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Not sure on that!
Most everyone on the forum with one has the Magunson 2300.
Other than a couple of pictures, I haven't seen much, that's why I'm trying to keep this thread going to get some more information. The threads for the new magnuson are pretty skinny in the C7 Forced Induction Section.
I know the maggy 2300 works great on the Z06. I want to add another to another Z06. I found a super deal on the Edelbrock? Will it work just as well as the Maggy?
I am biased, but Maggie is the way to go. Better IC design and more pulley options (as others have pointed out). On the LT1 or LT4 the Maggie is gonna be sick.
Now, trying to be more objective, both blowers will exceed the fuel limit on your stock engine unless you swap the cam and do a bunch of other things. Ultimately, I would say find your preferred tuner and go with their recommendation.
As far as sound both will be quiet until you get up in boost or swap your hood to allow more sound into the cockpit.
The first pulls with my Maggie made 22 psi but had lots of belt slip over 4000 rpms. That was with a 70mm pulley. Switched to the 80mm, dropped to 18 psi. With H/C, headers, etc on E50 made 860/835 numbers.
The first pulls with my Maggie made 22 psi but had lots of belt slip over 4000 rpms. That was with a 70mm pulley. Switched to the 80mm, dropped to 18 psi. With H/C, headers, etc on E50 made 860/835 numbers.
That's crazy. On my LT1 with the 70mm I was getting about 15psi. did you do something to change the compression or restrict airflow? At 15psi, I was in the 830whp range on e85...but the injectors pulse width got maxed. I dialed it back to 12psi which is right at 800whp.
With the 80mm pulley I am running 10psi. . .I wonder what's causing the difference in boost. Since I am now upgrading the Vette, I am really thinking about dialing my Camaro down to 8psi with the 85mm pulley (dropping down to about 715whp). . .just because I have street tires and only cruise around town. But if I go to the track, I will throw the small pulley back on for fun. :-)
On my LT4 we had the heads milled and ported by LME and added a new camshaft. I have 2” headers that have had the cats gutted due to the heat of the 2300. CPR also made a 5” custom intake and matched it to a 103mm TB. CPR did a 23% lower pulley upgrade so we could really spin the blower. The 70mm has potential but Joe is working on a new bracket for holding the serpentine belt in a better configuration to get more belt wrap. Joe feels that if he could get the 70mm to hold, 950 rwhp is easily doable.
Like you we became fuel limited even with spraying meth. I have a dual nozzle set up 10/15 size nozzles. E50 was felt to be the max we should go to stay within the limits of the fuel system. To go bigger injectors and fuel pump is not cheap on the LT4, $5000+ easily.
On my LT4 we had the heads milled and ported by LME and added a new camshaft. I have 2” headers that have had the cats gutted due to the heat of the 2300. CPR also made a 5” custom intake and matched it to a 103mm TB. CPR did a 23% lower pulley upgrade so we could really spin the blower. The 70mm has potential but Joe is working on a new bracket for holding the serpentine belt in a better configuration to get more belt wrap. Joe feels that if he could get the 70mm to hold, 950 rwhp is easily doable.
Like you we became fuel limited even with spraying meth. I have a dual nozzle set up 10/15 size nozzles. E50 was felt to be the max we should go to stay within the limits of the fuel system. To go bigger injectors and fuel pump is not cheap on the LT4, $5000+ easily.
Parts installed. CPR custom 5" intake.
Final dyno numbers
Wow!
I didn't realize the Magnuson was capable of so much power
08-03-2018, 10:43 PM
on the ls cars I've made 942 with one through a 4l80 and 9" rear.
