I always read about how X forced induction will make X amount of max power. It seems the conversation always centers around what that unit or units max power capability will or could be, rather than meeting a predetermined power goal. So much so that we are willing to sacrifice responsiveness for the ability or expandability to make more power down the road. Does anyone ever design their system or setup based on responsiveness? Something that might not produce the big numbers we often talk about, but instead, is so responsive it's like the gas pedal is tied to thought?

 

IF i built a hi-hp truck which i would like to do someday that is how it would be built because the nearest 1/8th mile track is a 1 hr. drive away and i dont even know of a 1/4 mile track , im sure there is one in the state somewhere but i dont know where

however mine would probably be big-cube N/A power

 

My truck is a great DD. It is more responsive than stock and you would never know it is FI unless you nail it. It is a tad louder than stock but not too bad and quieter than a lot of aftermarket muffler systems. I did not build it with a particular goal in mind but next time I think I would set some goals and try to pick components to achieve those goals. My preference is for a good working street truck rather than an all out race truck. That is one of the reasons I still have a stock cam, heads and TC. Even though I did not have well defined objectives when I started out I am very happy with the way it has all worked out.

Thanks to Performance Trucks and all its members for that.

 

Build a 408 Grippy. Get the best of both worlds

But I'd say, yes, we spend too much time drooling about peak numbers (myself included) and not enough time thinking about how it will be the rest of the time. That's why I love the guys at Vinci. All there stuff takes the curve getting to peak into account. That's just smart IMO.

Also, I think anyone with a Forman grill under the hood is thinking about responsiveness > peak numbers (not to start a fight with you and Blown, but as a compliment to the maggie torque design).

 

i started out with the goal of being as fast as possible while maintaining streetability. hard to beat a big turbo or a couple of med turbos for that but there is no doubt the truck is lacking in part throttle performance.

 

I could care less about dyno numbers. also if i wanted to be a killer 1/4 truck i would not have switched to a 6 speed, i would have gotten a beefed up 4l80e. I ordered my turbo housings for a quick spool(which it does) and good throttle response. its FUN to drive, and i love the sound it makes. too bad its down for more goodies for the winter. shooting for atleast 700rwhp with the 6 speed. (656rwhp with a 3800stall on a dynojet)

 

That is a very good point. It always sounds cooler to say "my truck has x amount of power" compared to "my truck is very responsive at any throttle position" although the latter is what makes the truck fun to drive. It is easy to get caught in a HP race that you can never win, there is always someone making more power than you. I think the same statement applies with cam selection, you can always go bigger but its not always better.

 

Sounds like a different way to start the ole magna/turbo debate to me. I am looking forward to a little "lag" seeing as how I smoke em down from a dig with any throttle at all. I plan on letting all yall know how this unfolds because everyone aroud here is supercharged and I'll be representing the hair dryer camp. If Blownchevy's current deal had a came along @ the right time I'd be a "Roots" boy. I could not decide, so I let my wallet decide for me.

 

Most of the 2wd guys cant put all the low end grunt a roots/twin screw charger can provide at low rpm to ground so it goes up in smoke, seems a waste to me, but then again its all personal preference.

 

you might get flamed for that but its

p.s. i dont think thats what is going on here but we'll see how it unfolds