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Discussion Starter · #1 ·
Just read that the Kong 3100 is not going to happen, no appreciable power gains over the Kong 2650. Are you guys hearing anything about this.
 

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With the pullies available on the 2650, given the pressure ratio they're capable of... I'm not surprised. Point of diminishing returns with accelerating mass vs airflow vs restriction, in a realistic LS package?
 

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Discussion Starter · #4 ·
Well I guess the 2650 is going to be it.
 

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With the pullies available on the 2650, given the pressure ratio they're capable of... I'm not surprised. Point of diminishing returns with accelerating mass vs airflow vs restriction, in a realistic LS package?
The other thing to consider is that if you are on an E67 you have to watch the boost level. I have had the most success with 2650s building larger engines and limiting boost levels to 21-22 psi. A 3100 really needs aftermarket EFI control but there were other issues with the design apparently..... that limit the gains over a 2650.
 

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Discussion Starter · #6 ·
Interesting, I'm in the process of building a 427 with Dart block, Magnum Crank, ultra rods and diamond pistons, is sounds like the Kong 2650 would be the best choice that would fit under the hood. (ZL1 Camaro).
 

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supposdly a flaw in the rotor pack . i didnt expect to see huge gains over the 2650 anyway. If your goal is 1200 < , there are much more efficient options .
 

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We have done a number of 2650 builds in the 400-427ci range. Pulley combo with depend on your drive system. On an 8 rib LSA drive you need to tick too a 3.0 upper and go larger on the lower to avoid slip on a 2650. On 11 rib LS9 drives you can go down on the upper but are limited on the lower size to 14%
 

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We have done a number of 2650 builds in the 400-427ci range. Pulley combo with depend on your drive system. On an 8 rib LSA drive you need to tick too a 3.0 upper and go larger on the lower to avoid slip on a 2650. On 11 rib LS9 drives you can go down on the upper but are limited on the lower size to 14%
unrelated to the op but what have you seen on LT4 cars with a stock lower? trying to run a bit more pulley (80-85mm vs stock 90mm on the maggie 2650)
 

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unrelated to the op but what have you seen on LT4 cars with a stock lower? trying to run a bit more pulley (80-85mm vs stock 90mm on the maggie 2650)

Depends on supporting mods, trans and fueling. Ive seen mid 800s on an 80mm upper with stock lower and mid to upper 900s with a 15-18% lower but fueling becomes an issue beyond that.
 

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We have done a number of 2650 builds in the 400-427ci range. Pulley combo with depend on your drive system. On an 8 rib LSA drive you need to tick too a 3.0 upper and go larger on the lower to avoid slip on a 2650. On 11 rib LS9 drives you can go down on the upper but are limited on the lower size to 14%
Matt, what have you seen for numbers with the 2650 on the 400”+ motors
 

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Matt, what have you seen for numbers with the 2650 on the 400”+ motors

On the nicely built ones we have seen 950-1050 depending on the various driveline combos. We just finished one on the lower end of the dyno spectrum but the 4L80 and 9"IRS are eating up more power then a stock driveline and still leads to 150+ trap speeds. We haven't seen any 1100+ numbers like some do but we also don't have a hub dyno which tends to read a bit higher.
 

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I wonder if the EPA regs were affecting testing or if the new Whipple is going to suffer the same fate?
 

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