TVS 2650R Questions
11-08-2018, 01:11 PM
#1
Le Mans Master
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TVS 2650R Questions
Looking for more info from owners or tuners who have experience with this setup. What are the potential gains? How much additional work or modifications are needed to install the unit on a Z06, etc..
Thanks
Thanks
11-08-2018, 01:23 PM
#2
Give Crawford Racing a call, Chris does not seem to frequent the forum often enough to answer before others, who will only speculate, will answer.
According to reputable sources, he is lightyears ahead and about to release a complete package that works. He is busy making real progress at all times, so we try to avoid bothering him, but he is a very polite and knowledgeable person.
According to reputable sources, he is lightyears ahead and about to release a complete package that works. He is busy making real progress at all times, so we try to avoid bothering him, but he is a very polite and knowledgeable person.
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Competition.Carbon (11-08-2018)
11-08-2018, 06:52 PM
#3
Drifting
The maggy design doesnt allow room for port injection, so you'll be fuel limited with that set up. 800-850whp meth dependent.
Better options if thats your end game power wise.
Better options if thats your end game power wise.
11-08-2018, 07:00 PM
#4
Melting Slicks
Total heresy? I've yet to See anything other than speculation about lacking ability for port. Source?
11-08-2018, 07:48 PM
#5
Drifting
Seen a few comments on it from SHOPS in attendance. Hopefully it isn't true, for the folks sakes who've been waiting years.
11-08-2018, 08:33 PM
#6
I’ll update if Chris Crawford has any news. I’m in communication with him closely. LT5 2650 should be in his possession this or next week. He has all of the other nessesry parts worked out. Combo with his port injection fuel kit, this thing can actually get that magical 1000-1300whp without doing a low fuel side kit.
Looking to bolt the kit up to a 416 for my own car. I want 1000whp on E85 and best number on pump 91 reliably.
Oh yeah, boost by gear and rpm for the win! Electronic bypass valve and throttle body are keys to handle this kind of power in the low rev!
Khoa
Looking to bolt the kit up to a 416 for my own car. I want 1000whp on E85 and best number on pump 91 reliably.
Oh yeah, boost by gear and rpm for the win! Electronic bypass valve and throttle body are keys to handle this kind of power in the low rev!
Khoa
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HessViper (11-09-2018)
11-08-2018, 11:58 PM
#7
Team Owner
He said to use the 2300. I do think it is closer to release but people need to know it a huge power adder which will need a lot of supporting mods to do anymore than what the 2300 does. But it is the real thing for going to big hp. So I say gauge your budget or your willing ness to chase more hp.
Sometimes less expense is more value.
11-09-2018, 01:48 PM
#8
Melting Slicks
All good once it hits the market sometime after MARCH! I was looking at using it about a year ago rumors of soon release were heard . I emailed Tim Clifton sales at Magnuson.
He said to use the 2300. I do think it is closer to release but people need to know it a huge power adder which will need a lot of supporting mods to do anymore than what the 2300 does. But it is the real thing for going to big hp. So I say gauge your budget or your willing ness to chase more hp.
Sometimes less expense is more value.
He said to use the 2300. I do think it is closer to release but people need to know it a huge power adder which will need a lot of supporting mods to do anymore than what the 2300 does. But it is the real thing for going to big hp. So I say gauge your budget or your willing ness to chase more hp.
Sometimes less expense is more value.
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BillY2KFRC (11-09-2018)
11-09-2018, 02:43 PM
#9
Team Owner
11-09-2018, 03:56 PM
#10
Drifting
I’ll update if Chris Crawford has any news. I’m in communication with him closely. LT5 2650 should be in his possession this or next week. He has all of the other nessesry parts worked out. Combo with his port injection fuel kit, this thing can actually get that magical 1000-1300whp without doing a low fuel side kit.
Looking to bolt the kit up to a 416 for my own car. I want 1000whp on E85 and best number on pump 91 reliably.
Oh yeah, boost by gear and rpm for the win! Electronic bypass valve and throttle body are keys to handle this kind of power in the low rev!
Khoa
Looking to bolt the kit up to a 416 for my own car. I want 1000whp on E85 and best number on pump 91 reliably.
Oh yeah, boost by gear and rpm for the win! Electronic bypass valve and throttle body are keys to handle this kind of power in the low rev!
Khoa
11-09-2018, 04:01 PM
#11
Melting Slicks
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There had to be some compromise to get this thing to fit under the low hood. Another consideration no one seems to be making is the super low blower lid above the intercooler bricks. While the bricks are enormous, there is very little room for airflow to reach the rear of the lid. This won't matter for some, but could be a big issue for others.
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HessViper (11-09-2018)
11-09-2018, 06:33 PM
#12
There had to be some compromise to get this thing to fit under the low hood. Another consideration no one seems to be making is the super low blower lid above the intercooler bricks. While the bricks are enormous, there is very little room for airflow to reach the rear of the lid. This won't matter for some, but could be a big issue for others.
