Best FI for touring?

Recently bought an 07 GT M5 vert with JLT, UDP, LT, catless x-pipe, and 3.73's. With a canned Bama tune it's pretty strong above 4500 rpm to the 6400 limit, but response in 3-4-5 gears is less than desirable. The car replaces a series of motorcycles going back 50 years; all my M/C's in this century have been capable of 10-12 seconds in the quarter, so I'm looking to tune up to at least 12-second power. Realistically, that means some form of forced induction and a custom tune.

The car will be used for 5-10k mile tours, so longevity, ease of service, and good control of underhood temps are the priorities. Ability to retain the headers, UDP's, and "x" for additional power would also be a plus, as would decent fuel economy for cruising on America's highways and byways.

From all I've been reading, it appears that a centrifugal s/c sharing crankcase oil would be the most efficient, coolest, and least intrusive setup. It could also use the stock TB and intake and, with its own separate pulley, could [I suppose] retain the UDP's. OTOH some of the PD blowers like Edelbrock claim minimal parasitic losses, and they just look better. Turbos look way too complex for my skillset.

Haven't found much info about the relative merits of the different FI types for my priorities, so all considered opinions are gratefully welcomed. If I'm wrong, just say so - and why.

Enfield

I've had my Whipple on my car for over 50K miles of abuse as a daily and a track car. She'll do 11.6 in the 1/4 with stock bottom end. Install was relatively easy and really not all that intrusive. I live in the high desert and never have had any temperature issues but I also run an electric H2O pump which makes a huge difference. the Whipple I do believe comes with a larger intercooler than KB. Never liked the Edelbrock unit. The TVS is a good unit too. I just prefer the twin screw over a centri but I'm an old fart.

For touring, PD all the way.
The centrifugal superchargers don't help much until you get in the upper rev range.
Roush, Edelbrock TVS, or the Whipple TS all make for fun street cars

I like my Paxton/Vortech setup. Its the "self-contained" setup, so it has its own oil, and there was no tapping the pan for engine oil. It was all a bolt-on affair, and was pretty easily done with common tools. Fitment was excellent too.
For a GT car, I want things to be a normal as possible, until I plant my foot down. A centri gives me the choice to do that, and a PD gives power all through the range, and has the cool whine. Tough choice for sure, but I'm more than happy with my centri.

Enfield said:

Recently bought an 07 GT M5 vert with JLT, UDP, LT, catless x-pipe, and 3.73's. With a canned Bama tune it's pretty strong above 4500 rpm to the 6400 limit, but response in 3-4-5 gears is less than desirable. The car replaces a series of motorcycles going back 50 years; all my M/C's in this century have been capable of 10-12 seconds in the quarter, so I'm looking to tune up to at least 12-second power. Realistically, that means some form of forced induction and a custom tune.

The car will be used for 5-10k mile tours, so longevity, ease of service, and good control of underhood temps are the priorities. Ability to retain the headers, UDP's, and "x" for additional power would also be a plus, as would decent fuel economy for cruising on America's highways and byways.

From all I've been reading, it appears that a centrifugal s/c sharing crankcase oil would be the most efficient, coolest, and least intrusive setup. It could also use the stock TB and intake and, with its own separate pulley, could [I suppose] retain the UDP's. OTOH some of the PD blowers like Edelbrock claim minimal parasitic losses, and they just look better. Turbos look way too complex for my skillset.

Haven't found much info about the relative merits of the different FI types for my priorities, so all considered opinions are gratefully welcomed. If I'm wrong, just say so - and why.

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1. Ditch the Bama tune and get a better one from either Brenspeed or Lito. You can bring home a 12.XX timeslip with a N/A engine. I have a JLT 3 CAI, UDPs, CMDPs, ported stock TB, catted X-pipe (stock exhaust manifolds & axlebacks), air-oil separators, and a Brenspeed 91 octane tune.

2. If I took the FI route, I'd be disappointed if I couldn't get an 11.XX timeslip.

3. If you want a supercharger, you'll need to ditch the CAI & underdrive pulleys. A centrifugal supercharger would allow you to retain the stock intake manifold and throttle body, whereas a positive displacement supercharger would require you to ditch those too.

4. If you want a turbo, you'll need to ditch the LT headers and either reinstall the stock exhaust manifolds or use shorty headers. You'll also need to ditch the CAI.

5. For touring, you'll want a highest possible torque output from low rpm up to the rev limiter. The best way to achieve that is with a twin-screw or TVS supercharger.

I had a Saleen SC on my car for years, made 490 to the tires, the car was very reliable and super fun to drive on the street

Go with the Edelbrock E-Force. Power from the moment you touch the gas. Super smooth on the highway. Easy install. I have Kooks LT and the 3.73’s. Whichever way you go, upgrade the intercooler to a larger one from the beginning. Almost all intercoolers that come with the kits for the 07 are too small.

Another vote for the Whipple, love mine!

jlmotox said:

Another vote for the Whipple, love mine!

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And the Whipple just looks like it belongs in there

Department of boost manifold with M122 from GT500.

