Lawnboy

iTrader: (54)

Whats wrong with your 241's? what do they flow, a D1-sc on a 370ci and my custome auto spring J bracket set up will make 18 PSI eazy,

NEED MO POWA!

iTrader: (2)

It's a modified gto J bracket and custom piping and intercooler

blue00ZZleeper

iTrader: (5)

241's flow crap...low 200's on CFM. Worked maybe a little more. P&P 317's flow 320ish. More flow=more power lol

EPP

iTrader: (22)

I agree, good heads make a huge difference in power. Poor flowing heads may bump the boost up, but the horsepower won't be nearly as high as it is when good flowing heads are used. We have found the difference in horsepower to be amazing between C6 Corvette LS2 and LS3 engines when using ProChargers, most of the difference is due to the excellent flowing LS3 heads. Check out this LS3 equipped C6 with our blower cam and an ATI ProCharger. Keep in mind the bottom end is stock and we pulled a lot of timing out of it to keep it alive.
http://www.exoticperformanceplus.com...Car.php?car=59 Bob

Lawnboy

iTrader: (54)

Ok well my 241's flow 300 cfm at .600 lift with Ferria LS1/corvette race Valves

I dout your 317's fow 320 , 317's shine on the exhaust side and lower the compression a quarter of a point tho,

With a good port job a set of 243's will flow 315-320 cfm , That what i am going to run on my LS2/GN project
either way with FI the top end flow #'s dont mean much , its about mid #'s

blue00ZZleeper

iTrader: (5)

Yea. Target comp is 9.6ish-1. The heads are comming from PRC which have a good reputation. The stock 317's flow more then the stock 241's. Stock 317 heads are around 230ish cfm while stock 241's are lower then that. Throw in a nice Port and polish job and larger valves and yea the 317s will flow more. Do some research and check it out. 320cfm isnt very much any more lol. Theres heads making 370+ cfm nowa days lol

zssman

iTrader: (9)

Thanks, will do.

Lawnboy

iTrader: (54)

Yeah I know but on a 5.7/6.0 300-320 with FI is good , depends on how much power you want to make and what your doing with the car.

blue00ZZleeper

iTrader: (5)

Its different with a engine with a 4.000+ bore. Once you step up in bore you have access to a lot more heads...some flowing a lot. I'm looking for 750+ to the wheels and that shouldnt be a problem with the setup.

strkt_&_blwn

iTrader: (10)

It's good to see so many ProCharger fans

I'm having some Horrendous belt slip issues. I have the stock D1 setup, with a 4.50 blower pulley IIRC. I was told should be in the 5-7 psi range. however I can't make over 3 or so without slip. I do have the 8 rib setup also. So i guess my question is what are my options on fixing this problem? I have heard of a couple, but I don't really want to spend 800-1k to fix it. But i will if i have to. Any and all responses are appreciated.

EPP

iTrader: (22)

You should not be having any problems. I'd start by installing a new belt, and adjust the tension so that it is much tighter than what you normally adjust belt tension to. Next run the blower for half an hour to an hour without going wide open throttle, then tighten the belt down again. A new belt stretches, and these blowers require the belt tension to be a lot tighter than what people are accustomed to seeing. Having the belt this tight will not hurt anything. Bob

strkt_&_blwn

iTrader: (10)

Ahh I see. I knew I shouldn't have any problems, and I have put a new belt on it. However I haven't tried the break in and retighten process. I'll give that a shot. while i have your attention, I am looking at doing a ne engine combo in the very short future.
I have really been thinking on an LS2 shortblock with L92 heads and a single plane. Probably run that for a while and then down the road do a 408 build on it.
But i also have a spare LS1 shortblock sitting in the garage I could do a 383 build on it also.
What would you recommend, I know the forged 347/383 woulod have more initial power potential. but I'm not too worried about that either.

the car is weekend driven, and every now and then makes it out at night during the week. And i have planned on trying out competatively racing in a local series. But then again I won't really push the envelope if I do the LS2 until I forge it. Any input is appreciated and thanks for the quick response.

NemeSS

iTrader: (127)

so do the 6rib pulley prochargers experience alot of belt slip at hi rpm even with aids? i mean the p600b or p1sc.
not the d series. or 8rib pulley versions.

Rickys S/C Z28

iTrader: (13)

Man i could NOT get my 6 rib to stop sliping, that why i went with the 8 rib

NemeSS

iTrader: (127)

i assumed slip would be more with 6rib. 8rib upgrade needs the ati pulleys in place of stocker. and also upgrade of the other accesories to 8rib if trying to keep 1 main serpentine belt.
around when do the 6ribs start to slip. what power levels?rpm?

blue00ZZleeper

iTrader: (5)

All depends on setup. Do yourself a favor now and start investing in a 8rib setup. lol The higher the boost the smaller the blower pulley the more it can possibly slip. The more rpms the more the blower needs to catch up, more belt slip.

Lawnboy

iTrader: (54)

Time for a Auto spring Tentioner system like the one i am running in my car, Works Perfect 15 PSI here with only a 3.7 pulley

blue00ZZleeper

iTrader: (5)

Whats your custom spring tensioner? Have pics?

EPP

iTrader: (22)

Hmm, tough choice. Take a look at the power we made with this stock bottom end LS3 engine that we installed our blower cam and add a ProCharger D-1SC to it. http://www.exoticperformanceplus.com...Car.php?car=59 The heads make a huge difference! Bob

EPP

iTrader: (22)

My Camaro with the 6 rib D-1SC at 7 psi of boost never had a problem with belt slippage, you just have to keep the belt as tight as a guitar string. Bob