11-09-2018, 06:40 PM
#13
All Edelbrock and Magnuson and LT5 blowers are based with TSV 2650 cores
11-09-2018, 07:48 PM
#14
11-11-2018, 01:41 PM
#15
Former Vendor
Sorry guys, been pretty crazy once we got back from SEMA getting things caught back up this week. Didn't have much time for the forum. Anybody needing to reach me can do it direct at chris@crawford-racing.com or give me a call at (919) 454-3178 and I will answer any questions.
Unfortunately the current Maggie 2650 being flashed around does not have port injector provisions, and will really limit it's capabilities. Along with it's low profile manifold design. Yes it does fit under the stock hood, but that is a huge compromise in design and performance for that. Now there is a market for the C7 guys that don't want to mess with changing the hood and only want a better blower then the stock 1.7. You will still be met with the fuel system limitations, not ideal manifold port distribution and marginal intercooling. Again if your goal is to have a blower that fits under the stock hood and is strung out on a meth crutch, then that's fine too.
One important thing everyone should ask themselves is, why would GM spend MILLIONS of dollars in design, development and tooling for body panels and the big supercharger for the LT5 ZR1, if they could just stuff the bigger 2650 rotor pack in a low profile housing and keep the same ZO6 hood? If it didn't meet their relatively small goal of 755 crank horsepower of doing such, why would anyone think that the Maggie 2650 is going to be the saving grace?
As some have mentioned, I have jumped headfirst into the LT5 2650 supercharger since it was first talked about. Some companies have seen the internal electronic bypass valve as a major hurdle, I have embraced it. We designed and built an interface (similar to our LT throttle body interface) that will allow our port injection controller's to utilize and control that bypass valve. That allows us to have precise boost control from the roots blower, we are able to limit the boost in the lower gears and as traction is limited. It still functions as intended at idle and cruise, bypassing the boost created by the compressor when it is not needed.
We gain even more control when it is combined with our spark control kit as well. Obviously we are very excited about the integrated port injection, and works perfectly with the rest of our controller kits.
The C7 ZO6 LT5 2650 kits are done, we are still finalizing fitments on the CTS-V's and ZL1's. These blowers will bolt right on to any LT4 head. The existing HPFP and DI injectors are retained. A low pressure fuel pump upgrade will be needed for 1000+ RWHP combos on E85, just as with any power adder on these platforms.
We have a variety of upper and lower pulley combinations ready to go as well. Boost levels of 20+ psi.
This is a clean sheet design of a supercharger, with not much in the lines of compromises. The potential of this thing is quite impressive.
Unfortunately the current Maggie 2650 being flashed around does not have port injector provisions, and will really limit it's capabilities. Along with it's low profile manifold design. Yes it does fit under the stock hood, but that is a huge compromise in design and performance for that. Now there is a market for the C7 guys that don't want to mess with changing the hood and only want a better blower then the stock 1.7. You will still be met with the fuel system limitations, not ideal manifold port distribution and marginal intercooling. Again if your goal is to have a blower that fits under the stock hood and is strung out on a meth crutch, then that's fine too.
One important thing everyone should ask themselves is, why would GM spend MILLIONS of dollars in design, development and tooling for body panels and the big supercharger for the LT5 ZR1, if they could just stuff the bigger 2650 rotor pack in a low profile housing and keep the same ZO6 hood? If it didn't meet their relatively small goal of 755 crank horsepower of doing such, why would anyone think that the Maggie 2650 is going to be the saving grace?
As some have mentioned, I have jumped headfirst into the LT5 2650 supercharger since it was first talked about. Some companies have seen the internal electronic bypass valve as a major hurdle, I have embraced it. We designed and built an interface (similar to our LT throttle body interface) that will allow our port injection controller's to utilize and control that bypass valve. That allows us to have precise boost control from the roots blower, we are able to limit the boost in the lower gears and as traction is limited. It still functions as intended at idle and cruise, bypassing the boost created by the compressor when it is not needed.
We gain even more control when it is combined with our spark control kit as well. Obviously we are very excited about the integrated port injection, and works perfectly with the rest of our controller kits.
The C7 ZO6 LT5 2650 kits are done, we are still finalizing fitments on the CTS-V's and ZL1's. These blowers will bolt right on to any LT4 head. The existing HPFP and DI injectors are retained. A low pressure fuel pump upgrade will be needed for 1000+ RWHP combos on E85, just as with any power adder on these platforms.
We have a variety of upper and lower pulley combinations ready to go as well. Boost levels of 20+ psi.
This is a clean sheet design of a supercharger, with not much in the lines of compromises. The potential of this thing is quite impressive.
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Shinobi'sZ (11-27-2018)
11-11-2018, 02:59 PM
#16
I think with the likes of Kwong and Crawford working on it the LT5 supercharger is going to be a great performer. Will be interesting to see how the Edelbrock unit will do and what Whipple can do with the Gen 5 blower. Interesting times for the aftermarket world for the LT engines!
Crawford, what sort of control is the electronic bypass going to give? Will it literally be 100% boost control? Is this going to tie into things like traction control as well? Maybe e% as well? Sounds really interesting similar to what OEMs are doing with the turbo engines as well!
