14-18 supercharger gains?

[flyingfool]

yes any truck pre 2014 is the way to go. 

 

[flyingfool]

this is the truck model you want to use as your platform. I do like the kit they designed for it also

 

[1SLOW1500]

The 6.2L's usually dyno around +/- 330rwhp. 5.3L more like +/- 290rwhp. 
 
Josh, 500-600hp to feel the difference over 300hp? I can easily tell the difference between my 5.3L and my 6.2L and its only a 65bhp jump. There is no comparison between the two in terms of felt power.
 
In all honesty, these new LT's aren't great platforms to build on. We are 6 years into them now and they still cant do what the LS did in the aftermarket. Too computerized, too limited by the stock fuel systems. If I was doing a project car/truck, it would 100% be a Gen IV engine not a Gen V. 

You are right on the fuel but on power they are just as good 700 and 800 on stock lower block has been done. And direct injection is great. But the cost is still high. It will come down.
I had a lsx block single 1600hp and a ls6 block twin turbo street car. For cost per power gen 4.
I get GM parts if I ask nicely. So I have injectors and high side pump. Just no time to wrench now.
But l83 550rwhp is fine more if you push the fuel. And most here would be fine with that. More then I need on the streets.
When i do fuel and and low i will just tune in for e85 and keep power around 600rwhp but on e85.

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[truckguy82]

2 hours ago, L86 All Terrain said:

The 6.2L's usually dyno around +/- 330rwhp. 5.3L more like +/- 290rwhp. 

 

Josh, 500-600hp to feel the difference over 300hp? I can easily tell the difference between my 5.3L and my 6.2L and its only a 65bhp jump. There is no comparison between the two in terms of felt power.

 

In all honesty, these new LT's aren't great platforms to build on. We are 6 years into them now and they still cant do what the LS did in the aftermarket. Too computerized, too limited by the stock fuel systems. If I was doing a project car/truck, it would 100% be a Gen IV engine not a Gen V. 

They are definitely better than LS for most builds

 

atleast until you surpass the lt4 fuel system

 

~800hp and below = lt>ls

Above ~800hp and above ls>lt

[Josh99722]

It's my daily, I don't go track race.

I work 70 - 80 hrs a week.

 

When someone pulls up to a light and revs, I now know I can beat them.

 

Other then a super car or someone with 30k + in mods, I feel confident I will beat them.

 

The gen 5 has been amazing for me, I want all the bells and whistles along with hp.

 

Sure would be easier to build on older models, but like like heads up display, I like heated leather and heated steering, and all my electronics.

 

A drag car doesn't need any of it, I'm as close as I want/ need to be to the drag while having my comforts.

[CamGTP]

I've never understood why some replace the MAF with aftermarket parts and the coil packs with aftermarket parts.

 

Since when have those been a problem, like ever? The MAF is just a sensor measuring airflow, why would an aftermarket solution do anything better than the OEM?

 

Maybe this is the "tuner" side of me coming out and knowing how they function within a program like HP Tuners.

[1SLOW1500]

I've never understood why some replace the MAF with aftermarket parts and the coil packs with aftermarket parts.
 
Since when have those been a problem, like ever? The MAF is just a sensor measuring airflow, why would an aftermarket solution do anything better than the OEM?
 
Maybe this is the "tuner" side of me coming out and knowing how they function within a program like HP Tuners.

Agree but back in the 2002 with the ls1 we swapped out the maf and even added maf controller boxes. Then just go away from that all together and did speed density tune. Also the ls1 coils got swapped for 6.0 newer style as they where stronger. But coil where good in 1500hp cars so OEM was always fine.
Now we do not need any change in maf or coils but sometimes upgrade to coil wiring harness. Oh and maf break outs based on type of force induction and meth.

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[Josh99722]

Aftermarket mafs allow the computer to read a higher threshold.

 

Simply swapping it with a 3 1/2" intake will not make a difference.

 

I modified my air box and have. 4" intake tube.

 

Its alot more air, and factory maf only reads a certain amount, it ends up being outside the factory threshold.

 

Dyno with a factory maf and peak reading capability may be 8,000.

 

Put a aftermarket on and peak would read 12,000 or 15,000.

 

So if it maxes out at 8,000 you simply can't make more horse power if the computer can't calculate a higher air flow.

 

Again keeping everything stock it wont make a bit of difference.

 

I have a nick William's 103mm throttle body.

 

It's a necessity with this.

 

Factory Coil packs and wires read higher ohms with a meter.

 

I put better quality on and the number drops to almost zero loss.

 

Not trying to argue any point at all, just wanted to offer my experience with the combos I've tried. 

[1SLOW1500]

Correct on pipe size. However does help the maf read little better. I can post the articles but many tried smaller pipes on forced induction and even lsa and had issues.
Maf can be rescaled. Or just by passed and use the map in the intake and the manifold.

I agree there is a benefit to performance boils and for that matter better wire. Just a matter of personal preference and at what point it is needed.

Hate to sound like a follower. But it is good to educate yourself in others mistakes. So I read all posts and builds. Never know where you learn something new. Took me many months to perfect trans tune.


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[flyingfool]

would be cool to see a before and after swap with oem vs MSD coils

sometimes the resistance is engineered into the system , for more energy release of the sparks, by resistance. this aint no points distributor..

 

i havent yet figured out the  upgrade to coil wiring harness.? whats the weak link there?

[1SLOW1500]

I don't believe you will "see" the difference. Coil over plug is so efficient the margin if any is small.
The harness is just the same as stock but larger power wires and a direct power source. So the power and ground go to the battery vs being smaller and ran to fuse box.
This way there is no limits to the power available to the coils.

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[CamGTP]

It's pretty rare to hear about people swapping MAF's  even the HP Tuner forums. These modern computers (E67/E38+) have a max hz range all the way up to 14,500hz or more so it can read pretty much any amount of airflow.

 

If the MAF maxed out in a 3.5in intake tube, people go straight to a 4.5 or 5in intake tube and tune the MAF without issue. Spending $450 on an aftermarket MAF just seems silly when your truck is making less power than some modded ZRL camaro's and CTSV's that still use the OEM sensor.

[1SLOW1500]

It's pretty rare to hear about people swapping MAF's  even the HP Tuner forums. These modern computers (E67/E38+) have a max hz range all the way up to 14,500hz or more so it can read pretty much any amount of airflow.
 
If the MAF maxed out in a 3.5in intake tube, people go straight to a 4.5 or 5in intake tube and tune the MAF without issue. Spending $450 on an aftermarket MAF just seems silly when your truck is making less power than some modded ZRL camaro's and CTSV's that still use the OEM sensor.

I agree over 1000hp force induction still have stock maf.

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[CamGTP]

The size of the intake plumbing or charge pipe is the main concern when running a MAF sensor. Then as said previously, the MAF at some point, mainly in turbo applications becomes a pain to deal with because of airflow limits/tubing size/packaging.

 

So going speed density is much easier as well as jumping ship from the GM controller because something like a Holley Terminator or Dominator system has 10x the control over what you really want in a high horsepower build. Plus you have no factory computer limitations holding it back.