Post your dyno graph here.
Thread Starter
Pro
Joined: Jan 2013
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From: Shelby Twp - Metro-Detroit, Michigan
Post your dyno graph here.
I would be interesting to see dyno graphs comparing the low end torque of centrifugal vs twin screws (roots) S/Cs on the LT1. This would be useful for someone like me who's in the market for a forced induction system.
As we all know, the twin screws will produce superior low end torque numbers over the centris. I want to see what those differences are, and at what rpm. So far I have only seen one LT1 dyno graph for a centrifugal S/C. I compared it to my Magnacharged Camaro and difference in bottom end torque was significant (80 ft lbs @ 3500 rpm), but comparing a LS3 to a LT1 is not apples to apples.
I'm guessing I'll see very few (if any) twin screw graphs posted, because the only one available at this time is the recently introduced E-Force. Nevertheless, seeing several centrifugal dyno graphs would still be helpful and informative.
If you have a dyno graph chart of your supercharged C7, please post it here. Thanks.
Mariano (Alfie)
As we all know, the twin screws will produce superior low end torque numbers over the centris. I want to see what those differences are, and at what rpm. So far I have only seen one LT1 dyno graph for a centrifugal S/C. I compared it to my Magnacharged Camaro and difference in bottom end torque was significant (80 ft lbs @ 3500 rpm), but comparing a LS3 to a LT1 is not apples to apples.
I'm guessing I'll see very few (if any) twin screw graphs posted, because the only one available at this time is the recently introduced E-Force. Nevertheless, seeing several centrifugal dyno graphs would still be helpful and informative.
If you have a dyno graph chart of your supercharged C7, please post it here. Thanks.
Mariano (Alfie)
Last edited by Mariano; Aug 26, 2014 at 11:17 AM.
Former Vendor
Joined: Dec 2011
Posts: 2,559
Likes: 162
From: Cumming Georgia
You can see most of our supercharged C7's graphs in their individual threads in this link: https://www.corvetteforum.com/forums...solidated.html
Unfortunately there hasn't been a true "roots" style supercharger on the market for the C7 until Edelbrock's recent release of the E-Force systems. We will be adding these to our inventory very soon, and hope to install our first unit in the near future.
Unfortunately there hasn't been a true "roots" style supercharger on the market for the C7 until Edelbrock's recent release of the E-Force systems. We will be adding these to our inventory very soon, and hope to install our first unit in the near future.
Thread Starter
Pro
Joined: Jan 2013
Posts: 553
Likes: 165
From: Shelby Twp - Metro-Detroit, Michigan
You can see most of our supercharged C7's graphs in their individual threads in this link: https://www.corvetteforum.com/forums...solidated.html
Unfortunately there hasn't been a true "roots" style supercharger on the market for the C7 until Edelbrock's recent release of the E-Force systems. We will be adding these to our inventory very soon, and hope to install our first unit in the near future.
Unfortunately there hasn't been a true "roots" style supercharger on the market for the C7 until Edelbrock's recent release of the E-Force systems. We will be adding these to our inventory very soon, and hope to install our first unit in the near future.
Mariano (Alfie)
Former Vendor
Joined: Dec 2011
Posts: 2,559
Likes: 162
From: Cumming Georgia
Team Owner
Joined: Mar 2005
Posts: 20,933
Likes: 905
From: salem OR
I would be interesting to see dyno graphs comparing the low end torque of centrifugal vs twin screws (roots) S/Cs on the LT1. This would be useful for someone like me who's in the market for a forced induction system.
As we all know, the twin screws will produce superior low end torque numbers over the centris. I want to see what those differences are, and at what rpm. So far I have only seen one LT1 dyno graph for a centrifugal S/C. I compared it to my Magnacharged Camaro and difference in bottom end torque was significant (80 ft lbs @ 3500 rpm), but comparing a LS3 to a LT1 is not apples to apples.
I'm guessing I'll see very few (if any) twin screw graphs posted, because the only one available at this time is the recently introduced E-Force. Nevertheless, seeing several centrifugal dyno graphs would still be helpful and informative.
If you have a dyno graph chart of your supercharged C7, please post it here. Thanks.
Mariano (Alfie)
As we all know, the twin screws will produce superior low end torque numbers over the centris. I want to see what those differences are, and at what rpm. So far I have only seen one LT1 dyno graph for a centrifugal S/C. I compared it to my Magnacharged Camaro and difference in bottom end torque was significant (80 ft lbs @ 3500 rpm), but comparing a LS3 to a LT1 is not apples to apples.
I'm guessing I'll see very few (if any) twin screw graphs posted, because the only one available at this time is the recently introduced E-Force. Nevertheless, seeing several centrifugal dyno graphs would still be helpful and informative.
If you have a dyno graph chart of your supercharged C7, please post it here. Thanks.
