The high pressure will help your injectors deliver more fuel, but your pump will deliver less. There is a happy medium somewhere, probably around 55psi.
Great numbers too, congrats!

 

hey Bill, did you get the cam yet? Just wanted to check. It should have been there by now.

 

Stoich,
I PM'd Kurt at W2W. I'd like to see what W2W has to say... as they are the ones that published the data with Will Handzel. If the 80psi was on an engine dyno just to keep the motor alive thats one thing... but if they support it in a daily driver I'd sure like to hear from them

grippy,
Speaking from a lowly 5.3L point of view...

The Maggie off the line SHINES! Period! Off the line the throttle management seems easier with the Maggie in the respect that boost seems DIRECTLY tied to foot pedal pressure... so feedback is immediate. If tires break loose... it seems easier to manage it by backing off a split second and feather accordingly. Now, I didn't have any problems with the Maggie that would cause me to change gears so to speak. What I said before, basically, was that I wanted to go Turbo... but that selection at the time was pretty much non-existant. When the Full-Race Truck Single display kit became available I jumped on it and never looked back.
Keep in mind I matched my Turbo to my daily driving habits with the direction that I wanted... low end torque yet have more power up top and room to grow if I choose to. Yes a pulley or a bigger blower can accomplish much of that... but I wanted the ability to map the power delivery. Turbo's, in my opinion, offer much more variety of power delivery based on speciifc requirements or tastes than does the Maggie... specifically speaking of the MP112.
Based on the graphs I didn't give up a whole lot down low... for very long RPM wise. The 60-1 turbo was selected on a couple of requirements. Max 9-10 psi and Max 400rwhp/tq... not knowing how well the kit would perform on a 5.3L. I wanted as close to near instant boost as possible... even if it meant a tradeoff at, say, 6000RPM. My truck is my daily driver... not a weekend warrier. Basically I wanted Magnuson torque with a turbo... and I think I got about as close as you can with a little single. I did alot of work with TTi on their Stage1/2/3 twin turbo on the C5 Corvette. The power was IMMEDIATE and rivaled the C5 Magnuson (as supplied) solution. I had a "shop" C5 with that kit I drove on occasion and it was, in my opinion, the most fun C5 I have ever driven. That, along with a certain Lingenfelter 427 TT, is what made me fall in love with Turbo's and know that if there was a will there was a way to get great torque from a turbo down low. So, in essence I wasn't trying to reinvent the wheel so much as I was trying to match a feeling I had when I drove the shop TTi TT vette. I worked with Geoff at Full-Race and he recommended a 60-1 based on my expectations... and went so far as to spell it out for me on paper... with compressor maps versus estimated ability of the 5.3L to move air even telling me what the advantages and disadvanteges of being strict with my requirements. He was spot on when it came to my expected power delivery. I kept questioning him about turbo size but he remained firm in his recommendation based on my requirements.
I have no doubt I can hit 500/575+ on my stock 5.3L.... lean it out and throw in another can of Torco with a bit more timing. But I keep reminding myself of my core expectations... it has to reliably get me back and forth from work everyday. As much as I would like to put a bigger motor in my truck based on that LS6 block lookin pretty underneath my workbench... I am considering making it a mission to make this 5.3L last as long as it can... eventually with an LS6 cam

Bill

 

not yet... no biggie

Bill

 

Fabulous write up Bill. Appreciate the unbiased opinion of each set-up.