Procharger D1SC w/ 3.85 pulley, 3lbs?
08-22-2010, 01:14 PM
#1
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Procharger D1SC w/ 3.85 pulley, 3lbs? Hey guys,
This is in a Florida climate...with a rough tune at the moment.
My setup is a 04' ls6 with a vindicator cam and supporting valve train, ls2 manifold and 90mm TB, 1 7/8 headers, 6 rib D1SC with 3.85 pulley and 6" crank pulley. I have a front mount ic, greddy type s bov with 3" ic piping.
I just installed the procharger and I am only seeing 3 lbs of boost.... I have disconnected the BOV to rule that out, didnt help still 3 lbs. I also pressurized my system to look for leaks up to 12 lbs and there were none. The belt is nice and tight with good alignment.
Do you think this is common with my setup? Should I run a smaller pulley to achieve 8-9 lbs of boost, if so what pulley? I will be upgrading to an 8 rib but i want to make sure this setup works before more money goes into it.
Any help would be appreciated!
Zak
Update
*************If you dont want to problem shoot and read through this post the issue was my font mount intercooler.************
This is in a Florida climate...with a rough tune at the moment.
My setup is a 04' ls6 with a vindicator cam and supporting valve train, ls2 manifold and 90mm TB, 1 7/8 headers, 6 rib D1SC with 3.85 pulley and 6" crank pulley. I have a front mount ic, greddy type s bov with 3" ic piping.
I just installed the procharger and I am only seeing 3 lbs of boost.... I have disconnected the BOV to rule that out, didnt help still 3 lbs. I also pressurized my system to look for leaks up to 12 lbs and there were none. The belt is nice and tight with good alignment.
Do you think this is common with my setup? Should I run a smaller pulley to achieve 8-9 lbs of boost, if so what pulley? I will be upgrading to an 8 rib but i want to make sure this setup works before more money goes into it.
Any help would be appreciated!
Zak
Update
*************If you dont want to problem shoot and read through this post the issue was my font mount intercooler.************
Last edited by tictakman; 09-23-2010 at 05:03 PM. Reason: Update
08-22-2010, 03:09 PM
#3
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haha, hopefully we can find out if its correct. I have searched through the forums to find a similar setup and the boost level achieved but havent had any luck. Im thinking/hoping its correct per altitude....
Ill call procharger tomorrow if i dont hear anything today.
Z
Ill call procharger tomorrow if i dont hear anything today.
Z
08-22-2010, 07:56 PM
#4
I ran a 3.85 6 rib for a short period and ended up changing it due to belt slip. Any belt dust?
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08-23-2010, 05:54 AM
#8
On a stock '99 Z28 with headers and exhaust, I saw 7 lbs of boost with a D-1SC 6 rib. Same 6.0 crank pulley and it had a 4.0 pulley on the head unit. I would think your cam is bleeding off several pounds of boost, but I'd say you should be seeing more than 3 psi of boost. I'd first rule out a faulty boost gauge. Bob
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08-23-2010, 08:23 AM
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I dont think its the boost gauge, I had a rear mount turbo right before this and was at 8lbs of boost which read correctly on a dyno tune as well. The power that the procharger is putting down feels like only 3 lbs as well.
The cam didnt feel like it was robbing power with the turbo application that I had on previously...
The cam didnt feel like it was robbing power with the turbo application that I had on previously...
08-23-2010, 08:44 AM
#10
That cam looks to have a least +10* of overlap, you are probably bleeding a lot of it into the valvetrain. You need a different cam.
Also, while you're at it, ditch the 6 rib. I had trouble getting my 8 rib to not slip even at 14psi on a 3.7" pulley.
You can't compare setups like that, CR, stroke, CI, heads, cam etc. all will change how much boost a car see's on a given setup. For example, I made 14.7psi on a 3.7" pulley, 20psi on a 3.4", and 21psi on a Riechard 3.1" on a 396 with the ATI dampener. Completely different to your results.
Also, while you're at it, ditch the 6 rib. I had trouble getting my 8 rib to not slip even at 14psi on a 3.7" pulley.
You can't compare setups like that, CR, stroke, CI, heads, cam etc. all will change how much boost a car see's on a given setup. For example, I made 14.7psi on a 3.7" pulley, 20psi on a 3.4", and 21psi on a Riechard 3.1" on a 396 with the ATI dampener. Completely different to your results.
08-23-2010, 09:06 AM
#12
My point was you don't want the OP to put expectation on something based on what you made. His setup is completely different, and although it should technically make more boost on a smaller motor there are too many variables to provide a valid point of reference. Your 383 v. his 347 alone is enough to muddy the water. Just my .02.
