PROCHARGER experts needed.
Guys, I cleaned up this thread, and changed the thread title to get rid of the compression arguments. The issue here isn't his compression ratio, but it was fair for him to ask since it was suggested to him to raise it.
Thanks.
Thanks.
I personally used the SDCE 8 rib tensioner bracket setup with no issue at 20+psi. I do offer the same setup still today and it works well! Comes with pulleys for around 700.00
The 4.5" twin intercoolers work pretty well up through 14 psi of boost. Past 14 psi they get hot pretty quickly. A good single intercooler will have much lower inlet air temps which will make quite a bit more power. 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
Launching!
Joined: Mar 2009
Posts: 274
Likes: 0
From: Weatherford Tx 76085 corner of N. Hwy 51 and 150 Green branch Rd.
If your using the twin intercoolers you have a lot of pipe and hose clamps that can fail. I would strongly recommend a boost leak test. You will be surprised what starts to leak out. I did one on mine and I was blown away on how bad my setup was leaking and cost me tons of power loss. The supercharger is there to get the air it puts out into your motor so a leak is power wasted. I found out that even the blower headunit had a leak between the volute, I put some sealant and took care of it.
Also as mentioned the inlet hat could be restriction.
Also as mentioned the inlet hat could be restriction.
Having the twin intercoolers is inefficient to begin with, and when you're trying to get as much air to the intake manifold as possible, reducing inefficiencies is like free horsepower.
Air flow doesn't like changing direction, so having a split off the blower, then lots of turns and bends to the intercoolers, then back together causes a lot of turbulence in air flow, which hurts efficiency. It's why people pick up a decent amount of power when they go from the twins to a single FMIC. The air isn't getting split, then pushed back together, which helps with efficiency.
Air flow doesn't like changing direction, so having a split off the blower, then lots of turns and bends to the intercoolers, then back together causes a lot of turbulence in air flow, which hurts efficiency. It's why people pick up a decent amount of power when they go from the twins to a single FMIC. The air isn't getting split, then pushed back together, which helps with efficiency.
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Yeah. I'm running a 8.65 crank and 3.7 Procharger pulley. It's a p1sc1 so Procharger said no reason to spend 1500 bucks and make it a d1sc. Now the p1sc is a little different
Ls6 Intake. Headers. Basically straight exhaust. Water meth. Fmic. Makes 619 at 6500 and 570 tq. His Dyno seems to be accurate when I check it against other vehicles. So it's not like it's makes 550 and the Dyno says 620. It seems pretty close.
He's never seen a p1sc1 that high either. I attribute it to the 1 inch larger crank pulley.
I did have to do headstuds and ls9 gaskets bc I was lifting the heads last year.
Ls6 Intake. Headers. Basically straight exhaust. Water meth. Fmic. Makes 619 at 6500 and 570 tq. His Dyno seems to be accurate when I check it against other vehicles. So it's not like it's makes 550 and the Dyno says 620. It seems pretty close.
He's never seen a p1sc1 that high either. I attribute it to the 1 inch larger crank pulley.
I did have to do headstuds and ls9 gaskets bc I was lifting the heads last year.