Blue by U

I've noticed all the tuner/shops are running the kong ported blower. My question is, has anyone just done ported blower to see results for it only?? All the ones im seeing has upper pulley done at same time. Im thinking that most of the power increase is from pulley. I've seen that kong claims up to 50 rwhp, and i know supporting mods can make every car different.

Ninetres

In general, you will lose pressure on a porter blower, without a pulley change. So any gains in airflow, would be negated by loss of pressure to some extent. That’s why the pulley usually goes hand-in-hand.....to minimally raise the boost back up to the unported PSI.

DTOM

Andrew at CSP put out a great video on the Kong ported blower - albeit on a ZL1


After much research and talking with my shop on LT4 blower porting, I decided to go with Jokerz Performance.

https://www.facebook.com/jokerzperformance/

Mods:
AFE Intake
NW 103 TB
Ported Blower
18% lower
ARH 2" long tubes
100 octane tune
700rwhp / 740rwtq

I think 93 pump was 680rwhp.

Greg@KongPerformance

This is not correct, not correct as a blanket statement at least. If done properly, you will see an increase in boost with a ported LS/LT blower, as we do with all of ours. The faster it is being spun, the larger the gain you will see when ported. Here is a back to back comparison with a Ported LT5. No other changes whatsoever other than the port work. Same intake, pulley, and tb.

Ninetres

Is the boost log or curve on there?

Greg@KongPerformance

There is no easy way to tap in for a boost reference on the LT5, so it is not plotted on the Dyno sheet.

Ninetres

I didn’t mean to insinuate the car wouldn’t make more power, but it’s news to me that the porting would INCREASE the psi.

Id love to see some data on a showroom stock ZR1, with a ported blower being the only mod. I wouldn’t have been surprised that it picks up power, but would have been surprised that the boost level measured higher!

Blue by U

So, about 45 rwhp on a 1,000 rwhp car?

Greg@KongPerformance

This setup still had a stock 95mm throttle and a 4" intake severely restricting the inlet side of the supercharger. The port on the inlet side of the blower can only gain so much if you keep the bottle necks in front of it. A larger intake and a 112mm throttle was added after, but we did this just for testing purposes. With those restrictions in front of the port still in place, that is an impressive gain. We currently have at least 3 of our ported LT5s making over 1100rwhp that I know of and all of them are currently matched up with a 112mm throttle and a bigger intake. The gains become highly impressive when you take care of improving flow to the whole inlet with a bigger intake, bigger throttle, and ported blower to completely relieve the inlet side of the supercharger of all of its major restrictions.

Blue by U

What was the gain after the 112 TB and 5in intake?

Greg@KongPerformance

52rwhp gained with the intake and 112mm added. So roughly 100rwhp gained total from our CNC port, intake, and Tb change on this car.

Blue by U

Thats a lot from that. Have you guys finished your 5in intake for the lt5 yet?

Greg@KongPerformance

The molds are being finished right now. Soon !!! The 112 Nick williams throttls are available now and we offer a billet double o ring adapter that bolts right on to make it all fit.

Bigjsn250

Best case is always a drop in PSI with an increase in HP/TQ.

Pressure (PSIG) is a measurement of restriction post blower. Anything you do to increase airflow at or pre-blower will make the restriction worse, thus increasing PSI. You do not want increased PSI, you want increased VE (Volumetric efficiency). Increases in pressure coincide with increases in heat. In a perfect world where cost was not an issue you would reduce restrictions pre-blower, make the blower have more displacement and adjust the heads/cam/exhaust (post blower stuff) so you can make more HP/TQ at stock boost levels. This can be seen with the new ZR1 engine vs ours. So we port our blowers and then because we can only go so big we spin them faster. Both heat and the rules of diminishing returns comes into play when spinning a blower faster so there is a VE limit. What do you do when you reach the VE limit of restriction elimination (i.e. bolt on's, cam, heads, port work etc), you add nitrous.

What happens when all the restrictions are removed and you add nitrous, normally you have an extremely fast car that if pushed will find the mechanical limits of the head studs and/or other internal parts.

NicD

A blower that is ported correctly will always show an increase in boost with all other variables kept the same, if it didn't you really wouldn't see any gains. It's certainly not going to drop that's for sure.

Blue by U

What is the material being used for it? Carbon fiber or a plastic or both?