I think all of the 122's are HH. Not sure, but that inlet area looks bigger than my 122. I hope some of the Magnuson guys will chime in here and lead us in the right direction.

 

I wud say u need to check IAT's and Oil temps. I've been fighting those same demons, and IATs have been a particular prob. Mag will tell u they have plenty of intercooler in the kit, but IMO they are well short for bigger applications - or shud I say "non-optimal situations"! U might try meth, but in retorspect it didn't accomplish what I had hoped. HEAT is first and foremost where u shud direct efforts. Thats exactly what will steal the top end as u jack up boost. Run the same dyno comparison, and check ur heat readings. BTW: What tranny u running? I think those are pretty respectable #'s, and I'd be happy to be north of 500rwhp with my own!!!

 

FWIW I dont have any HP/TQ numbers but my inlet forward 122HH (1:1 drive) setup is making 5# of boost at 30% tps @3,000 rpm. and at least 7# at 6,000 rpm w/ the 3.2 pulley. Still working on the tune but I KNOW she's got a lil more in her. I'm getting some random knock retard and my BE is still a lil rich. This is only comparing boost #'s and not actual power #'s. but it does show the potential of the 122 to make plenty of boost on a 408.

 

FLT Level IV 4L60E with a Yank TT2600. Will definitely be looking closely at IATs as well as checking coolant temp in the RADIX reservoir...as you said, maybe capacity is too low with Magnuson's "upgrade" heat exchanger (HE). Wonder if a larger reservoir and CTS-V HE would make a difference?

 

I guess it is what it is. A slight bump in HP vs the 112 and that's about it. IAT's/timing aren't holding mine back. Everything's there....it just seems that it won't pump enough air.

 

Well, the reason I believe that there is much more in it is I run around with a GTO gang as well, and one of the guys with an LS1 went from the MP112 to 122HH and was able to make almost 600 at 12 lbs with a cam, longtubes, and catback--granted, his is a front inlet and also through a 6-spd manual. But even so.

Now, I'm running a 383, GT2-3, with good heads and free flowing exhaust. I'm just convinced that with the right combination I'll get to the 600 mark.

 

Compression ratio may be the reason the LS2 boys make more HP per # of boost. I picked my truck up from Allen Nelson's place this morning and he mentioned that. I think my LQ4 comes in at 9 or 9.5:1. The LS2 boys are over 10.5 if memory serves. Basically the same motor with more compression. I know the front inlet 122's have more pulley options to speed up the blower. How fast can they turn before they build more heat than HP? I think the 112 with the 2.8" pulley at 7psi was about at that point. With the 2.8" pulley on my 122, I'm getting about 8.5psi.

 

Compression is very important on a blower like this.

R

 

Compression isn't going to increase boost. I'm not up on the specs of a LPE GT 2-3 but overlap is a boost killer. Heck I got more boost out of a 112 on a bigger motor than your seeing. More power too...

 

http://videos.streetfire.net/video/M...ger_135200.htm

404 CI and some boost... My Ford Lightning was able to get over 400 to the wheels with bolt on's on a 5.4 with a 112

Your really going to have to spin the blower and realize the HP party is over by 6,000 rpms.