Crawford, what sort of control is the electronic bypass going to give? Will it literally be 100% boost control? Is this going to tie into things like traction control as well? Maybe e% as well? Sounds really interesting similar to what OEMs are doing with the turbo engines as well!
Last edited by chuntington101; 11-11-2018 at 03:03 PM.
11-11-2018, 03:02 PM
#17
Melting Slicks
Sorry guys, been pretty crazy once we got back from SEMA getting things caught back up this week. Didn't have much time for the forum. Anybody needing to reach me can do it direct at chris@crawford-racing.com or give me a call at (919) 454-3178 and I will answer any questions.
Unfortunately the current Maggie 2650 being flashed around does not have port injector provisions, and will really limit it's capabilities. Along with it's low profile manifold design. Yes it does fit under the stock hood, but that is a huge compromise in design and performance for that. Now there is a market for the C7 guys that don't want to mess with changing the hood and only want a better blower then the stock 1.7. You will still be met with the fuel system limitations, not ideal manifold port distribution and marginal intercooling. Again if your goal is to have a blower that fits under the stock hood and is strung out on a meth crutch, then that's fine too.
One important thing everyone should ask themselves is, why would GM spend MILLIONS of dollars in design, development and tooling for body panels and the big supercharger for the LT5 ZR1, if they could just stuff the bigger 2650 rotor pack in a low profile housing and keep the same ZO6 hood? If it didn't meet their relatively small goal of 755 crank horsepower of doing such, why would anyone think that the Maggie 2650 is going to be the saving grace?
As some have mentioned, I have jumped headfirst into the LT5 2650 supercharger since it was first talked about. Some companies have seen the internal electronic bypass valve as a major hurdle, I have embraced it. We designed and built an interface (similar to our LT throttle body interface) that will allow our port injection controller's to utilize and control that bypass valve. That allows us to have precise boost control from the roots blower, we are able to limit the boost in the lower gears and as traction is limited. It still functions as intended at idle and cruise, bypassing the boost created by the compressor when it is not needed.
We gain even more control when it is combined with our spark control kit as well. Obviously we are very excited about the integrated port injection, and works perfectly with the rest of our controller kits.
The C7 ZO6 LT5 2650 kits are done, we are still finalizing fitments on the CTS-V's and ZL1's. These blowers will bolt right on to any LT4 head. The existing HPFP and DI injectors are retained. A low pressure fuel pump upgrade will be needed for 1000+ RWHP combos on E85, just as with any power adder on these platforms.
We have a variety of upper and lower pulley combinations ready to go as well. Boost levels of 20+ psi.
This is a clean sheet design of a supercharger, with not much in the lines of compromises. The potential of this thing is quite impressive.
Unfortunately the current Maggie 2650 being flashed around does not have port injector provisions, and will really limit it's capabilities. Along with it's low profile manifold design. Yes it does fit under the stock hood, but that is a huge compromise in design and performance for that. Now there is a market for the C7 guys that don't want to mess with changing the hood and only want a better blower then the stock 1.7. You will still be met with the fuel system limitations, not ideal manifold port distribution and marginal intercooling. Again if your goal is to have a blower that fits under the stock hood and is strung out on a meth crutch, then that's fine too.
One important thing everyone should ask themselves is, why would GM spend MILLIONS of dollars in design, development and tooling for body panels and the big supercharger for the LT5 ZR1, if they could just stuff the bigger 2650 rotor pack in a low profile housing and keep the same ZO6 hood? If it didn't meet their relatively small goal of 755 crank horsepower of doing such, why would anyone think that the Maggie 2650 is going to be the saving grace?
As some have mentioned, I have jumped headfirst into the LT5 2650 supercharger since it was first talked about. Some companies have seen the internal electronic bypass valve as a major hurdle, I have embraced it. We designed and built an interface (similar to our LT throttle body interface) that will allow our port injection controller's to utilize and control that bypass valve. That allows us to have precise boost control from the roots blower, we are able to limit the boost in the lower gears and as traction is limited. It still functions as intended at idle and cruise, bypassing the boost created by the compressor when it is not needed.
We gain even more control when it is combined with our spark control kit as well. Obviously we are very excited about the integrated port injection, and works perfectly with the rest of our controller kits.
The C7 ZO6 LT5 2650 kits are done, we are still finalizing fitments on the CTS-V's and ZL1's. These blowers will bolt right on to any LT4 head. The existing HPFP and DI injectors are retained. A low pressure fuel pump upgrade will be needed for 1000+ RWHP combos on E85, just as with any power adder on these platforms.
We have a variety of upper and lower pulley combinations ready to go as well. Boost levels of 20+ psi.
This is a clean sheet design of a supercharger, with not much in the lines of compromises. The potential of this thing is quite impressive.
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Shinobi'sZ (11-27-2018)
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HessViper (11-12-2018)
11-11-2018, 03:27 PM
#19
Melting Slicks
The guy continues to impress! He has helped me (indirectly) a great deal along in trying to get the most out of my single turbo C7 Z06 build. I look forward to seeing what he can do with the LT5 blower on the various applications that can make use of it.
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HessViper (11-12-2018)
11-12-2018, 03:39 AM
#20
