You may think I’m a dummy
Thread Starter
Joined: Jun 2005
Posts: 2,265
Likes: 671
From: Oskaloosa, Iowa
You may think I’m a dummy I’m probably going to get a lot of criticism over this combo, but thought I’d share what I’m doing anyway.
My 2004 gto has 31,000 miles on it and I’ve been boosting it for about the last 2 1/2 years. No issues with the motor, but I was maxing out a 2 bar map and still wanting more power.
So instead of risking blowing up a good low mileage motor I decided to pull it and sell the short block.
I wanted to stay with an aluminum block because these cars are already nose heavy and hard to 60’. My first choice was a 347 built from a 5.3 block. I was a bit concerned about being near the bored 5.3 aluminum blocks limit so I thought I’d go ahead and do an ls2 block. Well apparently gm doesn’t make ls2 blocks anymore so I chose an ls3 block.
I chose Texas speed to build the 377 short block with wiseco pistons and k1 rods. Now where you’ll probably think I’m a dummy is I’m going to reuse my 241 heads, ls6 intake, and stock throttle body. The cam is a custom from cammotion which is close to their shelf 232/248 centrifugal supercharger cam. Compression ratio is about 10.5 to 1 ls9 head gaskets, arp studs. Fuel will be 60 percent ethanol.
Im going to be spinning the D1x procharger about 59,000 rpm.
What would you expect power wise from this combo?
...and in before my junk yard motor makes more... lol
My 2004 gto has 31,000 miles on it and I’ve been boosting it for about the last 2 1/2 years. No issues with the motor, but I was maxing out a 2 bar map and still wanting more power.
So instead of risking blowing up a good low mileage motor I decided to pull it and sell the short block.
I wanted to stay with an aluminum block because these cars are already nose heavy and hard to 60’. My first choice was a 347 built from a 5.3 block. I was a bit concerned about being near the bored 5.3 aluminum blocks limit so I thought I’d go ahead and do an ls2 block. Well apparently gm doesn’t make ls2 blocks anymore so I chose an ls3 block.
I chose Texas speed to build the 377 short block with wiseco pistons and k1 rods. Now where you’ll probably think I’m a dummy is I’m going to reuse my 241 heads, ls6 intake, and stock throttle body. The cam is a custom from cammotion which is close to their shelf 232/248 centrifugal supercharger cam. Compression ratio is about 10.5 to 1 ls9 head gaskets, arp studs. Fuel will be 60 percent ethanol.
Im going to be spinning the D1x procharger about 59,000 rpm.
What would you expect power wise from this combo?
...and in before my junk yard motor makes more... lol
You should use this as a reference given LS3 with D1X.
https://ls1tech.com/forums/forced-in...etoxx-d1x.html
https://ls1tech.com/forums/forced-in...etoxx-d1x.html
Correct me if I’m wrong but you should just see “more boost” on your gauge because your induction isn’t as efficient and the compressed air is backing up. The blower will still jam air in the cylinders just fine with an LS1 top end. As you get bigger and better intake/TB your “boost” should decrease on the gauge but the blower will be moving the same amount of air. The motor will be much more efficient at moving the air and making power.
Derek
Derek
Thread Starter
Joined: Jun 2005
Posts: 2,265
Likes: 671
From: Oskaloosa, Iowa
You should use this as a reference given LS3 with D1X.
https://ls1tech.com/forums/forced-in...etoxx-d1x.html
https://ls1tech.com/forums/forced-in...etoxx-d1x.html
Correct me if I’m wrong but you should just see “more boost” on your gauge because your induction isn’t as efficient and the compressed air is backing up. The blower will still jam air in the cylinders just fine with an LS1 top end. As you get bigger and better intake/TB your “boost” should decrease on the gauge but the blower will be moving the same amount of air. The motor will be much more efficient at moving the air and making power.
Derek
Derek
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Obviously your setup isn't identical to Detoxx but it's a decent data point. Take out 50whp for the heads, 25whp for the headers, and 75whp for the trans difference. He made what 950whp and it's rated to 1000 max? Take out 150whp from 950 and you have a ball park number depending on boost differences.