Mariano (Alfie)
in first gear then hitting each shift. You are always above the "low tq numbers" your talking about.
Rather more important is the pulling power in the upper RPM's much like a cam install. High Tq cams in the low RPM's are slower.
Than the cams that makes better high RPM number Ie Horsepower.
Thread Starter
Pro
Joined: Jan 2013
Posts: 553
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From: Shelby Twp - Metro-Detroit, Michigan
Your low end numbers end in a split second. Then once you hit 6500
in first gear then hitting each shift. You are always above the "low tq numbers" your talking about.
Rather more important is the pulling power in the upper RPM's much like a cam install. High Tq cams in the low RPM's are slower.
Than the cams that makes better high RPM number Ie Horsepower.
in first gear then hitting each shift. You are always above the "low tq numbers" your talking about.
Rather more important is the pulling power in the upper RPM's much like a cam install. High Tq cams in the low RPM's are slower.
Than the cams that makes better high RPM number Ie Horsepower.
Yes, that is correct, but that applies to someone who is racing. I once raced (drag) an 8000 rpm small block with 5:86 final gear; I understand the use of top end power in high rpm racing applications.
What I failed to mention in my OP is: I will not race this C7. Therefore, I want tons of low rpm torque. Bottom end "seat-of-your-pants" torque is fun and preferred on the street.
My brother's Whipple GT 500 makes 700 HP, and would beat my my 650 HP 2010 Magnacharged Camaro in a 1/4 mile, but even he would admit, my Camaro was much more fun to drive on the street. The difference? At 3000 rpm, my Camaro pulled over 100 ft lbs more torque that his Mustang. Torque baby! Much more enjoyable on the a** dyno.
Thanks for your input.
Mariano (Alfie)
Last edited by Mariano; Sep 1, 2014 at 11:05 AM.
Team Owner
Joined: Mar 2005
Posts: 20,933
Likes: 905
From: salem OR
Yes, that is correct, but that applies to someone who is racing. I once raced (drag) an 8000 rpm small block with 5:86 final gear; I understand the use of top end power in high rpm racing applications.
What I failed to mention in my OP is: I will not race this C7. Therefore, I want tons of low rpm torque. Bottom end "seat-of-your-pants" torque is fun and preferred on the street.
My brother's Whipple GT 500 makes 700 HP, and would beat my my 650 HP 2010 Magnacharged Camaro in a 1/4 mile, but even he would admit, my Camaro was much more fun to drive on the street. The difference? At 3000 rpm, my Camaro pulled over 100 ft lbs more torque that his Mustang. Torque baby! Much more enjoyable on the a** dyno.
Thanks for your input.
Mariano (Alfie)
What I failed to mention in my OP is: I will not race this C7. Therefore, I want tons of low rpm torque. Bottom end "seat-of-your-pants" torque is fun and preferred on the street.
My brother's Whipple GT 500 makes 700 HP, and would beat my my 650 HP 2010 Magnacharged Camaro in a 1/4 mile, but even he would admit, my Camaro was much more fun to drive on the street. The difference? At 3000 rpm, my Camaro pulled over 100 ft lbs more torque that his Mustang. Torque baby! Much more enjoyable on the a** dyno.
Thanks for your input.
Mariano (Alfie)
ButI like the face distorting pull of the upper range pulling power
that a centri provides.
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Thread Starter
Pro
Joined: Jan 2013
Posts: 553
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From: Shelby Twp - Metro-Detroit, Michigan
More to the point. You are in Oregon and I'm in Michigan. That makes Nebraska about the mid-point, right? There are a lot of long straight roads in the corn fields of Nebraska. I'll meet you there and we'll have a "twin screw vs centrifugal drag show down".
It's on! Best two out of three.
Mariano (Alfie)
Last edited by Mariano; Sep 1, 2014 at 11:59 PM.
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Racer
Joined: Apr 2014
Posts: 463
Likes: 14
I have a ecs kit on my c7 and had a 03 cobra with a whipple on e85. The cobra felt much faster even tho they are probably close to the same. I live the sound of the novi 1500 and it pulls really hard in the upper rpms. All personal preference but the termi felt faster.
Thread Starter
Pro
Joined: Jan 2013
Posts: 553
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From: Shelby Twp - Metro-Detroit, Michigan
I have a ecs kit on my c7 and had a 03 cobra with a whipple on e85. The cobra felt much faster even tho they are probably close to the same. I live the sound of the novi 1500 and it pulls really hard in the upper rpms. All personal preference but the termi felt faster.
When you talk about the sound that you love, are you talking about the sound at wide open throttle, or are you referring to the blow off valve sound at low throttle high vacuum? Is the BOV loud at idle...at cruise?
Mariano
Racer
Joined: Apr 2014
Posts: 463
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Im referring to the bov. I got the louder one and it sounds like a jet cruising around at 2-3k rpms and when you let off. Doing a burnout it just sounds nasty.