IAT's are a big issue with the E-Force Supercharger. I have added the 7.5 gal PNR Ice tank which helps but I am currently planning the addition of FI's Blower Spacer Plates with the Thermal Blanket. The FI spacer plates add 10mm to the height of the E-Force. To accommodate this additional increase in height, I also plan to add the Hinson Short Motor Mounts which are advertised to lower the motor/cradle height by 10mm, for a net increase of zero. I know the math works out to a net increase of zero, but in actual practice, this may not be the case. Will I also need to add Lingenfelter's Subframe Spacer Kit?

 

I have no info for you specific to the E-Force as I run the jackshaft TVS 2300 and I have an RK Sport hood, along with the FI Interchiller spacer plates, blanket, Hinson short motor mounts and run a big flatwasher (2 thick) to space the blower down from the hood. I can say that if you run an Overdrive crank pulley (maybe not for only a 6 rib OD) the cradle may need to be clearanced a bit. Minor and simple but good to know ahead of time. I had to clearance for an 8 rib 10% OD IW. With the lower Hinson mounts I also had to clearance the cradle a bit for the 1-7/8" ARH headers. Again, very minor and simple.
What exactly ARE your IAT temps and at what boost/power level? Got any logs? I'd like to see some logs with IAT for other people's PD blowers to compare to.

 

The following from my last two passes at Bandimere Speedway, the evening of August 16th:
Run #2
Ambient Temp - 95 degrees F
DA - 9,250 feet
IAT's at the start - 127 degrees
IAT's at the finish - 159 degrees
This is with 10 lbs. of ice in the PNR ice tank. Had to wait longer than normal in the staging lanes so the IAT's at the start are a bit higher than normal. My next run/pass approximately 2 hours later with better air as follows:
Run #3
Ambient Temp - 81 degrees F
DA - 8,500 feet
IAT's at the start - 109 degrees
IAT's at the finish - 142 degrees
Again, this is with a 10 lb. bag of ice in the PNR ice tank but with a shorter wait in the staging lanes and better air. I turn the car off and coast to the start area and fire the car up when I'm third in line for the burn-out/start.
Boost level at 10 lbs.

 

Any of you guys running E? That would lower your IAT's a bunch. Not measurable, but the added octane and the IAT cooling right as the mixture goes into the cylinder makes for a nice bump in power, bump in trap speeds, and anti-bump (if that's not a word, it needs to be) in ET's.

 

Thanks for the data, JXHUNTE. Those IAT sound a little high for a 10psi with ice setup, although I'd assume you're spinning the blower pretty good in that elevation.
Old Motorhead, I've been interested in E and with the blower porting I'm about to get I think it would put me very close to 800rwhp. Problem is, we don't have pump E anywhere near me. I'd have to make some expensive changes to the fuel system that just aren't worth it considering the lack of pump E.

 

Who are you going to have do your porting? I made 800/800 to the tires on a sbe ls3 with ported Eforce, cam and e85. Iron Mask Innovations did my heads and blower for me.
Does anyone have before and after logs with those plates?

 

I am running E85. I have upgraded the heads, CAM, valve train, etc. Circle D Transmission and DSX flex fuel sensor. I purchase my E85 at the track. I drive the Vette to the track, make my passes and drive home. I upgraded the fuel system with the ECS Stage 1 E85 Fuel System. Went with the ID 1050X injectors. I believe isolating the E-Force with the spacers from the block will provide me with a twenty degree improvement in IAT's.

 

I’m having Jokerz port it. It’s already paid for, I’ll yank it and send it as soon as the weather turns. Mine is an LS2. Pump 93 and Alky Injection kit.

 

What are your iat’s at the end of a 1/4 or 1/8 mile pass?

 

No 1/4 or 1/8 mile data yet since the FI Interchiller. Can't really go to the track, last time I did I got booted for MPH (137mph at the time). Car is a convertible with only a 5 point roll bar. Probably will make a trip to a more lenient track next year. Will be going to retune the car on the dyno in the spring as I've just done FI Interchiller, bigger air bridge & filter, and will have the blower ported. Depending on the results I may even slow the blower down and go to a 3.5" from the current 3.3" Over the Winter while the blower is off there is a smallish chance that I send the intercooler brick to C&R to have them copy it and build me a C&R brick. It's very expensive and I don't know how much it would help so it's hard to justify the expense.

