12-13-2016, 08:13 AM | #1 |
Drives: 2011 rjt Camaro SS Join Date: Sep 2016
Location: Fort Worth, Texas
Posts: 72
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Maggie tvs2300 users get in here!
Magnuson tvs2300 What is your set up and how much power did it put down?
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12-14-2016, 11:21 AM | #2 |
Forged 416 ls3
Jack shaft Maggie with RDS spacer ,over driven coged rear,10% over driven balancer 8 rib spinning a 3.1 pulley making 13 psi at peak. Trick flow heads CMS stage four cam on e85 697rwtq and 748hp on a mustang dyno and on a dyno jet it reads about 65 more horse. And now the TB is to small and the snout doesn't flow enough air lol
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Forged LS3 416ci, Maggie TVS2300 @ 13lbs boost, McCleod twin disc clutch, GForce 1320 nine-inch 389 gear ratio, Hurst line-lock, 750 whp 700 wtq |
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12-14-2016, 01:30 PM | #3 | |
Drives: 2010 Camaro SS Join Date: Dec 2006
Location: MN
Posts: 1,172
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12-14-2016, 08:33 PM | #4 |
Drives: Moneypit Join Date: Nov 2013
Location: Jax FL
Posts: 163
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Last time on Dyno before I fixed the belt slip(went to 10rib)
610 @ 9lbs OD rear cogs, 10%od crank, 3.3 front 850's w twin pumps Since that dyno I now run a nw102 and I run Teds tune and it holds 14lbs and duty cycle is right at 60%. Oh and it's an LSX 376. But I may be swapping to turbo just not sure yet as I love the instant boost. |
12-15-2016, 12:50 AM | #5 | |
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the TB is to small now. But the stock heads started pushing water at 14lbs so it was either fix the old or buy new. And I don't think price wise after having the old heads fixed and ported was much different than just getting TF heads. And I did bump up in CI plus went with a larger cam and it only made 50 more horse. So hard to tell but I can tell you it wants a whole lot more air.
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Forged LS3 416ci, Maggie TVS2300 @ 13lbs boost, McCleod twin disc clutch, GForce 1320 nine-inch 389 gear ratio, Hurst line-lock, 750 whp 700 wtq |
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12-15-2016, 06:47 AM | #6 |
Drives: 2010 SS/RS LS3 M6 Join Date: Apr 2011
Location: Kansas
Posts: 693
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JRE Tuned stock bottom end and stock heads, rough idle cam, kooks headers, Maggie Max 2 (1/2" spacer, NW 102, ported tub), OD rear cog, 10% OD crank, 3.4 pulley, 13.5 psi, LC32 Billet Inlet, LC32 double wrap pulley bracket, Forced Induction Chiller, CAI, Squash twin pump system, E85, 843rwhp/803tq Dyno jet, Mustang -43rwhp.
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12-15-2016, 07:37 AM | #7 | |
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Forged LS3 416ci, Maggie TVS2300 @ 13lbs boost, McCleod twin disc clutch, GForce 1320 nine-inch 389 gear ratio, Hurst line-lock, 750 whp 700 wtq |
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12-15-2016, 07:44 AM | #8 | |
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Forged LS3 416ci, Maggie TVS2300 @ 13lbs boost, McCleod twin disc clutch, GForce 1320 nine-inch 389 gear ratio, Hurst line-lock, 750 whp 700 wtq |
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12-15-2016, 09:39 AM | #9 |
Drives: 2010 SS/RS LS3 M6 Join Date: Apr 2011
Location: Kansas
Posts: 693
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NW102= 25rwhp
LC32 Inlet= 65rwhp/tq, it's not just a big opening, it's well thought out and has a ramped floor that feeds the rotors, see pictures in my garage, I sent H-E a picture and he copied it and is trying to act like it's something he came up with to unsuspecting customers, but he didn't, it's left coast 32's concept and it works. |
12-15-2016, 09:46 AM | #10 | |
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Forged LS3 416ci, Maggie TVS2300 @ 13lbs boost, McCleod twin disc clutch, GForce 1320 nine-inch 389 gear ratio, Hurst line-lock, 750 whp 700 wtq |
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12-15-2016, 10:53 AM | #11 |
Drives: 2010 SS/RS LS3 M6 Join Date: Apr 2011
Location: Kansas
Posts: 693
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Well not quite 2k, more like 1.4k lol (well that was when I got my NW102/LC32 Inlet)
The inlet makes the blower way more efficient (pulls all the way to 7k with no drop off) and the throttle response picks up a bunch also. Last edited by swiftkart; 12-15-2016 at 01:32 PM. |
