Porting a Radix?
Aug 21, 2005 | 10:26 AM
#32
Thread Starter
12 Second Truck Club
Joined: Feb 2002
Posts: 5,575
Likes: 0
From: Sacramento, CA
Poor Naked AV, I was just givin ya **** man 
As for best results when bolting on a blower I've found that a tune can make a WORLD of difference. There are very few items you can slap on a truck or car and have it completely optimized and making the best possible HP/TQ without custom tuning. I've seent the typical ATI Procharger kit get slapped on a TransAm and Camaros and make 370 or so RWHP. Now take it to a shop and have it custom tuned and the power almost always jumps to over 440rwhp. I've also seen C5s put on LT headers and gain 1 or 2 HP but then have it tuned for the headers and gain a total of 20-26rwhp.. Tuning is key IMO.
As for best results when bolting on a blower I've found that a tune can make a WORLD of difference. There are very few items you can slap on a truck or car and have it completely optimized and making the best possible HP/TQ without custom tuning. I've seent the typical ATI Procharger kit get slapped on a TransAm and Camaros and make 370 or so RWHP. Now take it to a shop and have it custom tuned and the power almost always jumps to over 440rwhp. I've also seen C5s put on LT headers and gain 1 or 2 HP but then have it tuned for the headers and gain a total of 20-26rwhp.. Tuning is key IMO.
Aug 21, 2005 | 11:41 AM
#33
Originally Posted by Naked AV
Oh brother. Ask a question to stimulate conversation across platforms and all the old fanboys come out in full force. It looks like PerformanceTrucks.net is just the old LS1Tech/Trucks with a name change, in spite of what I remember Tony saying this site was supposed to be about. 
Also, I could have sworn this was posted in the general TRUCK PERFORMANCE & GROUP DISCUSSION, not the GM section, but perhaps I just don't know how to read a web hierarchy.
If the compression on a Lightning is 8:1 or 8.5:1 then that would certainly explain it's ability to run more boost. That could even explain the entire thing for all I know. Or it could be pulleys. Or more efficient H/E. Or a combination of things. Who knows what the hell the reason is? That was the purpose for my posting here, to find out more information, information that perhaps we all could use.
My questions were asked out of ignorance - I know next to nothing about the L, only that I have seen a few of them run 12's and some 11's. I have yet to see a Radixed 5.3L dip that low, nor have I seen or heard of a Radixed anything running more than 10 psi. Has anyone seen a Radix run 13 psi? I'm curious...nothing more, nothing less. Unlike some, I have no real investment one way or the other.
I guess I'll just trade in my Avalanche, or crawl back into my hole and not stir the pot with any 'questions' that might challenge old ideas, or share knowledge across platforms.
Also, I could have sworn this was posted in the general TRUCK PERFORMANCE & GROUP DISCUSSION, not the GM section, but perhaps I just don't know how to read a web hierarchy.
If the compression on a Lightning is 8:1 or 8.5:1 then that would certainly explain it's ability to run more boost. That could even explain the entire thing for all I know. Or it could be pulleys. Or more efficient H/E. Or a combination of things. Who knows what the hell the reason is? That was the purpose for my posting here, to find out more information, information that perhaps we all could use.
My questions were asked out of ignorance - I know next to nothing about the L, only that I have seen a few of them run 12's and some 11's. I have yet to see a Radixed 5.3L dip that low, nor have I seen or heard of a Radixed anything running more than 10 psi. Has anyone seen a Radix run 13 psi? I'm curious...nothing more, nothing less. Unlike some, I have no real investment one way or the other.
I guess I'll just trade in my Avalanche, or crawl back into my hole and not stir the pot with any 'questions' that might challenge old ideas, or share knowledge across platforms.
What did you expect? I'm betting you got exactly what you thought would happen.
I know you’re a smart guy Kevin; and you know who has the most knowledge regarding the Radix around here, the same guy you have a history with, and to include a span of time where you absolutely badgered/slandered him both publicly and privately. You know he pays attention and contributes to any thread regarding the Radix. So please, don't act all surprised and confused when he responds to your questions.
