Opinions on build
03-01-2011, 04:30 AM
#1
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Opinions on build Ok, the foundation is clear now. I got a 56k mile LS2/T56 combo off of ebay for the '67 Chevelle. I've also just bought a used M112 Magnacher. So, where do I go from here. I'm thinking forged rotating assembly to 402 and a blower cam like LPE's STG II or one of Virginia Speed's new grinds. My big question mark is what should I be looking at for heads? Some people say stock, others say go directly TFS. For a 402 do I need to go up to 225's or stay with 215s? Are thicker castings a must? L92's? So many options out there.
I'm aiming for 600-650 to the wheels on this setup, that's my goal.
I'm aiming for 600-650 to the wheels on this setup, that's my goal.
03-05-2011, 10:57 AM
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Ok, so after some deliberation (and considering the numerous responses in this thread, haha). Here is what is going to happen with the LS2 going in my '67 Chevelle.
Liverniois' 404 stroker kit at 9.5:1
PRC 237's or TFS 235
Maggie 112 (purchased)
Magic Stick 4 camshaft (purchased)
1 7/8" Headers
Devil's Own Methanol Kit
I haven't seen anyone do a set up like this except this one, and it was stock cubed.
https://ls1tech.com/forums/dynamomet...ed-camaro.html
Liverniois' 404 stroker kit at 9.5:1
PRC 237's or TFS 235
Maggie 112 (purchased)
Magic Stick 4 camshaft (purchased)
1 7/8" Headers
Devil's Own Methanol Kit
I haven't seen anyone do a set up like this except this one, and it was stock cubed.
https://ls1tech.com/forums/dynamomet...ed-camaro.html
03-05-2011, 11:40 AM
#3
That 112 Maggie isn't going to flow enough air to keep up with a 400+ inch engine. It won't even be enough IMO to warrant forged internals on the LS2.
I'd just drop it on and run it honestly. As long as the tune is good that engine will live a long life at 500-550 RWHP that the 112 will make.
I'd just drop it on and run it honestly. As long as the tune is good that engine will live a long life at 500-550 RWHP that the 112 will make.
Last edited by Whistler; 03-05-2011 at 11:51 AM.
03-05-2011, 02:08 PM
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It comes down to a lot of theory and some execution. I mean the graph above is an 112 maggie on LS1 with 243's and a MS4, putting down 574rwhp. There have been a few 402s in the 620's using a 112 (with much smaller cams).
Is it worth the extra cash for the cubes... probably not, but you're set to larger later.
Getting away from the stroker; with just the overdrive crank pulley, heads, and cam maybe I can push this set up to 590-600 on the 6.0 liter. I guess we'll find out this year.
03-05-2011, 02:11 PM
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I like this analysis off the magnacharger site where they matched up the 112 with some other superchargers:
"The dyno confirmed what Jerry has been stating for years – “Run the smallest supercharger that will provide your target boost level. It will be more responsive (make boost sooner) and will require less horsepower to drive.” In this test the Magna Charger MP112 outperformed every other supercharger with the most average horsepower and torque over the 1500-6500rpm powerband, and when you look at certain points along the power curve the differences are spectacular. For example at 1500rpm the Magna Charger 112 is producing 400 ft. lbs. of torque and the Procharger centrifugal supercharger is just 280 ft. lbs. That’s similar to the difference between driving a small-block versus a big-block. The gap in performance actually increased at 3500rpm – Procharger’s 380 ft. lbs. to the Magna Charger’s 515 ft. lbs. In fact, the Procharger doesn’t catch up until the 6500rpm cut off and we don’t think anyone wants to rev a stock shortblock over 6500 do they?"
"The dyno confirmed what Jerry has been stating for years – “Run the smallest supercharger that will provide your target boost level. It will be more responsive (make boost sooner) and will require less horsepower to drive.” In this test the Magna Charger MP112 outperformed every other supercharger with the most average horsepower and torque over the 1500-6500rpm powerband, and when you look at certain points along the power curve the differences are spectacular. For example at 1500rpm the Magna Charger 112 is producing 400 ft. lbs. of torque and the Procharger centrifugal supercharger is just 280 ft. lbs. That’s similar to the difference between driving a small-block versus a big-block. The gap in performance actually increased at 3500rpm – Procharger’s 380 ft. lbs. to the Magna Charger’s 515 ft. lbs. In fact, the Procharger doesn’t catch up until the 6500rpm cut off and we don’t think anyone wants to rev a stock shortblock over 6500 do they?"
