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

 

You should use this as a reference given LS3 with D1X.
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

 

I wouldn't have changed the motor.

 

I'm aware I even posted in that thread...LOL... I'd really like to know the rpm he's spinning the blower because comparing psi and dyno numbers is futile. Him LS3 top end...me ls1 top end. Him 2" headers...me 1 3/4" headers. Him manual trans...me stalled auto. My pulley combo will be 8.25" crank and 3.9" blower shifting at 6800 rpm so about 59,000 blower speed. I think max recommended is 62,000.

I hope this is the case. I would imagine more psi and higher iat to achieve the same power with the restrictive top end. With my experience so far this D1x runs with low iat so I don't expect that to be an issue considering I will not be maxing the blower out. I always have the option of switching the top end next year and even going to a bigger head unit although I don't expect to. This is a street toy so while ET's do matter to me because I want to win races I also can't really see myself using more than what a D1x on E is capable of on the street. The nice thing about the D1x so far has been the predictable power delivery to aid in driving it on the street.

 

Believe me I battled with that decision, but we're passed that now.

 

You could always change the top end later down the road and the bottom end will be good to go. I don't see a problem.

 

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.

 

Procharger says 1075 hp at 62,000 rpm.

 

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

 

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

 

You’re right....... you’re dummy. Lol j/k

 

Good to know their own documentation doesn't match LOL.

 

The procharger folks are good people I’m sure it’s an honest mistake with no intention to mislead.

On the subject of procharger here is my friends new setup. His dad bought my old short block.

 

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.

 

The D1x is a very capable blower. I have seen them make 1000 RWHP. You would make a little more power with some better heads, but it just might make so much power that you don't care. I look forward to seeing your results.

 

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.

 

LOL...I don't believe I've posted in one of your threads in a long time. Some times things get taken the wrong way on the internet or just joking around rubs someone the wrong way when they are having a bad day then it escalates. I've got zero issue with you. I really truly wish you the best in your build even though we disagree a lot.

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.

 

Not a bad idea, things are worth more money when they aren't broken and reducing the risk of popping something while you are over 100 mph and getting oil and coolant under the tires isn't something people think about when pushing something on the harder side. Putting a built motor in will help prevent that in the long run.

Definitely stay aluminum and the LS3 block is a good sturdy block.

While I wouldn't run heads like that on a 6.2L setup it's not going to be a huge hindrance, sure it will make less power but not terrible.

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.

 

How quiet is it with the helical cut gears? If I ever end up actually getting a procharger for my car I plan on doing the helical gearset as well.