Your first post "Is anyone making 1,000 on a Ti?." So it sounds like your hope is to make 1k the number. With that being your goal I'm trying to give you information to achieve this goal. The TI was never designed to make 1000whp. For many many many moons people went straight to the YSI because there wasn't very many options in between. Everyone wants to go from 800whp to 1000whp plus. The YSI is not happy when slowed down and is lazy AF when doing so. YSI wants to be spun hard. Does not have that TI snap everyone grows to love. Myself included. Now there are units that will offer great inbetween characteristics. Some units that will damn near do both killer mid range and top end. So many want squeeze lemonade from a grapefruit when you don't need to anymore. This is why I recommended different head units. But I said to max out what the TI will do "your best bet is to run a short runner intake, bellmouth, put a 3gpm meth nozzle in front of the blower and pulley down hard on it to get everything from it." Short runner intakes make the most peak power. The mid runners on the fast are around 6.25" long which is alittle longer then a Holley Hi ram runner. The race runner is 3.5" which is 1" shorter then a Trinity but will offer more peak power. 3gpm meth nozzle will make the air as dense as possible to stack as much air as possible on the wheel and a bell mouth will direct the air to pull in the most cfm. One with swirl grooves should work best. In the goal of reaching your goal.

I'm not sure why you would want the limit of 55k. The big advantage to a high max impeller speed is room and adjustability with rpm and power band.

If you don't want to spin a unit faster then 55k you may look at a 2200SL. Its a self contained JT/2200HD with a lower max impeller speed. They are dated units but flow more cfm.



This is where technology has changed along with the head units. I love area under the curve power. Peak power means nothing to me. Everyone builds car and combos different. I like combo wear everything works well together and you have adjustability because what works on the dyno doesn't always work on the street.

Truthfully that's just killing brain cells. When I swapped from the V3TI to the V1TI I matched impeller speeds by going down 1 pulley size. The V1 had the same step ratio as a YSI. So I had to run a 3.33 vs a 3.47 to achieve the same speed. Dynoed the car and made identical numbers. Same dyno and same DA. 831whp. Now you would think... same wheel being spun at the same speed it would have acted the same. Nope!!!! LAZY AF!! Car slowed down to 5.3's from 5.1's. Keep in mind I was over spinning both units and up the curve the impeller speed was the same!!!! But on the V3 it made 14.7psi while the V1 made 13.5psi. Dropped down to a 3.12 later in the year and made 933whp when the car made 875whp in the same DA. Same wheel... Car was an animal! Where the V3 rolled over around 6500rpm the V1 pulled strong up to 7k. How is that possible?? Same wheel! You will get lost down a rabbit hole chasing the compressor map vs real world data. I believe in adapting with the times so while I have run old head units I have also tried what new. I'm not brand loyal.

 

So on an LS7, the TI-TRIM would be more aggressive/snappy under 6500rpm?

 

The TI will be extremely snappy and aggressive under 6500rpm on a 427.