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I'm trying to see if he is expecting me to believe it took that timing on 91 at that power level.
You shouldn't have any problem running those timing numbers Joe (but make no mistake it's pushed right to the knock limit), the boost only peaks to that at 7K, from the plot you can see that it's only about 14psi at 6500 with an IAT of 102F.
We put a fair amount of work into this system to maintain cyl to cyl distribution like we did on the TVS 2650 COPO units. Easier to make power when all 8 cylinders receive close to the same amount of airflow and temperature and all knock at about the same point.
More questions regarding post #45:
Did the 1740 and 2300 blowers also have the 102mm TB? I’m guessing not by the low 1740 dyno number that I’ve seen people hit with 87mm throttle bodies. Inlet restrictions are a big deal on PD blowers.
No, the 1740 was the baseline on the completely stock car / cal and the TVS 2300 (on 91 oactane) was also running a stock throttle, the TVS 2650 was running a 103mm throttle, it accounts for about an 11hp gain at this power level, but I can't see purchasing a TVS2650 and running a stock throttle. It really should have a 112mm on it, 103mm is good size for a TVS2300.
If we’re trying to compare actual blower efficiency and ability to make power between the 3 blowers, why aren’t we testing the 3 blowers at the same boost level? If the short block and exhaust system are the same, then the restrictions are the same to making power. All 3 of these blowers can play in this 600-700 HP range, so it’d be nice to see apples-to-apples.
The real goal is how much power can be made on the fuel being used (in this case 91). I iterated boost / timing to achieve the best power possible with both combinations (2300 and 2650). My team designed the TVS1740 (initially a TVS1650) for the Z06 - I know that blower very well and have always felt from my first meeting with GM that it was a bit small for the Z06 application, I didn't care to spend any additional time with that unit, I much prefer the driving characteristic of the 2300 and even more so with the 2650.
By just adding a 2650 blower, why can we now spin the short block several hundred rpm more? Did valve springs get changed too with the 2650? We know the 2300 is capable of making more power than shown above for sure if pullied correctly, so why are we stopping it short? Doesn’t seem like a fair comparison IMO.
This engine is a completely stock LT4 with 35K on the clock. The TVS 2300 is a 900RWHP blower, the TVS 2650 is a 1200 RWHP blower. With 91 octane on the TVS2300 power peaked at 6500-6600 because of the A/F ratio, ign timing, and cam timing driven by the knock limit. With water/meth added to the 91 octane this car (TVS2300) made 741 RWHP at 6900 RPM (See plot above) The TVS2650 runs a much slower speed which moved the peak efficiency of the SC up the engine rpm range (and consumes less power). As long as the tune is not limited by fuel or knock and you can approach MBT timing, the LT4 pulls nicely up to 7K.
Does the 2650 box come with all hardware necessary to make it fit ? Coil relocation, hoses and so on? Also in the 3rd video it was mentioned there are two MAT , one is calculated and is real-time,,, can someone explain and how the real-time can be the one used by the ecu? Would have been nice to test 93 as well to see what it gets with the extra octane
Does the 2650 box come with all hardware necessary to make it fit ? Coil relocation, hoses and so on? Also in the 3rd video it was mentioned there are two MAT , one is calculated and is real-time,,, can someone explain and how the real-time can be the one used by the ecu? Would have been nice to test 93 as well to see what it gets with the extra octane
The real time one is what the ECU uses, you just want to make sure that is the one you're logging when looking at IAT performance.
The full LT4 TVS2650 kit will start shipping in about 3-4 weeks - it includes all of the necessary hardware and instruction for installing the TVS2650.
All the installs to date (like the one in this thread) have been done by highly competent shops who have the capability to make the necessary installation components.
You can also contact one of these shops (like Cordes) who can easily do the install without the full kit.
I understand the pull of everyday available 91 octane, but it is so much safer to run e85.
LOVE E85, but on the stock Z06 fuel system with the TVS2650 I start losing rail pressure at 6200 RPM, I'm down to 2500psi at 6500rpm and end at 1800psi at 7000rpm - even with leaning A/F ratio slightly from 12.0 to 12.5 at the 7K trying to maintain rail pressure. Having enough capacity for E85 is impossible on a stock vehicle.
Now upgrade the fuel system and run E85 - well that's where this thread started - with Cordes making 1000 RWHP - and I'm sure more when they add a bigger pump!
Mike, in your video of the 2650 it showed the MAT reducing with speed, how did the 2300 do compared to that? I have logged mine and it goes upto 180 by end of 4th. my IC tank has two little bubbles on top.
LOVE E85, but on the stock Z06 fuel system with the TVS2650 I start losing rail pressure at 6200 RPM, I'm down to 2500psi at 6500rpm and end at 1800psi at 7000rpm - even with leaning A/F ratio slightly from 12.0 to 12.5 at the 7K trying to maintain rail pressure. Having enough capacity for E85 is impossible on a stock vehicle.
Now upgrade the fuel system and run E85 - well that's where this thread started - with Cordes making 1000 RWHP - and I'm sure more when they add a bigger pump!
07-16-2019, 07:58 PM
Pump is in!
literally like stock with our setup and tuning 
