TurbochargedBerserker

Boost always always always makes more power than timing. Get the most boost you can, even if it means dropping a few degrees of spark.

I'm getting tired of trying to maintain two seperate threads, so here's a link to the thread I'll be updating: http://www.performancetrucks.net/forums/sh...ad.php?t=356429

Only in Vegas lol

I love the part where Hannity says "Obviously, you are a nut." And when Colmes says "What's the matter with you?"

57's (same BSFC and IDC as for SuperSport above). 60's to be on teh safe side.

Turbo, I lost you with the abreviations, BSFC & IDC ??? Can you spell them out for me. I looking to make 600 @ the crank, so how would I be able to tune around this issue. <{POST_SNAPBACK}> BSFC = Brake specific fuel consumption and IDC = injector duty cycle. The IDC really depends on how comfortably you are, I ussually tune for 80%. You're right in the ball park. I wouldn't go higher (to 57s) because they are more than you need, unless you plan on running n2o / FI down the road.

43s should support around 560 crank in these trucks (at 58psi, a BSFC of .5 and IDC of 80%), so ~=450 awhp. You can get away with more hp at a higher IDC or lower BSFC. Note that the BSFC I used was an NA figure.

I run Crane Firewires

I've heard that too, Ben, but PLX says the higher exhaust pressure will just shorten the life of the sensor a little.

For 6.0 cubes, go with the GT67. A stock 4L65 is definitely not going to survive 650. You'll definitely need a built tranny for those numbers. I have an FLT L5 4L65E (Finish Line Trans).

IMO you can tow with any FI setup, but some have strengths that make them the winning choice. If I was going to tow a big boat, I'd have a radix on my tow vehicle -- plenty of low end torque.

You want at GT67 upgrade for the turbo. I do my own tuning, so I can't really comment on alternatives, besides doing it yourself ;) I didn't get the FMU -- I put in twin walbro 255 lph pumps (that I got from Dave South at STS). Get the intercooler, IMO and skip the meth kit. If you do neither, you can't really run more than 7psi, so you might as well budget for the intercooler and be done with it so you can turn it up when you want to. The intercooler doesn't keep the engine cool, it keeps the intake charge temp low, which helps to avoid detonation.

FYI: http://www.performancetrucks.net/forums/sh...698#post3268698

Darren, Good to hear the news about Jeff's family -- thanks indeed for posting the update. It's also good to hear that the truck was finished as Jeff would have wanted it. Good on ya

Check both TPSs. There is a nasty code in the PCM where if TPS1 doesn't match TPS2, it slams the TB closed and disables the TB until you reset the code.

TTT as this topic is coming up again

updated the STS section and whipple section

If it's what I think with the whipple, its just two extra 42# injectors. I think the intercooler is one of the strengths of the magna. Not sure I'd get it without the cooler.

From reading their blurb it just sounds like the two additional injectors that have always been in the Whipple kit.

I think the radix is too small for getting much boost into a 427. I'm not sure why you would even consider throttling a turbo by compounding it into a magnacharger to begin with. The magnacharger's seals allow blow by in high boost situations, which trying to compound a turbo would almost certainly produce. I can see doing sequential turbos or compounding boost through two turbos, or even using a cent. s/c to spin up the turbo (by routing the intake charge from the s/c into the exhaust and using the s/c pressure diff to spin the turbo -- you could do a huge thumper with little lag that way).

I have an STS. That price could be great depending on what is included.

408 vs 6.0 with FI? That depends on a lot of factors... Heads, cam, for each; compression of the 408; whether you go to a 90mm FAST or keep the stock manifold; etc.

Also, I've been asked if we can add: 1. what kind of boost levels have been *observed* on stock LQ9 2. what RPM usable boost is seen on stock LQ9 3. what convertor is typically run on stock LQ9 I can answer for the STS, so if some of you Radix / ATI / Vortech guys can post up these things as well, it would be a help. On stock cubes, I saw up to 12 psi, but 10psi was about the max before diminished returns kicked in. With 10:1 compression, I wouldn't think much more than 12 is going to work for very long. Also note: I was using an Alky Controls progressive Methanol injection controller to get to these levels. DO NOT TRY THIS FOR COMPLETELY NON-INTERCOOLED SYSTEMS. With a GT67 on stock cubes I saw full boost from 3000rpm until I lifted my foot. I'd recommend a 2600-3000rpm stall. I used both a stock converter and a 2600. I loved the 2600, it made the truck seem like it had instant boost and I could brake spool to 6psi. Thanks for posting up TJ, I was hoping you'd weigh in with the n2o info

