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Old 05-20-2013, 09:20 PM   #225
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I agree! You and your lowly 9.8x car will be irrelevant and forgotten in history soon enough
It got slower. Only went 9.9 on Saturday. Between belt slippage and tire spinnage I almost burned it. I miss my turn key 10.0 car.
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Old 05-20-2013, 10:43 PM   #226
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So far zero belt slip on the LPE unit, running OD crank with a 2.95 pulley, zero slip. Stupid hard to install and align everything though

Ended up having to custom mill 2 separate alternator brackets to get it to work, and a custom spacer for the tensioner. Did I mention I had to pay $600 for another water pump too?
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Old 05-21-2013, 12:01 AM   #227
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So far zero belt slip on the LPE unit, running OD crank with a 2.95 pulley, zero slip. Stupid hard to install and align everything though

Ended up having to custom mill 2 separate alternator brackets to get it to work, and a custom spacer for the tensioner. Did I mention I had to pay $600 for another water pump too?
That is why I'll be dumping the 2300 in favor of a Whipple at some point. Doesn't make sense to dump another $4k plus into a blower that will be still over the efficiency point. For that much money I can be close to getting a Whipple.
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Old 05-21-2013, 12:03 AM   #228
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Yeah, I like the Magnacharger though, it's a good unit. I will run the 1" spacer soon and just direct port it, if that isn't enough I'll just go centri or something. But with a turbo 400 and possibility of a 400 shot, I bet I could crack off some good slips.
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Old 05-21-2013, 12:07 PM   #229
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It got slower. Only went 9.9 on Saturday. Between belt slippage and tire spinnage I almost burned it. I miss my turn key 10.0 car.
hmmm...is it reverting back to 10's?
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Old 06-04-2013, 06:53 AM   #230
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I got the pleasure of seeing this car Saturday afternoon at Smash burger, and the car is awesome to say the least, what a beautiful ride/build..

Was I jealous? Damn right I was!!
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Old 06-04-2013, 09:31 AM   #231
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Finally on the rollers today! We start at 1:00 sharp, I'll have pics and vids as we go!
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Old 06-04-2013, 10:40 PM   #232
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http://youtu.be/uHRlwfY5krU

606rwhp and 715rwtq is all she had, belt slip on the big end and running out of air meant that the big beast of a motor couldn't give anymore. Bigger and better things to come for sure, possibility of chasing the fastest IRS camaro is now in range, although a new blower and turbo 400 will be done by then. Peak torque at 2700rpm though! Thanks to Clint at AIR for the tune!
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Old 06-04-2013, 10:51 PM   #233
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Measly 715rwtq......


Yeah right! Those numbers are awesome!!!!!
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Old 06-04-2013, 11:58 PM   #234
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Just wish the blower had a little more to give!

All in all I'm pretty satisfied with it though, lighting the tires at 80+ is pretty cool I guess
She did do a burnout on the dyno too!
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Old 06-13-2013, 06:41 PM   #235
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Hope you get it figured out soon... Something definitely not right with that HP number
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Old 06-25-2013, 07:31 PM   #236
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Did you ever end up getting the cage done?
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Old 06-25-2013, 11:51 PM   #237
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Nada, don't need one when you're this slow
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Old 06-26-2013, 12:02 AM   #238
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Hope you get it figured out soon... Something definitely not right with that HP number
Definitely needs the thermal spacer and larger TB for more breathing! I'm also betting you (Jeremy/2SS45th) need the extra LPE idler pully. Get the front belt as tight as possible..... hold the tensioner full tilt and have a 2nd person slide the idler pully below the front jackshaft as tight as possible. Make sure the bolt is nice and tight..... slid mine right over 1st time I adjusted just before racing and thought it was tight enough (marked with tape to verify it wasn't sliding over). You can also get the larger idler pully for more belt wrap. Don't forget to retighten after belt is broken in too.... I was slipping in the rear, but hadn't retightened after being new (was a "oh duh" moment). But you went rear cog didn't you? I went 14 rib with the extra idler tensioner for the rear.

I'm doing everything possible to get rid of heat (other than hood) to lower IATs. Not using the rear hood seal, huge engine oil cooler, remote tranny cooler, 2" ceramic coated headers and mids, ported lower Maggie plenum (also ceramic coated), 1/2" thermal spacer system, thermal sleeves on SC coolant hoses around engine, 1 gal LPE SC coolant tank, Torq dual pass HE with dual fans, wrapped exhaust around rear diff, race CAI scoop, insulated rotofab CAI enclosure, water wetter & low coolant percent, higher volume SC coolant pump.
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