black00chev - I could take that turbo kit off your hands

 

Yeah if I decide to switch that's what Im going with. I bet my triple 12 would compliment the 1900s low-mid range nicely!

haha I know a few people who would. If I can find a TVS1900 semi local I might try to trade.

 

Sort of my justification for keeping my turbo cam is it should help up top where the blower needs a little help. You dont need a low-end cam with a blower, itll just blow the tires off then fall on its face lol

 

So I made this spreadsheet to maybe be a little more scientific in how most guys choose pulleys. Any blower guys feel free to give it a shot and see if its close to what you get.

Recognizing all of the VE numbers will change based on your cam. I guessed at the intercooler stuff, but it sounds reasonable to me.

 

I have heard several people say this but don't have an understanding of the maintenance associated with turbo setups vs supercharger setups. Could you please elaborate? Thanks!!

 

Turbo turns your engine bay into a massive furnace that is a perfect environment for fire. Often you have lines routed everywhere (oil, coolant, AC) and you have very close quarters. It's typically quite a bit of modification from OEM = reduced reliability. Plopping on a blower doesn't really come close to those degree of changes.

 

I cant tell you how many hours I spent trying to stop melting plug wires before I finally figured out something that would work with the turbo. Fabricated turbo pipes see such a high range in temperature that they will warp over time and not seal correctly, but this depends heavily on the material used. Because the turbos are oil cooled you should expect to change your oil much more frequently. There are a larger number of hoses and references with a turbo depending on how you have it controlled, so expect to spend extra effort replacing/safe guarding those. If a reference line to the gate leaks suddenly you just doubled your boost and wrecked your engine. The underhood heat with a turbo is quite intense, so everything needs to be protected and wrapped.

With a blower, make sure the belt is tight, and have at it.

 

Yea makes good sense to me. But I have to admit, this triple 12, in my truck, seems like a mid range cam that, pulls nicely all the way to 6400. When I punch it from a stop, it doesnt seem to really start burning the tires off until I hit about 2500. I usually make it all the way across a 4-way stop before I see black marks lol.

But yeah, back to the topic lol... Can't wait to see what your results are with the whipple.

 

I definitely think I lost top end with the triple 12 versus my old 222/226. Ironically, the low end feels the same between the two cams.

 

Replaced the radiator and drove around on Sunday. In retrospect I probably couldve fixed the other one since I think it was just the gasket was messed up a little. Took the radiator apart and cleaned it and put it back together more snuggly. Installed the new radiator and flushed the coolant system for a few minutes.

Went for a drive and its sad how slow the truck is without the turbo A lot of it is due to the converter being so tight, the cam being larger, and the tune needing work. It still moves ok for what it is, but going from 1100hp to 400 is rather depressing. The transmission seems to shift ok, so I am happy about that.

I worked on porting the lower manifold for the blower some but my carbide bits clogg up near instantly so I am going to try a new method. Trying to blend the transistion from the runner to the exit a little better. Also replaced the stupid whipple IAT sensor with a bung so I can reuse mine, and taped a few ports so I can essentially use all my turbo plumbing without cutting any hoses.

Figured out what I am going to do with the fuel rails. I am going to use the whipple rails, but put in my big injectors (127lb) since the tune is already setup for it. I am replacing the quick disconnect fittings on the rear of the rails and the side of the driver side rail that whipple provides to some -8an to -6anO-ring fittings so I dont have to modify my feed line or return lines I already have. I am essentially going to feed the back of both rails, keep the whipple -6an crossover at the front, and bleed off the return from the factory feed that is on the side of the driver side rail. I will probably mount the regulator on the firewall since I dont think there is a good way to mount it to the blower.

Mike at New Era has been a big help with dealing with whipple and ideas about the blower. I ordered an 3in 8rib pulley threw him and hope to see it soon! Really the only other upgrade I am looking at right now is the big 109mm throttle body whipple makes. Says it flows 1750cfm which I am sure would be a big step up from my NW 92mm I have now. Blowers are very sensitive to pre-rotor losses.