Dans toy

Good to see another supercharger come aboard. Is yours the 1900 or 2300? I've considered switching up from the 112 maggie and convert over to E85. Keep us posted.

Great vidio's guys. Got to get with that myself.

Good choice on mufflers. I used them on my car. They have a quiet tone when cruising but let you know when you get on it.

How was your run?

Curious which Corbeau seat you managed to squeeze in your car. Fixed back or hinging. Most seats I've found don't fit well. If you have a picture and model number I'd appreciate it. Good luck on your project.

Your gonna love the throttle response of that supercharger. I have the "112" on a 6.0L LQ4 in my car. You might consider using a second stock hood to fab a cowl profile, It worked with my project allowing me to get the clearances I needed but no more than necessary.

Quite a bit of lift on front end, have you done anything to the front shocks and springs?

Nice run for a small drag radial with an IRS. 60 ft? and what other changes to suspension, if any to improve traction?

Is it actually a 1000ft track or 1/4mi. Good luck with your project.

He got a lot of tire under the back of his car. IRS ?

Great video! considering any other suspension adjustments or tires in the near future?

how much boost and power are you looking for?

If your willing to do some surgery, 46% front/54% back. 6.0L LQ4 with small blower/ 4L80e . Engine and firewall set back 3 1/2".

On a more helpful note. In order to achieve your goal, you might initially do some research on the IRS z cars traction limits with a daily street tire /and supporting improvements. My opinion is your going to need at least a 1.90 60ft and some serious power (500ish rw) to do an 11.0 ET. The extra power at these times don't do much good without traction. Side note: If you decide to try a racing tire, the majority of street cars with stock suspension I've seen gain a strong 2 tens off their 60ft with a drag radial of similar size.

If you manage to get an 11 flat (per your first post) with your independent suspension, just about any power level using a non drag radial tire, sign me up! Good luck though.

60 ft!

I'd say your HP is reasonably consistent with your trap speed (If anything HP ratings a little conservative) . The stock LS7's at sacramento raceway run 121 to 123 , several hundred pounds heavier than yours & 420+ rwhp. Just my 2 cents. My Z runs 130 / 3210 race weight / 473 rwhp/485rwtq. It has a very wide power curve, LQ4 w/small maggie blower. Most of the on line HP calculators I've used suggest a bit more power than 473 (I think not). I would guess it has to do with a stronger average HP.

Well spoken about dino numbers. Your car obviously has a lot of potential.

Nice! 60 ft & ET break down? Besides the nos, what kind of internal engine mods/cam and heads?

I'm really impressed with the eaton based magnuson blower I have. I've used it on two different builds with great success. Most of the kits are (dry flow) direct injection and seem to work very well on GenIII & GenIV chevy engines . The 90mm & 92mm TBs are common place, even the 100mm are being used. Another supercharger kit KENNYBELL sells for mustangs utilizes a dual 70mm TB although I am not sure if the TB valves operate in sync. Certainly good tuning is part of the success of these setups. OOoo LOL Lag is not part of any discussion I have read or experienced myself!! Happy Holidays

nice! Who makes it.

I had the capability to monitor inlet temps but at the time was still getting use to HPTuners. Good point though. The maggie I have has an intercooler/heat exchanger system but the 112 supercharger is a little small for my engine and what I was trying to achieve so it builds heat extremely fast (WOT about 30 degrees in 11 seconds W/ 3.0 pulley building 8 lbs. boost). I would also say that my results and opinion were not proven at the track just yet, but based on the results reported on" LS1Tech" by the users of these blowers minimal inlet restriction does make improvements.

Mikelly, Likely there is some variation on different scales. Probably more so in the individual build of each of these cars posted( my 2 cents ). " I have an early 260z " It has a 3rd gen iron 6.0L. alum heads / 4l80e/ 9 3/4 sterling rear/ supercharger system/alum radiator/ 2x3 full frame & roll over protection/ stock seats/full interior with extra insulation/factory glass/ all steel cowl hood/ fiberglass lower front / no ac or ps./all fluids inc 10 gal poly fuel cell-Full. scaled 3040 lb. 1440 front 1600 rear with engine set back 3 1/2".

Poly tanks have been used in factory vehicles for more than a decade. They can be damaged easier " punctured or heat related ". If possible route your exhaust away from your tank. On my project I used a Poly tank with aluminum heat shields to help protect from the mufflers that mount on each side of the fuel cell (very close proximity). At some point in the future I may change to aluminum only because I like the mufflers mounting locations. What I have noticed is in stop and go driving there is enough heat that the fuel cell becomes more flexible and may eventually cause the tank to get brittle and crack. Also I have heard comments that a poly tank will emmet fumes. Don't know how true that is. One article I read where the guy had mounted his tank inside the back of the car(bad idea), the fumes were noticeable.

Zfan1. -Curious what your race weight was.