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Old 01-17-2013, 09:26 AM   #26
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We couldn't find a cost effective way to replace the ECU, which is why I traded for a 2012. Most of the wiring harness needs to be replaced, plus you have to sync it with all the other computers and get the VIN matching done. Not very pretty.

I'm not a good one to ask about the kits because I never had one. Mine was the first twin turbo LLT and some of what was learned then when into the RX kit. Never had a kit so I can't really tell you much about any of them except to say don't set your HP desires too high. They will make more power than the stock L99 and LS3, but you won't have the lowend torque on the superchargers.

Take a look at the FI List (sticky at the top of the V6 forced induction section) and look what people are running. Then PM them for details.
Alright i will do that. Thanks and don't superchargers usually make more TQ than other FI setups?
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Old 01-17-2013, 09:30 AM   #27
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Alright i will do that. Thanks and don't superchargers usually make more TQ than other FI setups?
Depends on the supercharger. Roots style superchargers can perform as well as turbo (better if the turbo isn't sized properly), but centri superchargers build boost linearly with RPM, so they don't provide enough air flow to give you the lowend torque to match a LS motor.
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Old 01-17-2013, 10:05 AM   #28
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Ah ok i see what your saying now. Btw What size turbo's are you using?
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Old 01-17-2013, 10:18 AM   #29
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The Top mount Eaton based RX system is nearly finished and we have been running them on the caddy SRX's for several months now. The crank pulley IS keyed on the LLT & LFX.

Your choices from RX are:

Single turbo
Twin turbo
Vortech/Paxton front mount system
Top mount Eaton based.

We have 23 of the RX systems in use around the world with China growing the fastest. Have them in Russia and the UK as well.

So there are lots of choices for you.

Follow my threads and watch the videos.

You also get the tuning suite AND the cable with any RX kit to keep...yours for any logging, code clearing, tune tweaks. No returning it.

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Old 01-17-2013, 10:30 AM   #30
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Ah ok i see what your saying now. Btw What size turbo's are you using?
They are the smaller Borg Warner EFR 6258 model. Two seem to work really well for this size engine.
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647 RWHP & 726 RWTQ @18.5 psi on 93 Octane (locked converter)
1/8 mile -- 7.158 @ 102.10 (20psi); old build
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Old 01-17-2013, 10:33 AM   #31
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Quote:
Originally Posted by SC2150 View Post
The Top mount Eaton based RX system is nearly finished and we have been running them on the caddy SRX's for several months now. The crank pulley IS keyed on the LLT & LFX.

Your choices from RX are:

Single turbo
Twin turbo
Vortech/Paxton front mount system
Top mount Eaton based.

We have 23 of the RX systems in use around the world with China growing the fastest. Have them in Russia and the UK as well.

So there are lots of choices for you.

Follow my threads and watch the videos.

You also get the tuning suite AND the cable with any RX kit to keep...yours for any logging, code clearing, tune tweaks. No returning it.

what are you HP-TQ ratings on these kits? and what are the RPM's that those #'s were hit at? also whats the pricing on all the kits?
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Old 01-17-2013, 10:36 AM   #32
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They are the smaller Borg Warner EFR 6258 model. Two seem to work really well for this size engine.

I wonder if you could offset your turbos with a smaller one and then a bigger one? So that the small one will build boost fast and give the big turbo time to spool and build its boost?
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Old 01-17-2013, 10:40 AM   #33
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I wonder if you could offset your turbos with a smaller one and then a bigger one? So that the small one will build boost fast and give the big turbo time to spool and build its boost?
Are you talking about one off each exhaust manifold? If so, sure but then you have different back pressures acting on each cylinder bank. Not sure you would want to do that. Borg Warner makes some twin scroll EFRs (small and large wheels in the same unit), but they are long. You would probably be limited to a rear mount setup if you went that route. They are VERY expensive and most people think the single scroll EFRs are too pricy.
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1/8 mile -- 7.158 @ 102.10 (20psi); old build
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Old 01-17-2013, 10:54 AM   #34
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Yea those are pretty pricey... haha i just looked them up. But yea that's what i was thinking... and yea the different back pressures wouldn't be too good on the engine.
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Old 01-17-2013, 11:01 AM   #35
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Yea those are pretty pricey... haha i just looked them up. But yea that's what i was thinking... but yea the different back pressures wouldn't be too good on the engine.
I'm thinking the different back pressure might impact longevity, but hey so does adding FI to a motor that didn't come from the factory with it.

More importantly would be if it raised issues you might not be able to tune around them.
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1/8 mile -- 7.158 @ 102.10 (20psi); old build
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Old 01-17-2013, 11:30 AM   #36
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Idk if it would hurt it anymore than just plain pushing the engine to its limits?
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Old 01-17-2013, 11:41 AM   #37
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They are the smaller Borg Warner EFR 6258 model. Two seem to work really well for this size engine.
What turbos were u initially using?
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Old 01-17-2013, 11:51 AM   #38
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What turbos were u initially using?
Here's my old build thread. Turns out I got the journal bearing model instead of the ball bearing. We restricted them to much and had a failure. Then went to some even bigger ones mean for a twin SS setup until we could get the EFRs. They were very laggy.
http://camaro5.com/forums/showthread.php?t=112151
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Old 01-17-2013, 12:02 PM   #39
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Is there a major advantage for going for turbos like the borg warners or will a properly sized set of turbos do?
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Old 01-17-2013, 12:10 PM   #40
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Is there a major advantage for going for turbos like the borg warners or will a properly sized set of turbos do?
The technology in the EFRs are just amazing. The have the output of a larger turbo but spool very quickly. It allows you to make power very low in the RPM range and still have carry that all the way up to the top.
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1/8 mile -- 7.158 @ 102.10 (20psi); old build
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Old 01-17-2013, 12:16 PM   #41
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The technology in the EFRs are just amazing. The have the output of a larger turbo but spool very quickly. It allows you to make power very low in the RPM range and still have carry that all the way up to the top.
Okay, saying someone buys the efrs, would it be easier to replace thr turbos in a kit or build a turbo system from scratch?