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Verdad Gallardo Thread Starter
Joined: Jun 2005
Posts: 2,265
Likes: 671
From: Oskaloosa, Iowa
Obviously your setup isn't identical to Detoxx but it's a decent data point. Take out 50whp for the heads, 25whp for the headers, and 75whp for the trans difference. He made what 950whp and it's rated to 1000 max? Take out 150whp from 950 and you have a ball park number depending on boost differences.
Staring at their chart comparing the p1/p1x/d1/d1x and it says 1000. Are you seeing that somewhere else?
https://www.procharger.com/p-1x-and-d-1x-superchargers
https://www.procharger.com/p-1x-and-d-1x-superchargers
Thread Starter
Joined: Jun 2005
Posts: 2,265
Likes: 671
From: Oskaloosa, Iowa
Staring at their chart comparing the p1/p1x/d1/d1x and it says 1000. Are you seeing that somewhere else?
https://www.procharger.com/p-1x-and-d-1x-superchargers
https://www.procharger.com/p-1x-and-d-1x-superchargers
https://www.procharger.com/sites/def...cs_12-2019.pdf
When it was originally released and at the time I purchased mine they claimed 1000 hp. I suppose later on when guys like detox made over 900 rwhp and coyote mustangs made over 1000 rwhp they re-evaluated it and realized it made more. It's basically capable of the peak numbers of an F1a, but with a different step up ratio it's going to take a different pulley combo and probably make less down low which at this power range is great for a street car.
https://www.procharger.com/sites/def...cs_12-2019.pdf
https://www.procharger.com/sites/def...cs_12-2019.pdf
Thread Starter
Joined: Jun 2005
Posts: 2,265
Likes: 671
From: Oskaloosa, Iowa
I think you will be fine. Ls6 intake and 241 heads obviously dont flow as well as an ls3/lsa combo would, but that really just means 1 or 2 more psi for the same power. This slightly eats into the superchargers efficiency, but not enough to worry about in my opinion.
Good luck getting that gto to hook 1000hp though, been there0.
Good luck getting that gto to hook 1000hp though, been there0.
LS1Tech Sponsor
Joined: Dec 2014
Posts: 507
Likes: 106
I’m probably going to get a lot of criticism over this combo, but thought I’d share what I’m doing anyway.
My 2004 gto has 31,000 miles on it and I’ve been boosting it for about the last 2 1/2 years. No issues with the motor, but I was maxing out a 2 bar map and still wanting more power.
So instead of risking blowing up a good low mileage motor I decided to pull it and sell the short block.
I wanted to stay with an aluminum block because these cars are already nose heavy and hard to 60’. My first choice was a 347 built from a 5.3 block. I was a bit concerned about being near the bored 5.3 aluminum blocks limit so I thought I’d go ahead and do an ls2 block. Well apparently gm doesn’t make ls2 blocks anymore so I chose an ls3 block.
I chose Texas speed to build the 377 short block with wiseco pistons and k1 rods. Now where you’ll probably think I’m a dummy is I’m going to reuse my 241 heads, ls6 intake, and stock throttle body. The cam is a custom from cammotion which is close to their shelf 232/248 centrifugal supercharger cam. Compression ratio is about 10.5 to 1 ls9 head gaskets, arp studs. Fuel will be 60 percent ethanol.
Im going to be spinning the D1x procharger about 59,000 rpm.
What would you expect power wise from this combo?
...and in before my junk yard motor makes more... lol
My 2004 gto has 31,000 miles on it and I’ve been boosting it for about the last 2 1/2 years. No issues with the motor, but I was maxing out a 2 bar map and still wanting more power.
So instead of risking blowing up a good low mileage motor I decided to pull it and sell the short block.
I wanted to stay with an aluminum block because these cars are already nose heavy and hard to 60’. My first choice was a 347 built from a 5.3 block. I was a bit concerned about being near the bored 5.3 aluminum blocks limit so I thought I’d go ahead and do an ls2 block. Well apparently gm doesn’t make ls2 blocks anymore so I chose an ls3 block.
I chose Texas speed to build the 377 short block with wiseco pistons and k1 rods. Now where you’ll probably think I’m a dummy is I’m going to reuse my 241 heads, ls6 intake, and stock throttle body. The cam is a custom from cammotion which is close to their shelf 232/248 centrifugal supercharger cam. Compression ratio is about 10.5 to 1 ls9 head gaskets, arp studs. Fuel will be 60 percent ethanol.
Im going to be spinning the D1x procharger about 59,000 rpm.
