No idea on specific power gain as that wasn't available when I had mine. It should make some more power though. So will adding E-fans... but again you'll be creeping up on tranny slippage time. The closer you get to the same power level as the 2.9 pulley, the closer you are to slippage on a fully stock transmission.

Have you considered a nice Yank convertor yet? I waited too long to get mine. I have the Pro 3000. Love it.

 

Just curious to know specifically what you like about this upgrade?

Personally, I had the vac mod in my FLP and hated it in combination with the Radix. Since its so easy to get into boost at part throttle, the vac mod was unleashing the full pressure shifts just about all the time. I would be clenching my teeth every time I could feel the 1-2 shift approaching with mid throttle. In fact, I got into a habit of letting off the throttle (to give it vacuum pressure) just before the shifts so it wouldn't hit as hard. I would much rather have electronic control of them via the PCM.

 

No convertor yet but planning to get tranny redone very heavy duty and have one installed then. I already have electric fans, basically I was trying to get as much out of it as I can without having to tear into the internals for now. Had it dynoed and it hit like 520 or 530 hp on an old Mustang dyno, but after driving it for a while I wouldn't mind more.

Tim

 

520 or 530? RWHP? Holy crap that sounds like a little much! But if so, congrats on that!

 

When I had my tranny built I asked about this and was told to stick with the electronic shifting

 

You guys (moregrip and BigTex) both have lighter weight trucks. I ran - and still have - all the billet servos and the vacuum mod. In the heavy truck (6800 lbs) its all fine. Part throttle is like stock shifting but faster... not hard at all. Full throttle is super firm... but not teeth rattling. The weight must be the difference. Or the way in which your shift kits were installed. Every builder has their own preferences.

I know that I was advised to get the corvette servo instead of the billet one for the 3rd gear. Was told it would likely be too hard. This advice was based on what has been experienced in the 4L60E Camaros. With that lighter car it really does behave as you've mentioned. I went with the hard core parts anyway and everyone was very surprised at the mildness of them. Looks to me like once you cross 6000 lbs the rules of the "little" trucks no longer apply. Bear in mind... the H2 can get into boost at a little less than 30% throttle in hill regions. I have lots of hills and still no harshness at part throttle.

I still stand by my recommendation about the trans build. If you stick with the electronics for pressure you are at the mercy of your tuning and MAF. With the vacuum mod you are full pressure when you need it and driving nice when you don't. Less complication and less risk for error (failure). With the vacuum mod... the failure mode for the line pressure is max. So if your vacuum line popped off from not being clamped or the line breaks or whatever... your trans is safer because you cannot get into the higher hp range with minimal pressure. You'll also know there is an issue because of the hard shifts at part throttle and have time to replace/reconnect the line without doing damage to the trans. Not so with the electronic tuning.

Mine hasn't had a single hiccup since built and seems to be ready to go deeper into the 13's. As the only guy around who's posted any results from the H2... I'd carefully consider what I've said and then make your decision. If not... I wish you luck as it can be an expensive learning curve.

 

How much more boost will the 3.0 pulley make over the 3.1?

Thanks,
Tim

 

.5-1 psi. two tenths smaller usually make up 1 psi.

 

You guys need to put that in your sigs......You'll never hear those words uttered again