I need to clarify myself a little here. This install is on a stock SRT. So when bolting on a Paxton supercharger, you can only manipulate the amount of gas and air and timing. Max did not mention the boost for this set up. It would probably take at least 12psi to get an 80+% increase in power out of the engine that he reported. You could probably get over 1000 HP out of the engine if you used over 20psi. Take a look at the Nov issue of Car/Driver in the supercar challenge article. The second place winner in the sedan category is a 1.? liter Mitsubishi with 475HP using 25psi boost. I would not driver that thing around town without a Kevlar blanket around the engine, talk about a pressure cooker.
Of course taking home 1st and 3rd was a [*****] Viper twin turbo 800HP and an RSI twin turbo 800 HP viper, love it.
I am cautious of how much boost to use without upgrading some other engine components. Power is physics. The connecting rods, pistons, crank, valves, valve springs, gaskets and bolts all have to be able to handle the extra load. This has nothing to do with the talent of the mechanic, its physics. How much safety did DC design into the individual components of the motor. That I do not know. I suppose it is up to the individual as to the comfort level they want. No one has commented on the difference between the DLM/Paxton kit and the Paxton Kit. The only major different can be the boost. Paxton systems are set up for 7-8 psi of boost. Paxton is obviously being very conservative, I guess they do not want to be responsible for any engine damage. From that I would conclude that you could go higher in boost and still be OK. I have built many Chevy SB, so I would be very comfortable picking the components for a high boost Chevy, but I am new to the Viper world so I do not know where the line is. Maybe a few comments from tuners who have real experience with the durability with the V10 components can estimate the relative safety HP these stock motors can take. I am sure opinions here will very greatly, even and especially form the tuners.
My personal preference is to have the most amount of HP possible (spare no $$, well almost) and still drive the car everyday to work as I do now. So my reference is street driving and an occasional track day and a few drag runs, but not racing.
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