kainedogg

iTrader: (23)

I am just curious what power numbers are making on their various 6.0 combos with the CTSV superchargers on their rectangular heads.

I hope to have my Chevelle running this summer with an LY6/LSA setup, stock pulley and mild cam.

Would love to know what others are making; it might motivate me to swap out the top pulley if I will be under 500whp

Rawr256

I did a swap on my G8 and it was 349 whp with boltons. After LSA with stock pulley and running out of fuel I was able to lay down 514. Have a fuel setup I'm gonna throw on in the next couple of months and pulley down and hope for mid 500's easily.

kainedogg

iTrader: (23)

The stock injectors were done at 514?

Rawr256

It was more the pump then injectors running out of fuel. I've added a V pump with a vaporworx controller recently and with the injectors I'm still hitting 80% idc but that's at redline. This is without the boost reference on it so it has a bit of room on it. This is with stock LSA injectors. Gonna try to boost reference with the vaporworx and see if it gives me any breathing room. Have a pulley waiting to go on and hoping to hit upper 500's. After the pump upgrade the car made 540 on a newer Dynojet, no other changes except fueling.

CarlC

iTrader: (9)

The CTS-V fuel module is good for 65psi maximum. After that the safety valve cracks and bleeds fuel.

So if you're at roughly 650hp at the crankshaft @ 60psi there is still flowrate left in the CTS-V to go to 65psi, but I'd limit it to 63-4 to avoid cracking the valve.

80% IDC is fine so that should not be a worry.

The CTS-V pump will move more than the injectors can handle at 60psi (480 #/hr). New injectors may be in your future.

Boost reference is nice from a controller standpoint in that it brings the average power down quite a bit. At 60psi the CTS-V requires approximately 50% DC at idle. At 42psi boost referenced, this drops to about 35%.

kainedogg

iTrader: (23)

Good stuff guys. Thank you.