BlownChevy

iTrader: (20)

So what you are saying is the MP122 will not feed a forged 6.0 (360ci) 9.1, but it can feed a 402 10.8 motor with 9.4 psi without even trying. The cubic inches should be the first indication that the blower could do what you are asking. A MP112 can feed a FORD 8.x CR 5.4L with 14 psi all day long.....

I am not sure what the blower is rated at for HP, what you have to remember is this blower comes out of the OE from EATON and is used by Magna Charger for the aftermarket. The information you are looking for will come with time and testing, if I had to guess the HP number would be 750-800 FWHP.


I remember reading 500 rwhp was not obtainable out of a MP112 a year back, now look where we are.

oxidizr

iTrader: (4)

I will have more data soon as I work on the next MP122H application. The blower looks to be a promising addition and I don't doubt its ability to spin higher and support a larger motor.

Regardless, what good is a PSI rating? Is boost pressure not just a function of restriction? Will changing a cam profile and exhaust system not effect it? Then how is runnig "15 PSI" indicating anything. Look at this scenario for a moment:
A stock internals, stock displacement motor with stock exhaust with a blower shows 15 PSI.
A lower compression, blower heads / cam motor, with aftermarket LT headers and dual 3" exhaust shows 13 PSI on the same blower.

Is that a bad thing? Are we not looking for the HP number not the boost pressure? A drop in boost pressure is not going to equate to power loss in this scenario.

Richard

thunder550

iTrader: (70)

All of you guys are talking about new injectors and more fuel pressure helping out - if he is not maxing out the current injectors and is not running lean how would that add anything? Not being a smartass, just asking because I would like to know the rationale behind the comments.

BlownChevy

iTrader: (20)

he is maxing out the current injectors.

thunder550

iTrader: (70)

But he is still able to support the target AFR....

BlownChevy

iTrader: (20)

with his current set up yes, but you add one more pound of boost or some more timing and its done. This is tuned to the maximum potentail of the current injectors, that is it. There is no more in them. That being said, with some bigger injectors, fuel pump, and some more tuning time there is some power power on the table for the STOCK LS1 in that car.

zippy

Normally boost pressure to me isn't all that important because as Richard pointed out, pressure is caused by restriction. In this case the engine was the same with the only veriable being the blower which makes the restriction the same. The larger blower also had less intake restriction in having a 90mm throttle body to draw the air through. With the Radix style blower this is a big deal since the intake side is where the throttle body/restriction is compared to a centrifugal where the restriction is where the boost is and therefore less important. With the gain only being 2psi, I was also expecting more. If the 112 had also been equipped with the 90mm, I feel the boost level would have been closer. I do feel that the dyno is showing the part that the 112 is lacking. In the upper rpm, the 112 doesn't efficiently produce the big cfm. In my opinion I feel the gains on this are going to be shown mostly at the track where the 112 would show issue's. Anyone running a 112 with a smaller pulley has likely noted very high IAT's by about mid track and unacceptable IAT's by the time they cross the traps. If the 122 can run the whole quarter with even half of the IAT increase as the 112, there will be some noticable gains that aren't going to show up on dyno paper. If dyno sheets directly effected track times, the STS trucks would be much more impressive.

oxidizr

iTrader: (4)

The fuel curve is by no means OPTIMAL ... it is a compromise to make the car safe for the parts it currently has on it. The injectors are still running at 95% duty cycle at peak and the A/F rapidly runs leaner as the fuel pressure continues to drop. A 10 PSI drop in fuel pressure and .75 change in A/F over 500 rpm show that this set-up does NOT support the target A/F.

The car is safe but the fueling is not up to par for sustained and consistant power delivery.

thunder550

iTrader: (70)

Ok that makes more sense. Thanks for the explanation

zippy

The GTO if I recall doesn't have a return type fuel system. In that case injectors are going to be a must. Even on the 112, if the setup were tuned in very well once you drop below the 3.0" pulley the marine 42's are going to have a hard time fueling it if that's what it's using. If that wideband curve is correct, it would also explain the lower rpm difference in torque. The 122 was fed too much fuel down low it appears.