Maggie tvs2300 users get in here!

[JERRYwss6]

Magnuson tvs2300 What is your set up and how much power did it put down?

[SannerRacing]

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

[cc-rider]

Originally Posted by SannerRacing

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

Trickflow heads. Nice. I'm lusting after these. Do you have a before/after dyno of these or did they go on with a bunch of other mods? Wondering how much power they were worth. Nice thick decks on them for handling big boost.

[fleebag]

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.

[SannerRacing]

Originally Posted by cc-rider

Trickflow heads. Nice. I'm lusting after these. Do you have a before/after dyno of these or did they go on with a bunch of other mods? Wondering how much power they were worth. Nice thick decks on them for handling big boost.

Don't think they made a big difference as far as power but it could be because
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.

[swiftkart]

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.

[SannerRacing]

Originally Posted by swiftkart

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.

How much of a gain do you think the 102tb and LC32 inlet would get me? And I forgot I got the ported tube to.

[SannerRacing]

Originally Posted by fleebag

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.

That's what I love about the PD stuff the instant Torque. The new vengeance 2.65 has got my eye for the bump up. Then I think my block would be pretty much maxed out to wear you got plenty of room for more boost. Never ends lol

[swiftkart]

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.

[SannerRacing]

Originally Posted by swiftkart

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.

Yep I've seen it, Joes new shop is only about 45min from here. But now with this vengeance blower coming out think I'll hold off putting two more grand in to this thing for a 100hp!

[swiftkart]

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.

[ABM Camaro]

Man I need one of these bad, but im just hoping to 500RWHP

[Blue70SS]

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.

[Warhorse]

Originally Posted by Blue70SS

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.

Don't want to hijack OP's thread. We can take this through PM if necessary.

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!