I agree with that, and I've made that observation here before. But when I've seen that, it's mostly on 5.4s with only bolt-ons. I think it's an example of too big a blower in near stock configuration, just like the bigger screws. I have not seen any graphs on near stock 5.8s with the 2650, only the built one I linked previously.
On the other hand, I have not seen the Whipple Gen 3 dyno on a similarly configured car, only BJ's graph's for Christine. Not that BJ's budget build is a fair comparison to the L&M prepped engine in the video, but I graphed the two results just to show how comparable these blowers seem to be, to me anyway. I guess the biggest differences between the two builds is the VMP car is a 5.8 and BJ has a mildly bored out 5.4. BJ is running L&M's NSR cams and the VMP car is running L&M competition cams and valve springs. The competition version of the cams may have similar duration, but would have more aggressive ramps and higher lift. They should produce more power than an NSR cam. Advantage VMP car in terms of power output based solely on the build and it shows up in the dynos. I wish I had boost data but I don't.
This overlay is simply my poor old eyes deciphering numbers from the charts. My torque figures are formula driven by horsepower and rpm. It's just a simple analysis to analyze torque curves of two different blowers on two modified engines that can utilize these blowers potential.