The Radix flowing 20% better is not an old idea as you state, it is a fact. You are talking to a manufacturer who has flow tested just about everything out there. This info coming first from myself, someone who is hell-bent on facts, and secondly from a well respected business owner and employee of Magnuson.
Knowing your history maybe this comment, "My questions were asked out of ignorance - I know next to nothing about the L", would have been better served in a preface
btw, Flyer went 11.9x in a Radix'd 5.3.
Last edited by moregrip; Aug 21, 2005 at 12:38 PM.
Aug 21, 2005 | 11:42 AM
#34
14 Second Truck Club
Joined: Aug 2003
Posts: 3,775
Likes: 0
From: Tucson, AZ
Originally Posted by Naked AV
Oh brother. Ask a question to stimulate conversation across platforms and all the old fanboys come out in full force. It looks like PerformanceTrucks.net is just the old LS1Tech/Trucks with a name change, in spite of what I remember Tony saying this site was supposed to be about.
Also, I could have sworn this was posted in the general TRUCK PERFORMANCE & GROUP DISCUSSION, not the GM section, but perhaps I just don't know how to read a web hierarchy.
If the compression on a Lightning is 8:1 or 8.5:1 then that would certainly explain it's ability to run more boost. That could even explain the entire thing for all I know. Or it could be pulleys. Or more efficient H/E. Or a combination of things. Who knows what the hell the reason is? That was the purpose for my posting here, to find out more information, information that perhaps we all could use.
My questions were asked out of ignorance - I know next to nothing about the L, only that I have seen a few of them run 12's and some 11's. I have yet to see a Radixed 5.3L dip that low, nor have I seen or heard of a Radixed anything running more than 10 psi. Has anyone seen a Radix run 13 psi? I'm curious...nothing more, nothing less. Unlike some, I have no real investment one way or the other.
I guess I'll just trade in my Avalanche, or crawl back into my hole and not stir the pot with any 'questions' that might challenge old ideas, or share knowledge across platforms.
Also, I could have sworn this was posted in the general TRUCK PERFORMANCE & GROUP DISCUSSION, not the GM section, but perhaps I just don't know how to read a web hierarchy.
If the compression on a Lightning is 8:1 or 8.5:1 then that would certainly explain it's ability to run more boost. That could even explain the entire thing for all I know. Or it could be pulleys. Or more efficient H/E. Or a combination of things. Who knows what the hell the reason is? That was the purpose for my posting here, to find out more information, information that perhaps we all could use.
My questions were asked out of ignorance - I know next to nothing about the L, only that I have seen a few of them run 12's and some 11's. I have yet to see a Radixed 5.3L dip that low, nor have I seen or heard of a Radixed anything running more than 10 psi. Has anyone seen a Radix run 13 psi? I'm curious...nothing more, nothing less. Unlike some, I have no real investment one way or the other.
I guess I'll just trade in my Avalanche, or crawl back into my hole and not stir the pot with any 'questions' that might challenge old ideas, or share knowledge across platforms.
Aug 21, 2005 | 12:02 PM
#35
12 Second Truck Club
Joined: Jan 2004
Posts: 780
Likes: 0
From: CA
Originally Posted by moregrip
here some data I found, stock L dyno'd at 346, add a 2.75 pulley = 355, add a 9" crank pulley (7.5" stock) = 415
BlownChevy is running a 3.2 pulley a putting down 445rwhp, ............this might indicate a more efficient blower, LSx engines have a 7.5" crank pulley as well.
L baseline 346rwhp
Change stock 3" (9.3psi) to 2.75" (11psi) for 9HP (355 vs. 346)
Add both 9" crank pulley with 2.75" for 15psi and 415HP
BlownChevy is running a 3.2 pulley a putting down 445rwhp, ............this might indicate a more efficient blower, LSx engines have a 7.5" crank pulley as well.