Roush TVS is a good option.

Looks like every member's favorite is the one he has. Since M122's are plentiful and relatively cheap, one of those - or other 2.3 Eaton-based unit - on a DOB manifold looks like a winner. Have applied to join the DOB group on FB. Google shows no recent DOB market activity. Are there other sources for piecing a used kit together? Thanks for responses,
Enfield

Send an email to [email protected] and just tell him you're interested in a used setup. DOB customers upgrade all of the time so he often has extra items laying around for a decent price.

Dino Dino Bambino said:

1. Ditch the Bama tune and get a better one from either Brenspeed or Lito. You can bring home a 12.XX timeslip with a N/A engine. I have a JLT 3 CAI, UDPs, CMDPs, ported stock TB, catted X-pipe (stock exhaust manifolds & axlebacks), air-oil separators, and a Brenspeed 91 octane tune.

2. If I took the FI route, I'd be disappointed if I couldn't get an 11.XX timeslip.

3. If you want a supercharger, you'll need to ditch the CAI & underdrive pulleys. A centrifugal supercharger would allow you to retain the stock intake manifold and throttle body, whereas a positive displacement supercharger would require you to ditch those too.

4. If you want a turbo, you'll need to ditch the LT headers and either reinstall the stock exhaust manifolds or use shorty headers. You'll also need to ditch the CAI.

5. For touring, you'll want a highest possible torque output from low rpm up to the rev limiter. The best way to achieve that is with a twin-screw or TVS supercharger.

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With a PD S/C setup, only the underdrive pulleys require being replaced with OEM pulleys. Other than that, they're fully compatible with CAI's. If however your referring to centrifugal blowers? well that's a different story altogether. As for your claim about PD blowers that also require replacing the stock throttle body? is also inaccurate. FYI: I have the Saleen series VI which is a positive displacement/twin screw S/C that does in fact retain the stock throttle body. Therefore, not all positive displacement S/C's are incompatible with the stock throttle body.

Sactown said:

I had a Saleen SC on my car for years, made 490 to the tires, the car was very reliable and super fun to drive on the street

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I still have the Saleen series VI S/C on my car. it makes 420 to the tires with 3.6" pulley, OEM fuel pump, stock throttle body/Saleen 98mm airbox and JDM 91 S/C tune. Just as you mentioned, the car has been very reliable and provides tons of fun for street driving. My only downfalls are the stock heat exchanger which isn't quite efficient enough when it comes to minimizing heat soak, the location of the oil drain plug and loud gear noises from inside the enclosure when at idle. But other than that, I've been very pleased with it's reliability and overall performance.

06 T-RED S/C GT said:

With a PD S/C setup, only the underdrive pulleys require being replaced with OEM pulleys. Other than that, they're fully compatible with CAI's. If however your referring to centrifugal blowers? well that's a different story altogether. As for your claim about PD blowers that also require replacing the stock throttle body? is also inaccurate. FYI: I have the Saleen series VI which is a positive displacement/twin screw S/C that does in fact retain the stock throttle body. Therefore, not all positive displacement S/C's are incompatible with the stock throttle body.

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The Saleen supercharger was fitted as original equipment to supercharged Saleen S281 3V models and that, as you rightly pointed out, retains the OEM TB and is indeed compatible with any aftermarket CAI for a N/A 3V (including the JLT 3 on my car). As far as I'm aware, it's the only 3V supercharger that'll do so. I love the subtle, clean design and it looks stealthy under the hood.

Wrong thread. Sorry...

Dino Dino Bambino said:

The Saleen supercharger was fitted as original equipment to supercharged Saleen S281 3V models and that, as you rightly pointed out, retains the OEM TB and is indeed compatible with any aftermarket CAI for a N/A 3V (including the JLT 3 on my car). As far as I'm aware, it's the only 3V supercharger that'll do so. I love the subtle, clean design and it looks stealthy under the hood.

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The Eaton M122 1.9 S/C was also fitted as original equipment to supercharged 2007-09 Shelby GT500 5.4v models which also retain the OEM TB and are also fully compatible with any aftermarket CAI designed to fit an Eaton Roots style or Whipple twin screw S/C. The point is, both the Eaton and Whipple designs are also positive displacement S/C's which are in fact, also very compatible with any aftermarket CAI as well. At any rate, also to my knowledge, the Saleen series VI S/C as you also brought up, is indeed the only PD design that does in fact retain the OEM TB for the 4.6L 3V models.

My Whipple uses the stock TB.

If also not mistaken, the Roush M90, 2300 TVS and VMP 2300 TVS all retain the stock TB as well

Enfield said:

Looks like every member's favorite is the one he has. Since M122's are plentiful and relatively cheap, one of those - or other 2.3 Eaton-based unit - on a DOB manifold looks like a winner. Have applied to join the DOB group on FB. Google shows no recent DOB market activity. Are there other sources for piecing a used kit together? Thanks for responses,
Enfield

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DOB will be your best bet, but you have to be willing to upgrade your heat exchanger and pump. That is the secret,Jason can guide you