Watch a full field of Top Fuel dragsters run over a championship race weekend, and chances are at least one or two will throw the blower belt during a race. It takes an estimated 1,000 horsepower to turn those massive 14-71 blowers with enough force to generate 60 pounds of boost at 8,000 rpm. That’s a lot of tension on the belt, and the slightest misalignment or hiccup can snap it like a cheap rubber band.
It’s a similar situation with late-model supercharged engines running serpentine drive systems. When striving for 20-plus pounds of boost and 1,000 horsepower, there’s considerable tension on the drive system, and small belts simply won’t hold up under power.
“A 6-rib system won’t handle as much horsepower as what we want to put through them,” says Joe Delano of Left Coast 32. “We needed to step up to an 8-rib system that eliminates belt slip and get the boost where we want it. We’ve used this system to push boost as high as 23 pounds out of the 2300.”
The “2300″ is a Magnuson TVS2300 Jack Shaft supercharger mounted to a Kenny Duttweiler-built 390ci LSX engine that was designed primarily for testing the accessory and blower drive systems developed by LC32 and T-Mac Performance. Besides showcasing the new products, the exercise also demonstrates just how easy a properly prepped LS engine can deliver 1,000 or more fully streetable horsepower. And we know how popular big-horsepower engines are for swaps as well as improving factory vehicles.
“The big thing was getting the boost out an 8-rib system and being able to package it for the customer,” adds Delano.
The test mule is based on a GM LSX iron block bored to 4.14 inches. The steel 3.62-inch-stroke crankshaft and rods are from Callies, and Diamond supplies the 9.5:1 pistons. The custom-grind solid roller cam is from Leading Edge Performance. Rounding out the long block is a set of All Pro heads ported by West Coast Racing Cylinder Heads that are dressed with Granattelli Motorsports valve covers.
The supercharger features a 102mm throttle body from Nick Williams and unique LC32/T-Mac 102-105mm inlet and MAF housing.
“The goal was more efficiency out of the blower,” says Delano. “We were able to gain 96 horsepower and 143 pound-feet of torque just by changing the inlet and throttle body.”
The LC32 drive systems are designed to work with all accessories and fit in the majority of popular applications. This engine features a special bracket that allows the use of a C6 Corvette oil pan conversion while still mounting the A/C compressor in the original location.
“We wanted to get away from using the front-sump pans where the compressor is bolted directly to the pan,” explains Delano. “The bracket bolts to the C6 pan and lets you mount the compressor.”
The two videos show dyno tests conducted on the engine a year apart from each other but show 1000-horsepower pulls each time as LC32 tests different gear and superchargers.