Roger's TVS2300 Magnuson build thread
06-17-2012, 05:10 PM
#21
Racer
Thread Starter
I'd sure bump that compression ratio up to 10.5-11:1. You don't have an unlimited amout of blower capacity. Venture over to the ZR1 page and see what those guys do for less than spectacular results. Overdrive crank pulleys and itty bitty snout pulleys. They spin the snot out of the same blower you're using and are stuck in the low 700's best I can tell. Low compression takes a **** load of boost to make power. As long as you have a big blower and/or a couple of turbos, it's great. You don't have that luxury
06-17-2012, 05:21 PM
#22
Le Mans Master
youre forgetting street car here, pump gas. and I will be turning that magnuson as fast as aftermarket parts will allow lol. overdriven crank pulley smallest nose pulley offered, and overdriven rear pulley. so 20% overdriven and the smallest nose pulley offered basicly. plus im machinig the nose of the charger from 90mm to 102mm and installing a 102mm throttle body and mass air and lingnfelter intake.
You're right about the t'body upgrades and anything else you can do pre blower to help the air flow. I "found" two psi on my truck tVS just by changing to a more capable air filter.
06-17-2012, 05:27 PM
#24
Racer
Thread Starter
I've been at 650ish rwhp on a stock long block LS3 (10.7 c/r) for 3 years and 25K+ miles using only pump 93 octane and no meth. Maggie TVS2300, very mild blower cam, bolt ons and 9psi. Build some more power into your motor and your blower won't have to work as hard. Blower not working as hard = lower IAT's = mo powa.
You're right about the t'body upgrades and anything else you can do pre blower to help the air flow. I "found" two psi on my truck tVS just by changing to a more capable air filter.
You're right about the t'body upgrades and anything else you can do pre blower to help the air flow. I "found" two psi on my truck tVS just by changing to a more capable air filter.
07-14-2012, 11:19 AM
#26
Le Mans Master
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Check out "Ray@RDS" on the Camaro5 board. He makes a phenolic spacer that insulates the blower from the engine as well as increasing the area around the intercooler. Boost goes down as power goes up with this mod. Depending on your hood, you may or may not have room. It raises the blower 1/2 to 3/4". 800 rwhp is doable. 1000? Now that's going to be a tough order.
I have basically the same build he is doing. I have the LPE front 10 rib drive system with the larger ATI balancer, the LPE 50mm cogged overdrive rear drive, large cam, all forged bottom end, darton sleeved block, etc etc, there was also no money spared on the good parts. I have Oliver billet rods, Callies crank, custom Arias pistons, LPE ported head and so on. With the money I spent on machining the block with piston oilers, sleeves and so on I could have easily purchased a RHS block had it been available at the time I built this.
He will also find some strange tuning issues that will crop up. When you overdrive that blower like this, couple with a high overlap cam, the right bank will get preferential air, because of the way magnusson designed their manifold and bypass system. There is a HUGE amount of air being bypassed at idle and low engine speeds to 2500 RPM. The fuel trims will be skewed to reflect that issue.
The right bank will indicate a lean condition by as much as +15%, when the left bank will be near normal. He will most certainly have to run a 2 bar SD calibration or at least the HPT upgraded calibration that allows an expanded MAF table. I am running a hybrid variant of it that allows both MAF and boost enrichment. My car runs fine, the fueling issue is transparent to the driver but being who I am I like my cals to be spot on. Believe me I have gone through everything trying to fix this, short of replacing the blower system.
I have the luxury of owning a dyno shop so I have gone through and replaced injectors, o2 sensors, double and tripled checked for intake and exhaust leaks, and not to mention hours on the dyno. Its their **** poor intake manifold design without any sort of runners. If there was runners we would need a 3" taller hood, but we wouldn't have drivability issues. The eforce system with its long runners coupled with high overlap cams does not exhibit these problems. Currently I am contemplating on going with the LPE 850 TT system or something else.
Here is a pic of my completed engine bay:
Last edited by tjwong; 07-14-2012 at 11:25 AM.
