Procharged 427
12-10-2010, 04:59 PM
#7
TECH Junkie
Thread Starter
iTrader: (3)
Join Date: May 2003
Location: Clayton, North Carolina
Posts: 3,898
Likes: 0
Received 6 Likes
on
6 Posts
The car is a fox body Mustang with true 10.5 tires.
The intercooler mounting is trying to reduce losses in the system. The class does not allow transbrake, so the engine needs to "come on" quickly.
Supercharger is Procharger F3 131 with a Blower shop geardrive.
Kurt
The intercooler mounting is trying to reduce losses in the system. The class does not allow transbrake, so the engine needs to "come on" quickly.
Supercharger is Procharger F3 131 with a Blower shop geardrive.
Kurt
Trending Topics
Sweet setup man, I like the intercooler idea. 
12-10-2010, 11:00 PM
#10
TECH Junkie
Thread Starter
iTrader: (3)
Join Date: May 2003
Location: Clayton, North Carolina
Posts: 3,898
Likes: 0
Received 6 Likes
on
6 Posts
Mostly just did the braces for longevity, after 4-5 years they will start cracking without help. I doubt it will ever see 40psi, unless this SC is better than I think!!
Kurt
Kurt
12-11-2010, 07:42 AM
#12
Very cool build! Bob
__________________
ATI ProCharger and Moser Sales 260 672-2076
PM's disabled, please e-mail me
E-mail: brutespeed@gmail.comob@brutespeed.com
https://brutespeed.com/ Link to website
ATI ProCharger and Moser Sales 260 672-2076
PM's disabled, please e-mail me
E-mail: brutespeed@gmail.comob@brutespeed.com
https://brutespeed.com/ Link to website
12-11-2010, 08:24 AM
#13
TECH Junkie
Thread Starter
iTrader: (3)
Join Date: May 2003
Location: Clayton, North Carolina
Posts: 3,898
Likes: 0
Received 6 Likes
on
6 Posts
65,
The dist is something that I like to use on high power builds. In this case it gives the ability for running the dots on the MSD box to help the driver get down the track on rule limited tires.
Thanks Bob, it has been longer than it should have taken but has more custom parts than I anticipated needing.
Kurt
The dist is something that I like to use on high power builds. In this case it gives the ability for running the dots on the MSD box to help the driver get down the track on rule limited tires.
Thanks Bob, it has been longer than it should have taken but has more custom parts than I anticipated needing.
Kurt
12-11-2010, 09:42 AM
#15
TECH Junkie
Thread Starter
iTrader: (3)
Join Date: May 2003
Location: Clayton, North Carolina
Posts: 3,898
Likes: 0
Received 6 Likes
on
6 Posts
I have gearsets for 1600hp, 1800hp and 2000hp (1.21-1, 1.30-1, 1.421-1). I would assume the max set will go over 2000hp, but I have never ran this paticular supercharger before so we will see what the performance is like. The smaller head units have always produced more than the supercharger spec sheets from Procharger, hopefully this unit will also.
Kurt
Kurt
12-11-2010, 11:01 PM
#16
Few questions Kurt,
Is that a 4150 intake top or 4500? Do you find that spacer necessary to straighten out the air more evenly into the cylinders.
Which supercharger gear drive do you like better now working with both the Alston and Supercharger Stores? and Why?
Is that a 4150 intake top or 4500? Do you find that spacer necessary to straighten out the air more evenly into the cylinders.
Which supercharger gear drive do you like better now working with both the Alston and Supercharger Stores? and Why?
12-12-2010, 07:04 AM
#19
TECH Junkie
Thread Starter
iTrader: (3)
Join Date: May 2003
Location: Clayton, North Carolina
Posts: 3,898
Likes: 0
Received 6 Likes
on
6 Posts
The manifold is the 4500 series top that has been reworked to try and get more equal flow per cylinder, I believe the spacer helps with that.
Both gear drives seem nice, they both could do the job better than belts for sure. The Alston one is my favorite of the two as it has some nicer features and looks to be more durable over the long haul.
Mounting:
Blower Shop drive is mounted using 4 8mm front cover bolts with spacers.
Alston uses 3 10mm bolts on each side going into the block with 5, and the motor plate with the extra bolt on the pass side. I made my own brackets on this gear drive and went with 6 into the block. The Blower shop will probably change this in the future.
The main gearbox:
Blower shop drive is three pieces of plate, the end plates are oval and have bushings that the two shafts ride on, the center plate has an oval cut out where the gears ride. The three pieces are aligned with the counter sunk bolts that hold them together.
Chassisworks gearbox is two pieces, the one piece is thicker and the place where the gears set is a machined oval hollow, the cover plate is doweled into position for alignment. The shafts run on caged ball bearings instead of bushings.
Mounting posts:
Blower shop uses stantions that are doweled at the motor side, then flat bolted on the other end with 3/8 bolts. The gearbox is self aligning within the movement of the 3/8 clearance holes in the main drive.
Chassisworks stantions are all doweled at every attachment point, alignment is held by these when assembled. This one uses 3/8 bolts here also.
Extra stuff:
Chassisworks engine side brackets have a built in adjustable TDC pointer and adjustable crank trigger sensor bracket built in, nice little features.
Drawbacks:
The doweled stantions/doweled gear cover maintain alignment well, but are a little tougher to get apart when changing gears. This would probably add 15 minutes to the gear change procedure. A few tweaks in the design should make this faster and both companies respond well to feedback so these systems should both keep getting better.
Kurt
Both gear drives seem nice, they both could do the job better than belts for sure. The Alston one is my favorite of the two as it has some nicer features and looks to be more durable over the long haul.
Mounting:
Blower Shop drive is mounted using 4 8mm front cover bolts with spacers.
Alston uses 3 10mm bolts on each side going into the block with 5, and the motor plate with the extra bolt on the pass side. I made my own brackets on this gear drive and went with 6 into the block. The Blower shop will probably change this in the future.
The main gearbox:
Blower shop drive is three pieces of plate, the end plates are oval and have bushings that the two shafts ride on, the center plate has an oval cut out where the gears ride. The three pieces are aligned with the counter sunk bolts that hold them together.
Chassisworks gearbox is two pieces, the one piece is thicker and the place where the gears set is a machined oval hollow, the cover plate is doweled into position for alignment. The shafts run on caged ball bearings instead of bushings.
Mounting posts:
Blower shop uses stantions that are doweled at the motor side, then flat bolted on the other end with 3/8 bolts. The gearbox is self aligning within the movement of the 3/8 clearance holes in the main drive.
Chassisworks stantions are all doweled at every attachment point, alignment is held by these when assembled. This one uses 3/8 bolts here also.
Extra stuff:
Chassisworks engine side brackets have a built in adjustable TDC pointer and adjustable crank trigger sensor bracket built in, nice little features.
Drawbacks:
The doweled stantions/doweled gear cover maintain alignment well, but are a little tougher to get apart when changing gears. This would probably add 15 minutes to the gear change procedure. A few tweaks in the design should make this faster and both companies respond well to feedback so these systems should both keep getting better.
Kurt