Another thing, considering I have an llt and everyone mentions you can only get so much out of it because of fuel issues. Then would it better to go single turbo since youre going to hit that ceiling anyway? And would the efr u use be a good choice for a single turbo setup
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Old 01-17-2013, 12:27 PM   #42
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Okay, saying someone buys the efrs, would it be easier to replace thr turbos in a kit or build a turbo system from scratch?

Another thing, considering I have an llt and everyone mentions you can only get so much out of it because of fuel issues. Then would it better to go single turbo since youre going to hit that ceiling anyway? And would the efr u use be a good choice for a single turbo setup
Yeah, I think a single would spool up very fast and make plenty of boost for an LLT. Again, they are expensive so if you go single there are cheaper options out there that will make just as much power and spool very well with both exhaust sides dumping into one turbo.
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1/8 mile -- 7.158 @ 102.10 (20psi); old build
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Old 01-17-2013, 12:44 PM   #43
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Yeah, I think a single would spool up very fast and make plenty of boost for an LLT. Again, they are expensive so if you go single there are cheaper options out there that will make just as much power and spool very well with both exhaust sides dumping into one turbo.
whats the best turbo that should be used though?
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Old 01-17-2013, 12:44 PM   #44
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as in size of the turbo.
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Old 01-17-2013, 01:00 PM   #45
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whats the best turbo that should be used though?
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as in size of the turbo.
I would use the manufacturers guide to make your best guess. If they say it is for engines up to 2 Liters then you know it's a bit small for our engine but will spool real fast. Two of those would be good. Once you get and idea of what size engine it was designed for you will have a good idea if you have enough exhaust to spool them. Then you can look at output. Higher the HP rating the more air it will flow and the more potential power you can make. Finally, look at the compressor map and see if you can find one with a large diagonal band running from bottom left to upper right. The longer and wider this is the more effecient it will be.

Most kits will have already done this work for you, so if you are going the kit route I wouldn't worry about it. If you are going custom route, then work with your builder to decide what's best.
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647 RWHP & 726 RWTQ @18.5 psi on 93 Octane (locked converter)
1/8 mile -- 7.158 @ 102.10 (20psi); old build
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Old 01-17-2013, 01:03 PM   #46
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I would use the manufacturers guide to make your best guess. If they say it is for engines up to 2 Liters then you know it's a bit small for our engine but will spool real fast. Two of those would be good. Once you get and idea of what size engine it was designed for you will have a good idea if you have enough exhaust to spool them. Then you can look at output. Higher the HP rating the more air it will flow and the more potential power you can make. Finally, look at the compressor map and see if you can find one with a large diagonal band running from bottom left to upper right. The longer and wider this is the more effecient it will be.

Most kits will have already done this work for you, so if you are going the kit route I wouldn't worry about it. If you are going custom route, then work with your builder to decide what's best.

ah ok and if i wanted to go single what size would be best?
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Old 01-17-2013, 01:05 PM   #47
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ah ok and if i wanted to go single what size would be best?
3-5 Liter engine with 500 HP output.
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647 RWHP & 726 RWTQ @18.5 psi on 93 Octane (locked converter)
1/8 mile -- 7.158 @ 102.10 (20psi); old build
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Old 01-17-2013, 01:09 PM   #48
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3-5 Liter engine with 500 HP output.
Huh? what size turbo for a single turbo setup is what i was meaning?
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Old 01-17-2013, 01:14 PM   #49
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Huh? what size turbo for a single turbo setup is what i was meaning?
Yes, looking at the manufacturers specs, try to find one they say is for an engine of between 3 and 5 liters in size, then look at the HP rating and pick one that is at least 500 HP. That should be in the ballpark. The actual specs for impeller and compressors sizes will vary from one manufacturer to another. For example my 6258 is made for cars up to 2.3 L and rated at about 450 HP. If I remember right Garret's 3532 is for about the same size engine but 400 HP. Just gotta do some research.
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647 RWHP & 726 RWTQ @18.5 psi on 93 Octane (locked converter)
1/8 mile -- 7.158 @ 102.10 (20psi); old build
Build Thread
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Old 01-17-2013, 01:22 PM   #50
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Yes, looking at the manufacturers specs, try to find one they say is for an engine of between 3 and 5 liters in size, then look at the HP rating and pick one that is at least 500 HP. That should be in the ballpark. The actual specs for impeller and compressors sizes will vary from one manufacturer to another. For example my 6258 is made for cars up to 2.3 L and rated at about 450 HP. If I remember right Garret's 3532 is for about the same size engine but 400 HP. Just gotta do some research.

alright man. thanks for your help! btw whats the max boost the LLT will hold safely?
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