What would you expect power wise from this combo?
...and in before my junk yard motor makes more... lol
I probably should say something smartass like you do in my threads, but meh....whatever.
I just saw a dyno test with ls3 heads vs cathedral port and the power difference just isnt worth worrying about. I want to say it was under 30hp difference. As long as your current heads are nicely ported and flow over 300cfm with good low an mid lift numbers....you wont be giving up much hp but you will make better low speed tq.
I see nothing wrong with what you did, matter of fact....I was thinking about doing the same thing in the future. I just dont like that cam you are running.
I just saw a dyno test with ls3 heads vs cathedral port and the power difference just isnt worth worrying about. I want to say it was under 30hp difference. As long as your current heads are nicely ported and flow over 300cfm with good low an mid lift numbers....you wont be giving up much hp but you will make better low speed tq.
I see nothing wrong with what you did, matter of fact....I was thinking about doing the same thing in the future. I just dont like that cam you are running.
Thread Starter
Joined: Jun 2005
Posts: 2,265
Likes: 671
From: Oskaloosa, Iowa
I probably should say something smartass like you do in my threads, but meh....whatever.
I just saw a dyno test with ls3 heads vs cathedral port and the power difference just isnt worth worrying about. I want to say it was under 30hp difference. As long as your current heads are nicely ported and flow over 300cfm with good low an mid lift numbers....you wont be giving up much hp but you will make better low speed tq.
I see nothing wrong with what you did, matter of fact....I was thinking about doing the same thing in the future. I just dont like that cam you are running.
I just saw a dyno test with ls3 heads vs cathedral port and the power difference just isnt worth worrying about. I want to say it was under 30hp difference. As long as your current heads are nicely ported and flow over 300cfm with good low an mid lift numbers....you wont be giving up much hp but you will make better low speed tq.
I see nothing wrong with what you did, matter of fact....I was thinking about doing the same thing in the future. I just dont like that cam you are running.
My top end is stock and I mean untouched heads other than a BTR spring kit. I'm really curious about how it will work out. I'm confident it will work ok, but if it doesn't I'll absolutely change the top end or what ever it takes to make the combo perform.
I left the cam up to them and I feel good about it. I told them the combo and goals in detail and the first recommendation is what we went with. I don't mind and actually love a lopey idle if it backs it up with performance in the rpm range desired. If I can make 800 rwhp through the auto without stupid high iat's then I'll be feeling pretty good about the combo. I give zero f***s about gas mileage or stealth although my magnaflow exhaust isn't really very loud and I have the helical cut gears so I hear more of the motor and less of the blower.
My 2004 gto has 31,000 miles on it and I’ve been boosting it for about the last 2 1/2 years. No issues with the motor, but I was maxing out a 2 bar map and still wanting more power.
So instead of risking blowing up a good low mileage motor I decided to pull it and sell the short block.
So instead of risking blowing up a good low mileage motor I decided to pull it and sell the short block.
I wanted to stay with an aluminum block because these cars are already nose heavy and hard to 60’. My first choice was a 347 built from a 5.3 block. I was a bit concerned about being near the bored 5.3 aluminum blocks limit so I thought I’d go ahead and do an ls2 block. Well apparently gm doesn’t make ls2 blocks anymore so I chose an ls3 block.
I chose Texas speed to build the 377 short block with wiseco pistons and k1 rods. Now where you’ll probably think I’m a dummy is I’m going to reuse my 241 heads, ls6 intake, and stock throttle body. The cam is a custom from cammotion which is close to their shelf 232/248 centrifugal supercharger cam. Compression ratio is about 10.5 to 1 ls9 head gaskets, arp studs. Fuel will be 60 percent ethanol.
Junkyard motors are all fun and games until it lets go at 140 mph and puts coolant under the tires. Luckily for the owners most of them just go on the dyno and just drive around on the street while making no real passes to stress it.
I left the cam up to them and I feel good about it. I told them the combo and goals in detail and the first recommendation is what we went with. I don't mind and actually love a lopey idle if it backs it up with performance in the rpm range desired. If I can make 800 rwhp through the auto without stupid high iat's then I'll be feeling pretty good about the combo. I give zero f***s about gas mileage or stealth although my magnaflow exhaust isn't really very loud and I have the helical cut gears so I hear more of the motor and less of the blower.