Magnuson tvs1900, camotion cam, innovative pulleys..etc..etc

Discussion in 'Engine & Performance' started by flatblack83, Nov 18, 2016.

Sponsored By: Black Bear Performance
  1. flatblack83

    flatblack83 GMFS Member

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    I posted a few 2500hd threads here about headers, exhaust and a few other things. I added small amounts of my supercharger in it but never did it in detail. Some may have seen some of it. Here is it in more full detail. The truck is an 03 2500hd with a 6.0/4l80e, here are the parts that were installed and pics to go with all of it. I will say BLACKBEAR PERFORMANCE has been great with tuning with the auto cal. First a tvs-1900 was bolted on, stock form 5 psi i wasn't really impressed. So the search for more(imagine that)started. A set of stainless works headers with 3 inch dual exhaust was put on. Then the cam swap. Here are a list of the parts for that:

    Camotion cam
    Btr double valve springs/retainers/locks
    comp trunion
    Gm oil pump
    Gm timing set
    ls9 mls head gaskets
    ls7 lifters
    Btr 7.4 push rods
    Gm water pump
    Taylor 10mm wires
    90mm gto ls2 throttle body
    Arp head bolt kit
    Alky control meth injection
    Innovative 8 rib pulleys
    Walbro 450 intank pump
    Arp crank/header bolts
    Ngk tr6 plugs
    Aeromotive boost ref regulator
    Stock regulator block off
    Aeromotive 40 micron filter
    Torque rush throttle body harness
    Gates 8 rib fleet green belt
    Autometer fuel pressure sender and gauge
    Autometer Boost gauge
    Aem afr gauge
    Autometer 3 gauge pillar pod
    8 rib rip cut 2.7 blower pulley
    Upr aluminum catch can

    Probably more i have missed, alot has been involved.
     
    Last edited: Nov 18, 2016
  2. flatblack83

    flatblack83 GMFS Member

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    Start of pics..

    Tear down
    IMG951325.jpg
    Valve springs
    IMG951326.jpg
     
  3. flatblack83

    flatblack83 GMFS Member

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    More
    Old cam out
    20160521_145229.jpg
    130k oil pan nice and clean
    20150811_185636.jpg
    Supercharger install, pulley differance
    20160523_184711.jpg
    90mm ls2 tb with 4 inch tube
    20160629_144443.jpg
    8 rib pulleys
    20160624_130159.jpg
     
  4. flatblack83

    flatblack83 GMFS Member

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    ..Fuel system and alky control..

    The fuel system has 8 an feed and return with areomotive regulator, filter and a walbro 450


    Aeromotive filter 8an fuel line
    20160716_111734.jpg
    Fpr block off
    20160624_130139.jpg
    Alky control pump
    20160716_111859.jpg
    Fpr hidden behind the sc
    20160624_130130.jpg
    Walbro 450 install, no good pic
    20160523_184735.jpg
     
  5. flatblack83

    flatblack83 GMFS Member

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    Last edited: Nov 18, 2016
  6. GREENSIERRA

    GREENSIERRA GMFS Member

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    What are the specs on the cam?
    Looks like it is coming along nicely.
    Way to represent for us lifted guys
     
  7. flatblack83

    flatblack83 GMFS Member

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    It's a Camotion 220/232, 114+3. 587/579, nothing crazy tho. I just wanted something that would work good with the blower and still be easy on the valvetrain since it's my daily driver. A whole 15 miles a day, rus well but is too loud. Has high flow cats, magnapacks and a dual in/out dynomax. Might be going to hush powers and turn downs behind the bumper.

    Yes, people aren't ready for it when it takes off at a redlight...lol. The diesel guys I like giving em a challenge
     
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  8. flatblack83

    flatblack83 GMFS Member

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    Changed the idlers to 2x 100mm, above I had a 90/100. The dual 100 helped the blower belt wrap a ton. Also had a new tensioner pulley machined locally. This one's aluminum so it's less then 1/2 the weight of the steel one. Should respond alot better too. The adjust able idler I moved all the way down to take up the most slack, all of that made no belt slip and 13psi.

