I just recently picked up a jackshaft style TVS2300 from an L99 Camaro, and need a few pointers on the installation. I currently have a '03 Silverado SS with a LQ9 forged 370 with a 112 Maggie on top. I'm in the process of redoing my top end, fuel system, and accessory drive to be able to accept the 2300 new unit.

My first question is the accessory drive. My current set up consists of an Innovators West 8rib kit, 10% OD damper, Maggie accessory with 100mm idlers, and an HD tensioner. So I know I need to convert to a Gen V camaro accessory drive, but unsure on which is the easiest way to do so. I found the part number for the water pump I think I need, and I think I need a different bracket for the idlers or tensioner? Has anyone else ran a jackshaft style unit and had to convert to a car accessory drive?

When I redo my top end I plan on ported L92 heads, custom grind cam, LS7 lifters, and head studs. Will LS9 head gaskets work fine? Or should I get 4.125 cometics? Will I be able to reuse my Scorpion roller rockers from my 317 heads? Or will I need different "off set" style rockers for the L92s?

Lastly, is my fuel system. I currently have an aeromotive 340lph pump, racetronix hotwire harness, and 60# injectors. The 2300 has a 3.2" pulley, and rear cog drive upgrade. I think I'm going to start off with around 14psi?, and eventually pulley down further. So I'm looking for a good fuel system that will be able to support future boost numbers up to 18-20psi. I'm still generally new to boost, as I've only had the experience of my mere 8psi from my Mp112, so in going to take it slow. Lol. I know high boost is a whole nother world and I could use a few pointers. Will I need a boost referenced FPR? I'll definitely need more injector and more pump, but how much more?

And should I run a second pump or an inline on a Hobbs switch?

If you have any questions for me, please ask. And I appreciate any help you guys can give me to get me started off in the right direction. Thanks again!

 

I thought the new Camaro's had the same drive spacing as our trucks. Pretty sure they do.

 

Well that's good to know! Hopefully its nothing more than a water pump and relocate the idlers and tensioner to make the belt wrap I need.

 

Here's an example of what I have now,
And what I need to have.

 

Check with Joe at Left Coast 32

They are a sponsor here and he took care of me on all mine.

That actually looks like one of Joes setups in the pic above.

 

Haha it is Joe's setup! Lol. I just didn't wanna bug him too much about little things. Figured I'd ask around here first. But lll give him a call in a bit and have him hook me up. Thanks man.
If anyone else has any pointers on fuel systems or tips with this build, if appreciate it.

 

What fuel do you plan to run? Do you plan to run Meth?

 

I added some spacing in there for ya

LS9 gaskets are fine. You can reuse the exhaust rockers but the intake rockers need to be the offset style.

Fuel system: Lets see, 60lb@4bar and a 340, at 14psi of boost on a nonreferenced regulator you only have about 540rwhp worth of fuel, mainly because your injectors are too small. Simply swapping to an FPR will not help you any because you are pump limited at basically 0 boost.

You didnt mention power goals but if you want to push 20psi on a 370 im assuming you want 800-850ish.

So a couple scenarios @20psi of boost:
with a non-return system:
-current (aem340/60s): ~540rwhp, inj limited
-aem340, 80lb injectors: ~720rwhp
-walbro 400, 60lb injc: no improvement, injector limited.
-walbro 400, 80lb injc: ~720rwhp: no improvement over 340, inj limited.
-aem 340, 96lb injc: ~760rwhp, pump limited
-walbro 400, 96lbinjc: ~866rwhp, inj limited
-walbro 450, 127lbinjc: ~980rwhp, pump limited

Now lets just add in an FPR, still @20psi of boost.
-current aem340/60s: ~605rwhp, pump limited
-aem 340, 80s: ~675rwhp, pump limited
-walbro 400, 60s: ~663rwhp, about even
-walbro 400, 80s: ~665rwhp, pump limited
-aem 340, 96s: ~520rwhp (bigger injectors do nothing)
-walbro 400, 96s: ~665rwhp, pump limited
-walbro 450, 96s: ~750rwhp, pump limited

Lets try dual pumps @20psi with an FPR:
-dual aem 340s, 60s: ~663rwhp, inj limited
-dual 340s, 80s: ~883rwhp, inj limited
-dual 340s, 96s: ~1031rwhp, pump limited
-dual walbro 400s, 96s: ~1060rwhp, inj limited
-dual walbro 400s, 127s: ~1309rwhp, inj limited (I run this setup)

Sooooo.....how much power are you shooting for? If you go dual pumps, I would use a hobbs for the second one, and most definitely a FPR.

I got all these numbers from the spreadsheet I made in this thread that no one reads https://www.performancetrucks.net/fo...p-flow-510434/

 

Regarding the rocker arms on LS3 heads, the exhaust side uses the regular straight rockers like you have, but the intakes require offset rockers.

 

Holy crap. LOL! Thanks for all the info! Well, yes. I'm shooting for around 800awhp. It's gonna be tough, but that's my goal. For fuel, the best I can do is 90 octane. I live in Alaska and we are very limited on fuel options. I do have a methanol injection kit and a near unlimited supply of methanol, but my snow performance kit been acting up (the pump has been staying on when I come out of boost and bogs the motor out. Might be a faulty controller).
Being a 2003 Silverado SS, I have a factory return style fuel system. If that chart above is relatively the same for a return style, that'll help a lot. I definitely want a fuel system to support 800hp. That way when I want to pulley down, I can do so.
Well I called and talked to Joe. Unfortunately, my innovators west 8rib kit is almost completely useless with the new 2300. He recommended setting up a "hybrid" accessory drive like the one posted above. I will have to replace the powersteering bracket and pump, as well as the alternator. He said I'll need new 8rib pulleys for the new pump and alternator as the shaft diameter is different and the backspacing would be all wrong. But he's gonna hook me up with the pulleys and brackets and belts I'll need for the swap. I'll have to weld the water pump pulley on as well. LOL I hate to admit it, but I used the "pin kit" when I pinned my crank, and now that I have a innovators damper, I'm probably gonna have to pull my motor and take my crank to the machine shop to have it welded up and keyed properly. If it wasn't an eagle forged crank, I'd probably just get a new one and have it keyed, rather than having the snout welded and smoothed and remachined for a cotter key.
Anyway, ill post pics of the install for future reference for anyone wanting to know how to convert a truck accessory drive to a Gen V Camaro drive to run a jackshaft 2300.
My 2300 showed up today, and the 2 pipes on the front for vacuum lines were bent and the bypass valve was broken in transit. Lol. It never ends. So I'll be calling Magnuson tomorrow and see how to get that fixed.
Thanks for the tip on the roller rockers as well. I'll see if maybe Scorpion offers an offset roller, and if I can order just 8 of them. Lol. That way I can keep the blue rollers. Cuz they're too nice to have to switch back to stock. Lol.

Thanks again for all the help guys.
I'm still a little hazy on how to equate how much fuel I'll need for 20psi/800bhp. So I'll read up on your spreadsheet and do some research on FPRs. Lol I'm still a noobie when it come to big boost and big power, but I'm learning and I'm having fun doing it! Lol spending lots of money, but totally worth it.
Keep the tips coming, and I'll keep you guys up to date on how the build is going! Should run like a scolded cat when she's done!
Here are a few pics of my 370 with the Maggie. Should look much better with the 2300!