The 1320 will obviously flow more, but we're going to keep the boost at moderate levels, e.g., 9 PSI so it's apples to apples in that regard. However, the 1320 is more efficient by a few percent vs. the TVS 600 is a LOT more efficient than the MP62, thus cooler intake charge at the same boost levels. One can take advantage of timing to increase HP under those conditions.But you're not on a TVS900, you're running 1320. That's a lot of flow.
I'd be worried about being too lean since you're introducing more air at every RPM than the tune expects. Can it run around town? Maybe. Will it lean-out and die if pushed? that'd be my concern.
I've posted these compressor maps before, but not all three together. The yellow lines are estimates based on the 2ZZ at 9 PSI of boost, 60 degrees F ambient, sea level (and several other parameters). Note the intersection in the efficiency islands and the difference among the blowers. Also note the relative differences in supercharger RPM. First is the MP62- about 62% efficiency and over 10K RPM:
Next the TVS 900- 70% efficiency and 12,000 RPM (this is why they run smaller pulleys vs MP62)
Now, the TVS 1320, (didn't add the lines)- 73% efficiency and around 8,500 RPM
Adding more boost generates more heat and rapid loss of efficiency with the smaller blowers. The 1320 is good to about 15 PSI. Is more is desired, options would be REVX/whipple or turbo.
The REV 300 uses this supercharger with no intercooling. This is typically okay at the boost level BOE employs unless one is running hard on track and high ambient temps. We are going to use the 1320 with an air-to-air setup (both using BOE intercoolers) for now with additional ducting to add airflow.