I got tired of trying to maintain two seperate threads, so here's a link to the thread I'll be updating: http://www.performancetrucks.net/forums/sh...ad.php?t=356429 There are a lot of questions about STS vs. Radix, Radix vs. ATI, STS vs. Front mount turbo, etc., so this thread is a place to store all that info so we don't have to keep retyping it every time someone considers FI for their truck. I'll start out with my answers to these questions, which reflect my experiences and research (your mileage may vary so speak up), this is a sticky so we all have a common thread to that people can read at their leisure and so we can report new info. Let me be the first in this thread to say that the best option for you depends on your goals, desires, targets, money, etc. There is no one-size-fits-all FI solution and there never will be because each method brings its own inherent strengths and weaknesses to the table. Almost ANY FI kit offers the potential of going stupid fast. Here are my pros/cons for each system I thought of (some of this may be out of date, so PM me with details if you see something and I will correct my list): STS : Squires Turbo Systems : Rear mount turbos Strengths: 1. power potential -- turbos in general have more potential to make big horsepower, most of the time exceeding the engines capability to make power 2. Well designed kit (and being refined all the time) 3. Kit price is inexpensive, but the kit itself is incomplete if you want to make big power 4. No parasitic drag (although an argument has been made that the increased exhaust pressure effects the engine's efficiency) 5. Variable boost -- at the flip of a switch (with an upgrade to the basic kit), you can have 'everyday' boost and 'race' boost 6. Capability to grow with you as your goals grow 7. Easily modded 8. Doesn't require $1000 in exhaust parts to make max power 9. 1 year warranty 10. STELLAR customer service 11. multiple intercooler options including air to air, meth/alky/water injection Weaknesses: 1. kit requires welding / minor fabrication 2. kit needs more parts to make big power (see #3 above), but most are available from STS as options (injectors, tune, fuel pump, cooling method) 3. no boost until the turbo spools up (I'm not going to talk about lag here, as lag is generally misunderstood / or assumed to be the same thing as a turbocharged 4 cylinder's lag). Radix Magnacharger - Roots-hybrid supercharger Strengths: 1. Instant torque -- any time, all the time 2. Intercooled 3. Very complete kit - intercooler, all necessary parts, pump included on 03 models 4. 'Easy' install -- no welding or fabrication, most people with basic wrenching skills can do this 5. Nice long warranty as long as you use the superchips tune -- 3 Year 36K mile Drivetrain warranty is additional cost ($200) and the install must be done by an ASE certified mechanic 6. Nice community support (Hey Brian!) 7. Someone weigh in here on customer support, but my feeling from talking to others is that it is STELLAR (comments from an owner: customer support is great, calls returned, you get to talk to technical people in the USA) 8. Great track record 9. Really shines at 7psi in terms of abidactic efficiency compared to similar style blowers (i.e. non-cent blowers) Weakenesses: 1. Expense of the 'basic kit', which is probably the most complete FI 2. Ultimate power potential is limited, but limited to ~500hp which is enough for 95% of the world 3. Changing boost is more difficult than with turbos (pulley change) 4. Belt slippage (although maybe not for 3.1" pulleys) -- Guys with Radix's please let me know if you have slippage issues - if not, let's get this one out of here 5. Needs full exhaust for maximum potential 6. Parasitic loss Whipple - Twin Screw Supercharger **note: these are all based on the Lysholm kits and all is subject to change with the new in house compressor** Strengths: 1. Very high abidactic efficiency -- more than the radix according to the source (WHIPPLE...), but it is not really an apples to apples comparison. A/E is affected by ambient temp, and is pretty tightly coupled to the compressor variables -- so until we see data from a controlled test of similar boost levels in the same ambient conditions) 2. Complete kit 3. Instant torque from 1500 rpm up 4. In the upper rpms, this is probably more efficient than a radix 5. at ~15psi the abidactic efficiency is much better than the radix at the same boost (whereas 7psi vs 7psi the A/E favors the radix) Weaknesses: 1. No intercooler 2. ECM is a piggy back system 3. Only comes with two add on injectors 4. Customer service leaves a lot on the table 5. No resale value -- Whipple requires s/cs to be evaluated and updated in order to flash the computer... I was told this always leads to at least $1500 in charges by a whipple employee 6. Parasitic loss 7. belt slippage 8. Needs full exhaust for maximum potential 9. pulley change to change boost ATI - Procharger - Centrifugal Supercharger (most of this is old-- from my 5.0 days) Strengths: 1. Higher power potential than Radix or Whipple, less than turbo 2. Great track record 3. Almost instant torque 4. Easy install 5. In my 5.0 days, customer service wasn't too hot 6. I've been told the cost of these has come way down to around $4k -- that's a good price Weaknesses: 1. Kit needs more parts for maximum potential (injectors, intercooler -- although a FMIC is available from ATI as an option) 2. FMIC is not super efficient 3. Belt slippage requires special mounting brackets to turn up the boost 4. pulley change to change boost 5. Install is easy, but very involved. 6. Peak power only at shift point (these require impellor tip speed to make boost) 7. high parasitic loss Vortech - Centrifugal Supercharger (5.0 days again) Stregnths: 1. Same as ATI 2. Vortech has been around forever... Chances are if there is some problem with a centrifugal s/c, vortech not only has a solution, but invented the problem 3. Available air-to-water intercooler 4. LOTS of available options 5. Complete kit 6. Good support in general, but not much for GM trucks Weaknesses: 1. Cost of the kit 2. Cost of maintenance 3. Peak power only at shift point (these require impellor tip speed to make boost) 4. high parasitic loss 5. belt slippage issues as boost increases Detroit speedworks, PTK, CM, LM -- Front mount turbo kits Strengths: 1. Most power potential of any FI option discussed here 2. The "in thing" in go fast 3. Since I am lumping several kits in here, I can't address the individual things of each kit, but generally speaking, these kits are complete, and ready to go Weaknesses: 1. Underhood temps skyrocket 2. Need heat reducing steps in addition to FMICs 3. Since I am lumping several kits in here, I can't address the individual things of each kit, but generally speaking, may require extensive fabrication, loss of A/C, etc. 4. Expense of the kit, plus install I'd love it if you guys with front mount kits would either post up or send me the strengths/weakenesses and I'll edit them in for your particular kit. I'll let someone else address n2o since I've never used it or researched it. Other kits coming on the horizon: W2W kit (I think -- Kurt?), and the Rotrex-based s/c also from W2W Maybe we can get Kurt to drop in and give us the scoop on these kits. Not reviewed: the alternator-drive s/c (wynjammer??) if anyone has some real info, please post up. Here's a linky to the track times thread for comparison of 1/4 mile times of SSS's with these mods.

No -- 408ci, TEA stg IIIs, big cam, bigger turbo