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Harrop H2650i LSA vs Kong 2650

38K views 88 replies 21 participants last post by  Fantazma 
#1 ·
I know there have been mixed reviews on some of the Harrop superchargers in the past, particularly related to the bricks in the TVS2650. This new option is similar to the Kong effort using the OEM CTSV/ZL1 lids. It's cheaper than the Kong.

One for sure downside I can see is it only accommodates a 103mm throttle body, compared to the Kong which will handle up to a 112mm. The snout looks a lot smaller on the Harrop in the pics

Other than that, is the Harrop a viable cheaper option to the Kong? Anyone had or heard any real world experience with it?

Harrop H2650i: H2650i LSA - Harrop
Kong 2650: Kong Performance LSA TVS2650
 
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#2 ·
I'm curious about it too, but there's no discussion about it in the US that I can find. The major difference visually is that the common snout to case arrangement is different. Instead, the throttle body adapter is a bolt on part, and the drive is a separate bolt on part.

For anyone that hasn't seen it. Superchargers onilne has it for $5017. Pulley's might be a bit harder to source since they aren't a typical Magnusson pulley like the Kong.
 
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#3 ·
It looks like that arrangement might make it harder to get a good port done.

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#5 ·
I know there have been mixed reviews on some of the Harrop superchargers in the past, particularly related to the bricks in the TVS2650. This new option is similar to the Kong effort using the OEM CTSV/ZL1 lids. It's cheaper than the Kong.

One for sure downside I can see is it only accommodates a 103mm throttle body, compared to the Kong which will handle up to a 112mm. The snout looks a lot smaller on the Harrop in the pics

Other than that, is the Harrop a viable cheaper option to the Kong? Anyone had or heard any real world experience with it?

Harrop H2650i: H2650i LSA - Harrop
Kong 2650: Kong Performance LSA TVS2650
You wrote:
"Anyone had or heard any real world experience with it?"
Yes, and from what I know, I would take note regarding Matt / Lt1z's remark above.

You also wrote:
"One for sure downside I can see is it only accommodates a 103mm throttle body, compared to the Kong which will handle up to a 112mm. The snout looks a lot smaller on the Harrop in the pics"

So, since fwHP is mathematically related to how much air an
IC Engine can inhale, and the max flow is 146 cfm / sq."
why would one desire to enlarge the internal volume of a blower,
without providing that larger blower with a large carb / tb, etc.
allowing for it to inhale more air?

Cheers,
RD
 
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#6 ·
Umm, to make more money because people may buy on rotor pack alone and not overall design?

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#7 ·
Now, would a company really do something like that..:eek:

Take care,
Bruce
 
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#14 ·
But only Blue cars actually look good!

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#18 ·
Have you determined why?
 
#17 ·
i would go kong as well just for availability and support .

on a side note , i want a holden ute bad . I did find a place in colorado that imports them and makes them us legal. not cheap but so unique.
 
#20 ·
I've got a LSA G8 and looking toward 2650, but I'm not seeing the extra 1k for the Kong. The proprietary pulley hub is kind of a bummer too. Don't get me wrong it's a nice product, but when your primary clientele is ZR1 owners you can keep that ritzy price. Really need some hard performance data on this Harrop.
 
#21 ·
For the most part the Kong has been proven.
It is fully capable of making ~1000 HP with the correct engine
size, and with the help of E-85.

In my opinion the Kong 2650 Eaton Based Roots Blower is
the best thing out there for our platform, when one desires to
stick with a DD / PD blower, albeit it should be put on an engine
having a larger internal volume than the 376 CID LSA.

Edelbrock has some of the most sophisticated CFD software
and extremely well educated people working for them, who
understand the science and physics regarding CFD.

The above information, delivers to one the 'Reason' for the
Kong 2650 performance on the track.

Under the 2650, is a well ported 2300 in my opinion.

A good 2300 can generate a little over 900 HP on an
engine having an internal volume to fill of 376 CID.
***All of the above HP numbers rely on the proper fuel being used.

Not much good has happened here in the USA regarding Harrop!
I believe there is a 'Real' reason for that (JMHO).

What empirical information would you have regarding the Harrop?

Time slips versus engine volume, versus cylinder head, fuel, cam,
weight of the car, tire, air density, etc.

Cheers,
RD
 
#25 ·
Right about now I would normally go into scaling an engine (CID vs. RPM) to
achieve the proper Absolute Pressure Ratio, so as to maximize the most pressure
in the intake manifold, while minimizing the production of heat, which in turn,
will maximize air density.

But since I have done that so many times in the past (plus I am hungry)
so I will leave it up to you this time, while I will go eat dinner..:D

Cheers
 
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#27 ·
That sucker was spinning!
 
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#29 ·
The 2300 also has less mass, or "free" HP in the higher RPM range relative to the 2650.

Had I not had issues right out of the gate with mine, I would have kept it.

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#47 ·
I don't know that it would be all that definitive for power. Maybe. The harder thing to test is how well it fits, how it lasts, and what odd gremlins occur over time.

But I'd do it if you would sponsor lol. It's a $20k+ parts cost!
 
#51 ·
@DASHIP posted:
"especially on a built 416 -> 427 cu. in. LSA"

I believe several people have posted on this forum showing
that the Kong 2650 has provided good results with the larger
displacement engines.

Has anyone provided results for the Maggie 2650?
 
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#52 ·
@DASHIP posted:
"especially on a built 416 -> 427 cu. in. LSA"

I believe several people have posted on this forum showing
that the Kong 2650 has provided good results with the larger
displacement engines.

Has anyone provided results for the Maggie 2650?
Yeah, was wondering about results myself, wonder if their intercooler brick works on keeping temps under control and what numbers would be with ported heads.
 
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