know the power is there.

From a dead stop launch yeah the Centri blower would probably aid in the launch...but it also depends on the tire. If your running a 15" drag tire, the added torque would help the car get out of the hole....given traction of course.

Either way for a street car the roots blower is still more fun.

 

Exactly, gives that sea-of-the-pants feel of my 70 454 Coupe.

 

We'll agree to disagree all that TQ does is make the car have awesome throttle response and instantly spin the tires and that's it!!

In a drag race you ar 5200rpms+ and that is what matters not 2k, 3k, 4k, and do not like PD blowers at all!!!

 

To each their own. I dont spend a lot of time drag racing or over 5200 rpms.

 

Not everyone drag races, most of my driving is under 4000 rpm. Mine is strictly street and that is where my setup excels. That is why there are different kits out there, pick the one that suits your needs. It doesn't make one kit superior to the other

 

Exactly.

 

Would love to see an ECS vs. EFORCE graph.

 

Other than possibly running the restrictor at the TB and higher boost at the blower I can not see that changing it much over a Procharger kit......



FYI, My 2003 Cobra with the Eaton on it could pull on the highway just fine

 

That's the point of the restrictor plate, no? Pulley it for higher boost but limit it. Produces a harder hit down low and a nice fat torque curve.

What happens to the cobra when it gets hot?

 

I asked ECS to come up with one if they have the time - otherwise Bone stock cars with just the ECS kit and the E-Force installed for an apples to apples comparison.

I appreciate the LG graphs above, but they are all different in a few ways: LS2 vs LS3 with head work, some cars have a blower cam (which likely shifts the power curve up), or it's an LS7 vs LS9 with bigger HP combos (such as blown LS7's!) likely magnifying the differences of the two systems that would make the comparisons appear more drastic.

And to be clear, I personally like the clean look of the E-Force and the apparent preference towards torque (I'm not a drag racer, I rarely red-line the car)... but I take argument with the idea that centri's are for the strip and roots are for the street:

If I get on it from a stop light, or if I am passing someone on a country road... I always upshift for more power (which means I'm in the power band at 3K-5K or so) even if I am not pushing the pedal to the floor. I don't get the idea that one would select a system specifically to make power at 2000rpm... just so we don't have to shift and can stay in an under leveraged gear? Are those people passing in 6th gear? I'll bet that *most of us* get into the 3-5K RPM band when we drive spiritedly, and I am interested to see which system is superior at those ranges...

 

That is EXACTLY right.

The idea of wanting power or concering yourself with power at 2000 rpms is retarded.

 

Those were the closest I could come up with....the LS2/LS3 both have blower cams of their own right but a slight change in cam or head would not make a 100+ ft-lbs change like that.

If you have a chance drive both to compare...

 

great thread - would like to see more comparisions out there.