12-16-2016, 10:29 AM | #12 |
Drives: 2013 ZL1 A6 Camaro Join Date: Jun 2013
Location: Florida
Posts: 171
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Man I need one of these bad, but im just hoping to 500RWHP
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2013 ZL1 Camaro A6. ARH Headers, K&N intake, Tuned by Tampa Tuning
2014 V6 Camaro bolt ons and E85 Tuned by Tampa Tuning |
12-16-2016, 11:01 AM | #13 |
Drives: 10 LS3 2SSRS IOM,21 ZLE Wild Cherry Join Date: Aug 2009
Location: Denver
Posts: 2,126
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Most recent dyno from 7/30/16: (no dyno fans & on portable Dynojet)
elevation in Laramie, Wyoming is 7165 and boost was about 14 psi... so about 17.5 at sea level Pull one with "109" shot: 836.8 RWHP, 924.13 RWTQ with dyno pull over at 5900 rpm (seemed like rev limiter, but was N20 shutting off at 140 mph due to my track settings)... so probably about 860 RWHP on this dyno day Pull two with "109" shot: 842 HP, 900 TQ ~20-25 less on each with heat soak Pull three with no N20 and heat soak: 677 HP, 656 TQ Setup is 10/14 rib pulley system, double pinned jackshaft pulleys, 16% rear overdrive, 8" balancer (6% OD), and 2.95" front jackshaft pulley, 1/2" RDS thermal blower spacer with direct port injection N20 (flowed for basically 50/100/150/200/250/300 shot sizes), ceramic coated and ported tub, Nick Williams 102mm throttle body, Rotofab CAI, 2" ARH ceramic coated headers, 3" Corsa exaust to 2.5 around differential, 1 gal SC coolant reservoir, Torq dual pass heat exchanger with dual fans, insulated coolant tubes, squash twin fuel pumps, 1000 cc IC injectors, 91 octane fuel, LPE 9.5" diff with 3.73 gears, CF driveshaft. Most recent change is "151 shot" (weird #s because it's a bench flowed system), 2.75 front jackshaft pulley, and changed from a Rotofab CAI to a CIA brand - since the newer hood was preventing the Rotofab from sealing. Expecting about 925 HP & 1000 TQ on next dyno prior to refreshening the block for doing some "mile" events. Boost with the 2.75 pulley has been about 16.5-17 depending on weather, with elevation at 4984' .... so about 19-19.5 at sea level. Current stock cubes block has 50k semi-hard miles on it since it was forged at 5k miles. Has almost 50% leakdown on cylinder 8 when cold.... so definitely more power to be had, plus tune is much more conservative than it used to be. Planning on Trick Flow heads, 3.42 rear gears, and a large SC coolant reservoir in the trunk and dial things in after the break in period.
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LPE 650+,IOM Pearl White Rallys
860 RWHP 924 RWTQ,TVS2300 10/14 OD 2.75/NW 102mm,RDS/FLOWED "109" SHOT/LPE NCC NLP spoiler/GM splitter/Torq HE-fans/oil coolers/IC1000cc Squash twins,GT9,Coil Covers,Mats,Pedals/ADM Gauges,Race Scoop/Trunions DDS CVs,Carbon F DS/RPM L6/LPE 9.5 3.73/Pedders HD bushes,align kit RB 2-piece rotors,S/S Lines,Hawk HPE Pads/Forgeline SP3P/Weld RTS Ceramic ARH 2" LT/3" X-pipe,Corsa Touring/BMR TA,Toe,LCA,DS Loop StreetSlayer BC3/MTI Shifter-Trans mt/Hotchkis CB/Monster CC/SJM LineLock PFADT Coil Overs,Sways,Links,Mounts,SF Bushes,Camber Kit LPE Brotherhood . Last edited by Blue70SS; 12-16-2016 at 02:08 PM. |
12-16-2016, 04:06 PM | #14 | |
Drives: 2011 Syn Green Camaro Join Date: Sep 2010
Location: Dallas, Texas
Posts: 125
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Are you using a dedicated fuel cell with your direct injection setup? and what fuel pressure are you using? I'm just about to complete new LSx build with direct port and still on the fence with which boost referenced fuel pressure to go with for nitrous fueling. The fuel jets get very small when your at a 250 shot and less. Would not take very much trash in fuel to cause a disaster. Low pressure fuel ex. 7 to 10 lbs would at least require jet sizes almost twice that of high pressure 43-58 lb fuel, Have you ever looked at how small a 10, 12, 14 etc. size fuel jets is? Scary!
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New Build
5th Gen Camaro, 430ci LSx, Ported Mast 280's, E85 Flex fuel, ID1300's, Squash return, TVS 2300 w/Nitrous Outlet 250 Shot Direct Port, Nano, LPE 10/14 Rib, OD Crank, OD Rear, 2.8" upper, RDS Plate, NW102, 5" Intake, 2" ARH, PATC Built A6, BMR 15" Brake Conv. w/Drag Suspension, Front QA1 DA's, Weld S76 beadlocks & "V" Series fronts. STILL 1k too heavy!!! |
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