stock bottom end f1A
stock bottom end f1A Just wanted to share my setup and results. Now I know the f1a is not ideal for my current setup but I was given a good offer on my d1sc so I took that opportunity to upgrade my setup for when I build a motor down the road.
My set up
Stock bottom end ls1 108k miles
comp 224/224 cam
pacesetter lt
3" true dual exhaust
80lb siemens/deka injectors
twin 340 pumps
-8 feed
-6 return
scorpion rails
magnafuel regulator
procharger f1a w5.25" pulley
Big red open bypass valve
aster bracket
ati balancer
liberty built t56
centerforce dual friction clutch
10-bolt rear, 3.73 gear
Maf is maxed but this set up made 630/534 on 9.5#s
The d1 on the same set up made 615/561 on 11#s
My set up
Stock bottom end ls1 108k miles
comp 224/224 cam
pacesetter lt
3" true dual exhaust
80lb siemens/deka injectors
twin 340 pumps
-8 feed
-6 return
scorpion rails
magnafuel regulator
procharger f1a w5.25" pulley
Big red open bypass valve
aster bracket
ati balancer
liberty built t56
centerforce dual friction clutch
10-bolt rear, 3.73 gear
Maf is maxed but this set up made 630/534 on 9.5#s
The d1 on the same set up made 615/561 on 11#s
Great info! Bob
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I think that goes to show that the D1SC is more efficient up to a certain point, since the gearing isn't as aggressive, so it doesn't require as much force to turn. It's not until the F1-A is spun harder that it picks up efficiency and carries torque higher into the rpm range.
I think that goes to show that the D1SC is more efficient up to a certain point, since the gearing isn't as aggressive, so it doesn't require as much force to turn. It's not until the F1-A is spun harder that it picks up efficiency and carries torque higher into the rpm range.
The f1a is not ideal to be spun this lightly with a small motor like mine. The d1sc was way better for my current combination but knowing that I didnt plan to stay stock cubes I chose to snag the deal on the f1a while I could. Im sure apples for apples the f1a on 11#s would put out much more impressive gains.
It would be interesting to see what the differences would be with the F-1A at the same boost level, although with it having a stock bottom end I wouldn't recommend it. 
Bob
Bob
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ATI ProCharger and Moser Sales 260 672-2076
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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
I had the f1a on my car. My setup was stock bottom end ls1, stock 317 heads, stock ls6 intake, ported tb, brute speed blower cam (232/240 .595 .608 115lsa), and arh 1 7/8 headers to an off road y and slp loudmouth 2 catback. My car made 659/548 on a dynojet. The limiter was set at 6400 rpm and the f1a had the same 5.25 pulley and made 10 psi peak boost. The dyno graph looked like a mountain lol. Hp curve was straight up. I know it's not exactly apples to apples but i figured I'd post up for comparison sake.
The f1a definitely wants more rpm as I'm sure you know. Regardless it's alot of fun. Have fun and be safe.
James
The f1a definitely wants more rpm as I'm sure you know. Regardless it's alot of fun. Have fun and be safe.
James
Considering you made 1.5 lbs. of boost less, and the differences were extremely comparable. (+15 hp/-27tq ) I would think that at 11 lbs. of boost the F1A would've made more TORQUE as well as HP than the D1SC.
Peak numbers are interesting however, I would like to see both of your graphs to see if you gained or loss power across the board.
Nice job.
Last edited by Firehawk441; Aug 28, 2014 at 03:54 PM.
I love seeing direct comparisons like this to get an idea of the direct differences between the two. I'm at the limit of my D1SC and am considering an F1-? on my setup, which is a forged 347, so seeing the comparison is very relevant to me. Any other changes made Evan like intercooler size or inlet or cam or was it a direct swap between D1SC to the F1-A?
Brien,
the major change was the head unit. I did change intercoolers and piping but it was replacing a 4" thick ic and 3" piping with a 4" thick ic and 3" piping so I dont think there was an effect there. I did upgrade to the aster bracket and 8 rib set up over my old 6 rib, std bracket with chevy chad mod.
Other upgrades from the original dyno numbers to current were as follows
original dyno pull was on
single 255 pump, stock rails, stock line, 60# injectors,vortech mondo valve
new dyno pulls were
twin 340 pumps, -8 feed, -6 return, boost ref regulator,scorpion rails, 80# injectors, ati big red open race valve
but the meat and potatoes of the set up heads, cam,headers, exhaust all stayed the same just the supporting mods changed.
the major change was the head unit. I did change intercoolers and piping but it was replacing a 4" thick ic and 3" piping with a 4" thick ic and 3" piping so I dont think there was an effect there. I did upgrade to the aster bracket and 8 rib set up over my old 6 rib, std bracket with chevy chad mod.
Other upgrades from the original dyno numbers to current were as follows
original dyno pull was on
single 255 pump, stock rails, stock line, 60# injectors,vortech mondo valve
new dyno pulls were
twin 340 pumps, -8 feed, -6 return, boost ref regulator,scorpion rails, 80# injectors, ati big red open race valve
but the meat and potatoes of the set up heads, cam,headers, exhaust all stayed the same just the supporting mods changed.