07-14-2012, 03:26 PM
#28
Racer
Thread Starter
Problem is he makes that spacer for the LS3 style maggie. The LS7 style blower top plate is a totally different plate. Instead of a basic trapezoid shape with straight lines, the LS7 top plate has several scallops ground around the injectors. Plus he is using the LPE hood which is tight already, spacing that blower up will mean another hood. Here is a shot of my blower so you can see the casting and how it goes around each injector, its not impossible to make a spacer for this but it would be expensive to do.
yes, hood clearence is extremely tight. I have basically the same build he is doing. I have the LPE front 10 rib drive system with the larger ATI balancer, the LPE 50mm cogged overdrive rear drive, large cam, all forged bottom end, darton sleeved block, etc etc, there was also no money spared on the good parts. I have Oliver billet rods, Callies crank, custom Arias pistons, LPE ported head and so on. With the money I spent on machining the block with piston oilers, sleeves and so on I could have easily purchased a RHS block had it been available at the time I built this.
He will also find some strange tuning issues that will crop up. When you overdrive that blower like this, couple with a high overlap cam, the right bank will get preferential air, because of the way magnusson designed their manifold and bypass system. There is a HUGE amount of air being bypassed at idle and low engine speeds to 2500 RPM. The fuel trims will be skewed to reflect that issue.
The right bank will indicate a lean condition by as much as +15%, when the left bank will be near normal. He will most certainly have to run a 2 bar SD calibration or at least the HPT upgraded calibration that allows an expanded MAF table. I am running a hybrid variant of it that allows both MAF and boost enrichment. My car runs fine, the fueling issue is transparent to the driver but being who I am I like my cals to be spot on. Believe me I have gone through everything trying to fix this, short of replacing the blower system.
I have the luxury of owning a dyno shop so I have gone through and replaced injectors, o2 sensors, double and tripled checked for intake and exhaust leaks, and not to mention hours on the dyno. Its their **** poor intake manifold design without any sort of runners. If there was runners we would need a 3" taller hood, but we wouldn't have drivability issues. The eforce system with its long runners coupled with high overlap cams does not exhibit these problems. Currently I am contemplating on going with the LPE 850 TT system or something else.
He will also find some strange tuning issues that will crop up. When you overdrive that blower like this, couple with a high overlap cam, the right bank will get preferential air, because of the way magnusson designed their manifold and bypass system. There is a HUGE amount of air being bypassed at idle and low engine speeds to 2500 RPM. The fuel trims will be skewed to reflect that issue.
The right bank will indicate a lean condition by as much as +15%, when the left bank will be near normal. He will most certainly have to run a 2 bar SD calibration or at least the HPT upgraded calibration that allows an expanded MAF table. I am running a hybrid variant of it that allows both MAF and boost enrichment. My car runs fine, the fueling issue is transparent to the driver but being who I am I like my cals to be spot on. Believe me I have gone through everything trying to fix this, short of replacing the blower system.
I have the luxury of owning a dyno shop so I have gone through and replaced injectors, o2 sensors, double and tripled checked for intake and exhaust leaks, and not to mention hours on the dyno. Its their **** poor intake manifold design without any sort of runners. If there was runners we would need a 3" taller hood, but we wouldn't have drivability issues. The eforce system with its long runners coupled with high overlap cams does not exhibit these problems. Currently I am contemplating on going with the LPE 850 TT system or something else.
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streetking408ys (07-14-2023)
07-16-2012, 02:50 PM
#30
Racer
Thread Starter
07-19-2012, 06:54 PM
#32
Racer
Thread Starter
update: motor and most of the other parts have arrived!!! I am waiting on the fuel system still and a few other odds and ends. Should start the build next week!
07-20-2012, 02:26 PM
#34
Racer
Thread Starter
No thank you for going above and beyond with your R&D also with your quality control. Every part I purchased was flawless! Great installation instructions! Also recomended ride height and set points. We set the car up exactly as recommended and all I can say is it has done nothing but continue to impress me! I can reach under the car and in 10 minutes set it up to dead hook or auto X. It is absolutely amazing!
08-08-2012, 02:16 PM
#38
08-08-2012, 05:00 PM
#39
Racer
Thread Starter