    20161218_150504.jpg

    VZM.IMG_20161216_171127.jpg
     
    Last edited: Dec 25, 2016
  9. flatblack83

    flatblack83 GMFS Member

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    A few more things were done to this in the last few months. A new 4l80e with hardened shafts, sonnax parts and valvebody mods, precision industries 2600 multi disc converter and pml trans pan. Derale Trans cooler with fan was added to keep it all cool. The rear shaft is now 5 inch aluminum with 1410 spicer joints, this shaft holds big power with the diesel guys.

    Onto the motor, the iat sensor went bad and the blower had to come off for it to be changed. The mass air flow sensor was getting pushed passed its limit making high rpm fueling go bad. A lingenfelter 100mm maf was put in place with a 4 inch intake tube and a 6 inch cone filter. Super nice anodized aluminum card style maf. With it being 4 inches vs the stock being 3 inch it lowered the maf frequency a significant amount, enough that i can pulley down one or 2 more sizes. Also gained over a psi switching to the 100mm maf. With such a small pulley the iat temps creep up a decent amount. I changed the heat exchanger from the 23x7x1.25 to a 26x11x2.25 and also swapped the bosch pump to a varimax pump from lingenfelter. A larger reservoir is needed, having a custom 1.2 gallon tank made for the passenger side 2nd battery area. Changing the fuel lines also from a 6an feed to 8an feed with 6an return. That way there is no restriction for fuel flow when needed.
     
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  10. BigBlue02HD

    BigBlue02HD TEAM FUEL MOTORSPORTS

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    I wish I knew more about.... and could do all this to my 8.1...... :burnout: Just been away from the performance side for too long.
     
  11. flatblack83

    flatblack83 GMFS Member

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    This has turned into a more money than brains scenario..lol. It is one fun ride, does it surprise people...especially the diesel trucks. I have had help from lotsss of people and spent hours online, more that i'd of liked honestly. Also can't say i have done it all myself, buddies of mine are gm mechanics for years. That helps a ton with parts and most of all knowledge, plus guys over on performance trucks know their sh!t when it comes to the magnuson superchargers. They know every corner and what to do to squeek every bit of power out of it. Still have plenty to go too, i'm almost at the end of the blowers limit tho. Soon going to be done with the motor and move on. Whats left is a ported 90mm throttle body, i'll send mine out and have it done and a 2.6 or 2.55 pulley. That should get me to 14 psi and max out my blower speed at 6k rpm's.
     
  12. darnie1987

    darnie1987 GMFS Member

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    Sweet truck man, how are you running the ls2 TB are you running the xlink?
     
  13. duke

    duke i like interco

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    Idk what I'm looking at aside from its a 6.0 with a supercharger, but its cool. And its SAS which is even cooler.
     
  14. flatblack83

    flatblack83 GMFS Member

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    Thankyou, yea since the blowers 4 bolt the 90mm bolts right on. The torque rush x link is the only way to run it.


    There is a build of the whole truck in the offroad section.
     
  15. GREENSIERRA

    GREENSIERRA GMFS Member

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    hahaha
    you sound like me man, one thing leads to another and next thing you know you are changing everything.
    that trans setup is treating you well? that 2600 stall is working out?
    what driveshaft did you go with? I just did my driveshaft and damn are they expensive
     
  16. flatblack83

    flatblack83 GMFS Member

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    Its always something. ..

    new 4l80 works great, the 2600 stall is about perfect for what I have. Even better now that's it's all tuned.

    The shaft is 5 inch aluminum from driveshaft specialist in texas. Super nice shaft 1410 joints.
     
  17. GREENSIERRA

    GREENSIERRA GMFS Member

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    Yup, same shaft I got
    So far so good
     
  18. flatblack83

    flatblack83 GMFS Member

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    I had a 3.5 steel shaft that had a vibe that slowly came in at 50 and went away at 70. They said don't go over 50 with that, its dangerous and max speed for that isn't much more than 50 with the length. He laughed and said its for say like a big jump robe under the truck. This new 5 inch shaft tho i said to be good for big power, diesel trucks over 1k hp and 2k tq use it without a problem. Now that's with 1480 joints tho.