 

I have been running the FI spacer plates on my E-force Grand Sport for the past couple of years. You will only need the Hinson short mounts for hood clearance. I ran the Hinson mounts for about a year and a half.

And technically, you actually need about 12 mm of total clearance. The spacer plates are 10 mm thick but their effective thickness is larger once installed as they are at an angle, about 12mm effective thickness.

I started getting a bit sensitive to the increased vibration with the Hinson mounts so I switched back to a set of stock mounts. To get the hood clearance that I needed, I am running the Lingenfelter frame spacers and ZR1 motor mount brackets. The ZR1 brackets are about 1/8 inch shorter on the motor mount side versus a standard LS3 motor mount bracket. So my total increased clearance is about 3/8 inch or the same as running the Hinson mounts.

You could have the stock LS3 engine brackets machined to remove material on the motor mount side of the bracket. Could probably go more than 1/8 of an inch and the brackets would still be plenty strong.

And the plates do indeed work. They give a consistent 20-25 F drop in IAT temps. In normal cruising, I never see any IAT's more than 25F over ambient. I am also running the larger Edelbrock heat exchanger and a CPR increased capacity coolant reservoir. Car runs cool and IAT temps recover quickly after giving it the beans.

 

What are they after a 0-130 mph pull?

 

I really couldn't tell you. I don't take my car up that high very often and I am laser focused on the road when I do. I am just using a Banks digital guage for temp monitoring and am not data logging.

Getting into HP Tuners is one of my future goals.

 

Its a great tool!

 

Indeed. Probably will purchase it later this fall or next spring.

I also want to add a flex fuel sensor to my setup but I will need to add bigger injectors for that.

 

Based on the info and experience offered by Spaceme1117, I will most likely need the Hinson short motor mounts and Lingenfelter's Subframe Spacer Kit in order to achieve the clearance necessary for the FI Spacers. This will be my winter project. Only a month and a half left in our racing season so I don't want to mess around with this now but will wait for the snow to fall.

 

Sorry if I missed where you mentioned it but what heat exchanger are you running? How much intercooler fluid capacity? What pump? FI spacers will help to avoid heat soak, and recovery but I'm not sure you'll see the WOT results you may expect from them. Especially considering the work involved like lowing the cradle, lower engine mounts etc. Don't get me wrong, I definitely think on a max-ish effort PD blower you want the spacers (I have them) but I'd at the same time or before (depending what type of budget you have) I'd address pump, heat exchanger and fluid capacity first. That will carry out the heat during a 1/4 mile run more than isolating the blower from the heads, heat wise.

 

I think the bricks are the weak link on these things or the location/calibration of the sensor. I have an Edelbrock heat exchanger, 7 gallon ice tank, Stewart emp pump. We're going to try a small dry shot this weekend to see if that helps at the track. That's where it's the hardest to keep things cool. When I'm driving on the street and have plenty of air going through it temps are ok.

 

yeah it's a battle for sure. Especially with my downdraft jackshaft TVS2300 Magnuson. I now have a 2.3 gallon tank, Pierburg CWA100-3, and FI Interchiller. Intercooler fluid is typically about 29F. Cruising around the IAT are in the 46F to 50F range. Cruising around on 90 degree day and having 50F IAT is pretty awesome, throttle is very crisp. I'm sure on the dyno it will do well IAT wise and probably not get above 100F since it's just a single gear pull. What I don't have experience with yet too much is 1/4 mile run. I know on the street if I run 1st through 3rd it gets up to about 133F. I feel like some of that temp spike is because it's traction limited and looking at the logs I feel like the temp spikes up around where traction control and rev limiter come into play. On the track, hooked up and staying off the limiter I'd expect better.
I'm sending the blower for porting soon, they claim 2+ psi 50+whp and 30+wtq. I'm kicking around the idea of a taller hood to make room for a 3/4" tub spacer in the blower. The spacer has been well documented to show IAT drop and flow/power gain and even help with belt slip.
I've been told one thing that affects IAT is camshaft. Overlap/reversion etc.