A new inlet pipe was added to join the air-box with the massive oval throttle body. Here t
JLP sells a street version of this fuel system that includes a Fore/Lethal triple-pump fuel hat, larger fuel lines, and JLP fuel rails. An interesting note about the fuel system is that JLP retains all of the factory wiring, which will run the stock twin pumps (or aftermarket pumps, including Aeromotive, JLP triple-pump, and Weldon units) at low voltage for part-throttle driving. Once the truck hits a certain TPS reading, the factory system will add more voltage to the pumps, thus increasing the output.
Brown also upgraded the alternator because they added a 16-volt battery during the blower swap. A voltage regulator was also installed to prevent the headlights and other accessories from blowing out due to the extra voltage. The 16-volt system will run the fuel pump harder and create a better ignition spark, which all helps power output.
Wiker swapped the 12-inch crank pulley to a smaller 10-inch unit. That slowed the blower s
On the dyno, the 2.8H didn't disappoint as it worked the stroker engine to 805 rwhp and an astonishing 880 rwtq. At peak, the gains were 150 rwhp and 132 rwtq! This was done at the same 25 psi, which happened by accident as Wiker took a "guesstimate" when he swapped the pulleys. He went from a 12-inch crank pulley to a 10-inch one, but kept the 3.50-inch blower the same since that is the largest blower pulley available. We couldn't run the 12-inch lower pulley because it would have added too much boost. Wiker tuned the ECU using DiabloSport software, and he set the timing at 20 degrees, just like the baseline test.
Just when you thought the storm was ending, the SVT Lightning strikes again-this time with over 800 rwhp.
All chassis dyno testing was conducted on JLP's in-house DynoJet chassis dyno.
The larger displacement blower (2.8L vs. 2.6L) helped bring output up to 805 rwhp, and tor
Here are both runs for the 2.6H and 2.8H. Notice how wide the margins are between the two