08-23-2010, 09:46 AM
#14
I prefer the SDCE. My advice would be to avoid a solid tensioner setup.
I went through a few different setups before finally settling on what I have now:
SDCE tensioner setup, ATI Balancer - crank pulley bolted to the front of it, Reichard Racing supercharger pulley. I run a napa belt, nothing fancy. This belt setup went 20k without any issues until the supercharger failed a few weeks ago and caused the belt to snap.
I sized a cam with -2 deg overlap. If I remember correctly the overlap numbers that they give you over the phone are at 50 thou lift, so a 0 deg overlap cap may **** through a little still....maybe someone else can clarify.
I went through a few different setups before finally settling on what I have now:
SDCE tensioner setup, ATI Balancer - crank pulley bolted to the front of it, Reichard Racing supercharger pulley. I run a napa belt, nothing fancy. This belt setup went 20k without any issues until the supercharger failed a few weeks ago and caused the belt to snap.
I sized a cam with -2 deg overlap. If I remember correctly the overlap numbers that they give you over the phone are at 50 thou lift, so a 0 deg overlap cap may **** through a little still....maybe someone else can clarify.
08-23-2010, 01:05 PM
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haha, i did stumble on that post! Ill check that out too since I wont have to spend much on that.
Can you explain why the cam could cause boost to "bleed" off? Is it leaving the valves open too long?
Can you explain why the cam could cause boost to "bleed" off? Is it leaving the valves open too long?
08-23-2010, 01:13 PM
#18
I would skip to the SDCE, but feel free to experment. Most of us have as well.
The overlap hangs the intake and the exhaust valves open simultaneously. In a N/A application this allows better scavenging of the combustion chamber of combustion gasses and helps to "jump" start the inlet tract velocity.
In a forced induction application the intake is at a much higher pressure then your exhaust so the scavenging overlap is either not needed or should be greatly reduced. Inlet air simply goes in the inlet valve and out the exhaust valve during the overlap. This bleeds your boost down, loads up your supercharger, and can result in a setup that has high parasitic loads on the supercharger, and low inlet pressures.
For the record though, I have never seen a setup bleed down to 3 psi of boost, but I haven't seen them all. I suspect other issues...probably in concert with your cam.... like belt slip.
The overlap hangs the intake and the exhaust valves open simultaneously. In a N/A application this allows better scavenging of the combustion chamber of combustion gasses and helps to "jump" start the inlet tract velocity.
In a forced induction application the intake is at a much higher pressure then your exhaust so the scavenging overlap is either not needed or should be greatly reduced. Inlet air simply goes in the inlet valve and out the exhaust valve during the overlap. This bleeds your boost down, loads up your supercharger, and can result in a setup that has high parasitic loads on the supercharger, and low inlet pressures.
For the record though, I have never seen a setup bleed down to 3 psi of boost, but I haven't seen them all. I suspect other issues...probably in concert with your cam.... like belt slip.
08-23-2010, 01:36 PM
#19
The overlap hangs the intake and the exhaust valves open simultaneously. In a N/A application this allows better scavenging of the combustion chamber of combustion gasses and helps to "jump" start the inlet tract velocity.
In a forced induction application the intake is at a much higher pressure then your exhaust so the scavenging overlap is either not needed or should be greatly reduced. Inlet air simply goes in the inlet valve and out the exhaust valve during the overlap. This bleeds your boost down, loads up your supercharger, and can result in a setup that has high parasitic loads on the supercharger, and low inlet pressures.
For the record though, I have never seen a setup bleed down to 3 psi of boost, but I haven't seen them all. I suspect other issues...probably in concert with your cam.... like belt slip.
In a forced induction application the intake is at a much higher pressure then your exhaust so the scavenging overlap is either not needed or should be greatly reduced. Inlet air simply goes in the inlet valve and out the exhaust valve during the overlap. This bleeds your boost down, loads up your supercharger, and can result in a setup that has high parasitic loads on the supercharger, and low inlet pressures.
For the record though, I have never seen a setup bleed down to 3 psi of boost, but I haven't seen them all. I suspect other issues...probably in concert with your cam.... like belt slip.
08-23-2010, 01:55 PM
#20
I have a lt1 with a vortech v1 kit. I was only getting about 2 psi and couldnt figure out why. there wasnt any dust around the pulley but I made a second tentioner to get better belt wrap. and just put a smaller pulley and now I see 6 psi. I have a 6 inch crank pulley and I went from a 3.33 to a 2.95