L baseline 346rwhp
Change stock 3" (9.3psi) to 2.75" (11psi) for 9HP (355 vs. 346)
Add both 9" crank pulley with 2.75" for 15psi and 415HP
My truck looks pretty good compared to a stock L. With the radix, stock 3.4 pulley, and a corsa catback my truck made 380rwhp/400rwtq. I haven't got it dynoed after the 3.2 pulley and cam swap, but I am hoping for 425/445. There are a lot of lightnings around here, but there is only one I have seen at the track that was impressive it ran 11.75 w/ nitrous. There is a guy in my neighborhood with an L, he has a bassani catback, headers, and a pulley swap, w/ slicks he could only manage a 13.54, where I was running a 13.43 on the same day before the pulley and cam swap. most stock L's here are in the 13.9-14.3 range.
Aug 21, 2005 | 12:06 PM
#36
Originally Posted by 1Blown04
How about a change of pace....
My truck looks pretty good compared to a stock L. With the radix, stock 3.4 pulley, and a corsa catback my truck made 380rwhp/400rwtq. I haven't got it dynoed after the 3.2 pulley and cam swap, but I am hoping for 425/445. There are a lot of lightnings around here, but there is only one I have seen at the track that was impressive it ran 11.75 w/ nitrous. There is a guy in my neighborhood with an L, he has a bassani catback, headers, and a pulley swap, w/ slicks he could only manage a 13.54, where I was running a 13.43 on the same day before the pulley and cam swap. most stock L's here are in the 13.9-14.3 range.
My truck looks pretty good compared to a stock L. With the radix, stock 3.4 pulley, and a corsa catback my truck made 380rwhp/400rwtq. I haven't got it dynoed after the 3.2 pulley and cam swap, but I am hoping for 425/445. There are a lot of lightnings around here, but there is only one I have seen at the track that was impressive it ran 11.75 w/ nitrous. There is a guy in my neighborhood with an L, he has a bassani catback, headers, and a pulley swap, w/ slicks he could only manage a 13.54, where I was running a 13.43 on the same day before the pulley and cam swap. most stock L's here are in the 13.9-14.3 range.
Aug 21, 2005 | 12:19 PM
#37
TECH Veteran
Joined: Mar 2004
Posts: 4,632
Likes: 2
From: Sun Diego
You know what would be cool? If we could have a Truck Day at the track, with some L's, some Hemi's and SRT-10's, some GM's, maybe a Titan or two.....like the deal they've been having at CA Speedway, except with just trucks. You'd think there'd be enough people willing between the brands.... 
Aug 21, 2005 | 12:42 PM
#38
Originally Posted by vanillagorilla
Remember boost is a measure of resistance....or pressure, hence PSI. Now lets say you have 10psi, then you add headers. Most likely your boost will drop, put your power will increase. You can't compare two totally different motors like this. A pushrod OHV 5.3 vs. a OHC 5.4 with two different blowers is like comparing apples and oranges. Especially since one engine is built for boost.
Also, who says L guys aren't spinning the blower out of its efficiency range. Boost is just like nitrous, it gets addicting and people get greedy. I'm sure a lot of them are spining them hella hard to get 15psi, but who cares if its effciency is 50%.
BTW, I don't think the M112 has the twisted rotors, so some of the MP112's efficiency comes from that.
Also, who says L guys aren't spinning the blower out of its efficiency range. Boost is just like nitrous, it gets addicting and people get greedy. I'm sure a lot of them are spining them hella hard to get 15psi, but who cares if its effciency is 50%.
BTW, I don't think the M112 has the twisted rotors, so some of the MP112's efficiency comes from that.
hit the nail on the head
Ive said it once and Ill say it again late model ford heads dont flow for ****
Aug 21, 2005 | 12:47 PM
#39
Originally Posted by 02sierraz71_5.3
hit the nail on the head
Ive said it once and Ill say it again late model ford heads dont flow for ****
On a side note, all eaton rotors are twisted 60deg.
Aug 21, 2005 | 12:49 PM
#40
Originally Posted by F8L Z71
Some more than others. LOL
this is the first origional good post Ive read in a while on here nice to see people thinking outside the box I just hope it doesnt get squashed by the "professionals"