Decided on a D1SC. Few questions about the setup
Back at the old shop we built this CTS-V. http://s478.photobucket.com/albums/r...sCTS-V-117.jpg LS2/402 with our blower cam and AFR 225 heads. With an F-1A at 12.4 psi of boost, it makes 400 ft lbs of torque at just 2000 rpm, and it makes 864 rwhp at the top end on a Mustang Chassis Dyno. Skydiver (his name here on Tech) who owns this V took it to another shops dyno day and it made even more power on their dyno. There is no way this V would of made this kind of power with the D-1SC.
The F-1D, F-1, and F-1A are all the same price, roughly $550.00 more than the D-1SC. Bob
The F-1D, F-1, and F-1A are all the same price, roughly $550.00 more than the D-1SC. Bob
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ATI ProCharger and Moser Sales 260 672-2076
PM's disabled, please e-mail me
E-mail: brutespeed@gmail.comob@brutespeed.com
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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
ProCharger Model Specifications
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ATI ProCharger and Moser Sales 260 672-2076
PM's disabled, please e-mail me
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ATI ProCharger and Moser Sales 260 672-2076
PM's disabled, please e-mail me
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On a stock bottom end and with ProChargers largest pulley (5.25) with an F-1D you'd probably be in the 9-10 psi range. Many factors go into this though, see below. Bob
How much boost the blower can produce depends on many variables.
* Cubic inch. The larger the engine the less boost it will make with a supercharger.
* Headers and exhaust. A better flowing system will produce less boost, requires a smaller pulley to regain the loss in boost. Ultimately though, more power will be gained.
* Camshaft and heads. A camshaft with some overlap will leak out some boost through the valves. Better flowing heads react a lot like a better flowing exhaust system.
* Altitude. Elevation plays a big part in how much boost is produced. Those people living in the higher elevations have to spin the blower harder to see boost.
* Condition of engine. An engine with real good sealing rings will ultimately produce more boost than one with worn rings.
* Rpm. An engine that is spun up higher in the rpm range will normally produce more boost.
How much boost the blower can produce depends on many variables.
* Cubic inch. The larger the engine the less boost it will make with a supercharger.
* Headers and exhaust. A better flowing system will produce less boost, requires a smaller pulley to regain the loss in boost. Ultimately though, more power will be gained.
* Camshaft and heads. A camshaft with some overlap will leak out some boost through the valves. Better flowing heads react a lot like a better flowing exhaust system.
* Altitude. Elevation plays a big part in how much boost is produced. Those people living in the higher elevations have to spin the blower harder to see boost.
* Condition of engine. An engine with real good sealing rings will ultimately produce more boost than one with worn rings.
* Rpm. An engine that is spun up higher in the rpm range will normally produce more boost.
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PM's disabled, please e-mail me
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http://www.procharger.com/supercharger/blog/?p=178
We built the Corvette in the above link back at the old shop. We started with the stock LS1 block, kept the stock crank, add Compstar rods, Diamond pistons, Total Seal rings, Lingenfelter GT2-3 baby cam (for emissions) , Patriot LQ9 Stage 2 heads and the stock LS6 intake manifold. We used shorty emission headers and stock cats and a Magnaflow exhaust system. We used a ProCharger D-1SC at 16 psi of boost and it made 740 rwhp on a Mustang Chassis Dyno. This car was driven hard on a 2.1 mile road course for several years, we added methanol injection to it to keep the inlet air temps down, and added a large oil cooler for the track use. The car was also driven from Chicago to the East Coast and back on a vacation, and still got great gas mileage. Bob
We built the Corvette in the above link back at the old shop. We started with the stock LS1 block, kept the stock crank, add Compstar rods, Diamond pistons, Total Seal rings, Lingenfelter GT2-3 baby cam (for emissions) , Patriot LQ9 Stage 2 heads and the stock LS6 intake manifold. We used shorty emission headers and stock cats and a Magnaflow exhaust system. We used a ProCharger D-1SC at 16 psi of boost and it made 740 rwhp on a Mustang Chassis Dyno. This car was driven hard on a 2.1 mile road course for several years, we added methanol injection to it to keep the inlet air temps down, and added a large oil cooler for the track use. The car was also driven from Chicago to the East Coast and back on a vacation, and still got great gas mileage. Bob
Steve, I'll bet you saw it on many different occasions! Bob
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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
It's not about the peak boost. It's about the efficiency range. Pulley a F1R to make 10lb and it will have a shitty boost curve.
If your going to build, spend the money on a decent block with some cubes. Most of our cars sport 418ci's from Virginia Speed.Run a small cam for stock drivability and make a ton of average power.
If your going to build, spend the money on a decent block with some cubes. Most of our cars sport 418ci's from Virginia Speed.Run a small cam for stock drivability and make a ton of average power.
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