    You hit the nail on the head... another problem came tuning last night.. At wot my fuel pressure falls off not much but enough to make my afr from the 11s fall in to the 12s. Any more than that its boomage territory. My 450 at a 50 psi base at idle barely shows 40. So the problem is either the 450 or the regulator.
     
  19. Hogg

    Hogg GMFS Member

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    If you are running 13 psi of boost, and 50 psi of idle fuel pressure(assuming this is a vacuum reference FPR) you should be seeing at least 63 psi of fuel pressure at WOT, probably should be seeing closer to 70 psi if the FPR is adding fuel in a 1:1 fashion. Most FPRs have a higher pressure at WOT than at idle as its purpose is to keep the pressure differential across the injector the same regardless of the vacuum/pressure inside the intake manifold.
    My FPR supplies58psi at idle, then 65psi at WOT(lower vacuum than idle) but that's a completely different truck engine etc.

    So a base idle pressure of 50psi, falling to 40psi is crazy. If I'm reading that correctly.

    So you did a 2600rpm Vigilante for the 4l80e? What exactly did you notice different? Better off the line performance, reduced rpm drop during WOT upshifts?
    When the TCC applies, whats it feel like.
    With a 4l60e/65e/70e the TCCC should be locking at WOT in 3rd gear, with the 4l80e in 2nd gear at WOT. Some say it feels like an extra shift, just curious as to what yours feels like?

    If you stop on an incline and while still in drive, will your rig roll backwards? I noticed that would happen in my stock Vortec 4.3 V6 DCLF behind my L31's, same as you guys running the 4.2liter Trailblazer Inline 6 TC's behind your 5.3/6.0's. MyTC gives about a 2800rpm stall behind a stock longblcok l31 350. The stock L31 TC allowed about 1700rpm at WOT with zero rear wheel spin.

    If you had to do it again, would you raise or lower your stall speed. The supercharged crowd needs much less stall than the naturally aspirated crowd as the blown engines supply such a hard hit of torque at lower rpm, esp. for the positive displacement superchargers. The centrifugal setups need more stall as they're not making any torque off idle.

    I'm hope your happy with your setup, it takes a lot of jam to haul a sled like that around. Have you ever weighed that rig?

    peace
    Hog
     
  20. flatblack83

    flatblack83 GMFS Member

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    When i 1st did this setup i had 54 base and with the vac plugged in it was 46. Under boost it wouldn't break 62 but it worked fine since i had 10 psi. After i pullied down to the 2.7 fuel problems persist, injector percent is only at 1/2. Re-tuning, the base was adjusted lower. But now tho its all over the place, the fuel pressure is really messed up. I turned the base back to 54 and the tune adjusted for now so i can atleast drive it with that pressure and a lil more meth if needed. Not sure what the problem is but it will be fixed asap. Today when it arrives from summit i'm swapping out the fpr. I bought a fuel lab 30-90 and changing the fuel filter element. If that doesn't fix my problem i am pulling the walbro 450 and will redo how the pump is in the bucket. Will also do 1/2 inch feed and 3/8 return if that's the problem. Although this size fuel line has worked for trucks making much more power.

    For the 2600 vigilante, the guy who built my trans suggested it. He has done many and said that its been the best so far for power and reliability in the 80e. Also the 2600 was picked for the cam power range and the supercharger. The power comes in at 24-2500. The cam was speced with towing in mind and how heavy the truck is. It feels like another gear, set up in hp tuners to feel just like another gear.

    If i was to do it all over again I would buy a tvs 2300 instead of the 1900. My 1900 is at its end, not much more left. I just hope when i do a new 370 that its enough. I know i'll loose some boost when i do so. One pulley size and a ported 90mm tb is about it i guess. Any smaller pullies over spin the blower by a few thousand rpms. I would probably use the same converter, works great for what i have. You can also tell the powers being all put down with the new trans/converter.

    To be honest i almost ordered the circle d trailblazer style converter, i was talked out of it many times. I was looking at it being less than 1/2 the price of what i bought. If i stayed with my stock trans i would of went with that converter. I doubt mine rolls backwards but really never tried it.
     
    Last edited: Jun 8, 2017
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