Stock turbo is easily good for 540+ rwhp and mid 12s. With some airflow and fuel upgrades we've done over 600 rwhp on an LLY with a stock turbo on Dunbar's lie detector.
Dual fuelers doesn't mean high EGTs if the tuning is properly adjusted for them. It will mean that you can get any pressure you command and get the same quantity of fuel using a lower PW and higher pressure, which will give you a little more power. Dual fuelers, stock LBZ intake, and exhaust did 590 rwhp on an LLY on Dunbar's dyno with no higher EGTs than what a 540 rwhp race tune would on the same truck without the duals.
When you get to the mid 500 rwhp mark in these trucks there are really 3 things that IMO need done to push it a whole lot further:
- Air - turbo or nitrous
- Fuel quantity - dual or modded CP3
- Fuel delivery - bigger injectors
If you add a turbo or nitrous without the CP3(s) you will run out of fuel to burn somewhere around 600 rwhp.
If you add fuel quantity/pressure (pressure is a result of quantity supplied compared to quantity used) without the turbo(s)/nitrous you will run out of air to burn it somewhere around 600 rwhp.
If you upgrade the turbo(s) and CP3(s) you will have plenty of air and fuel but to
safely deliver the fuel quantity needed to get the full potential you will need bigger injectors.
From a power standpoint I would do them in the order listed above; but from a safety standpoint (keeping the stock motor together) I would do turbo, injectors, then CP3. With the turbo and CP3 it is too easy to crank it up with ridiculous PW and timing on stock injectors. With turbo and injectors you won't have the fuel quantity to do damage, but your PW and timing can be brought way back, then after upgrading the CP3 you can slowly add quantity in a more safe manner.
