408 Stroker with D1X Procharger
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408 Stroker with D1X Procharger Looking through the forum I couldn’t find an exact answer to my question so I thought I’d ask here. I’m replacing my 5.3l which currently has the D1X on it, for a 408 stroker. The 5.3l was pulling right at 22psi on the D1X with a 10% lower pulley and a 3.8” upper on E85 at around 700whp. My question is what boost will I now have on the 408(10:1 compression)with this same setup? I know it’s hard to tell but I did find a formula online that supposedly tells me my D1X will be maxed out at 14lbs or so. Do you think this is accurate? If it is what Procharger would you think could get me closer to that 20psi level? Maybe I don’t need 20 psi, just looking for 800whp on a single cab 4wd Silverado.
I've been researching this subject lately myself as I'm about to pickup a car that has a P1SC/402 combo and needs to be fed by either a D1x or F1a-94. So that being said that would be the next jump up in charger that occupies the pretty much the same physical space plus a little bit more power capability. However I've seen dyno/track results of 400+ci engines with that D1x that says no problem on bigger CI and if your line in the sand is 800whp today the D1x should support that without breaking a sweat.
Thread here with real world results (Detoxx): https://ls1tech.com/forums/forced-in...hp-blower.html
Thread here with real world results (Detoxx): https://ls1tech.com/forums/forced-in...hp-blower.html
Thread Starter
Teching In
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I've been researching this subject lately myself as I'm about to pickup a car that has a P1SC/402 combo and needs to be fed by either a D1x or F1a-94. So that being said that would be the next jump up in charger that occupies the pretty much the same physical space plus a little bit more power capability. However I've seen dyno/track results of 400+ci engines with that D1x that says no problem on bigger CI and if your line in the sand is 800whp today the D1x should support that without breaking a sweat.
Thread here with real world results (Detoxx): https://ls1tech.com/forums/forced-in...hp-blower.html
Thread here with real world results (Detoxx): https://ls1tech.com/forums/forced-in...hp-blower.html
Not exactly the comparison you are looking for, but when i had the stock ls3 (376) and the ESS G3X supercharger I made 20.5 psi at 7000rpm, switch to a 427 with M311 heads and boost would max out at 16.5 psi, about 935whp. Stepped up to their G4 blower and now see 20.5 psi and easily +100whp more on same pulleys.
I would expect a significant boost drop especially if you have better flowing heads and cam, but should still make more power.
I would expect a significant boost drop especially if you have better flowing heads and cam, but should still make more power.
Not really all that familiar with ESS so did a search for the ESS G3X supercharger on the interweb and look who comes up lol: https://ls1tech.com/forums/gen-5-cam...rger-kits.html
Nice to see competition and pretty stout results. Be interesting to see CFM #'s on the G3x and G4.
Most likely I'll send the P1SC-1 into PC for the D1X upgrade first since it comes with the car and then go all-in on a 3.55 or 3.4 pully with an 8" OD balancer pulley as the motor will certainly take it. That would put the charger right up to max rpm or slightly over depending on where it's shifted.
Nice to see competition and pretty stout results. Be interesting to see CFM #'s on the G3x and G4.
Most likely I'll send the P1SC-1 into PC for the D1X upgrade first since it comes with the car and then go all-in on a 3.55 or 3.4 pully with an 8" OD balancer pulley as the motor will certainly take it. That would put the charger right up to max rpm or slightly over depending on where it's shifted.
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Teching In
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Not exactly the comparison you are looking for, but when i had the stock ls3 (376) and the ESS G3X supercharger I made 20.5 psi at 7000rpm, switch to a 427 with M311 heads and boost would max out at 16.5 psi, about 935whp. Stepped up to their G4 blower and now see 20.5 psi and easily +100whp more on same pulleys.
I would expect a significant boost drop especially if you have better flowing heads and cam, but should still make more power.
I would expect a significant boost drop especially if you have better flowing heads and cam, but should still make more power.
Thread Starter
Teching In
Joined: Nov 2019
Posts: 47
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Not really all that familiar with ESS so did a search for the ESS G3X supercharger on the interweb and look who comes up lol: https://ls1tech.com/forums/gen-5-cam...rger-kits.html
Nice to see competition and pretty stout results. Be interesting to see CFM #'s on the G3x and G4.
Most likely I'll send the P1SC-1 into PC for the D1X upgrade first since it comes with the car and then go all-in on a 3.55 or 3.4 pully with an 8" OD balancer pulley as the motor will certainly take it. That would put the charger right up to max rpm or slightly over depending on where it's shifted.
Nice to see competition and pretty stout results. Be interesting to see CFM #'s on the G3x and G4.
Most likely I'll send the P1SC-1 into PC for the D1X upgrade first since it comes with the car and then go all-in on a 3.55 or 3.4 pully with an 8" OD balancer pulley as the motor will certainly take it. That would put the charger right up to max rpm or slightly over depending on where it's shifted.
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Here is the most likely scenario...
If you keep the same crank and blower pulleys and spin the same max engine rpm you are currently:
The 408 will make more torque at peak and a lot more torque below peak than the 5.3 did. Boost will drop, but the boost number is irrelevant. You will not gain much horse power. The only peak horse power you will gain is possibly from the 408 being more efficient because of better heads, cam, intake. If same quality heads, cam, and intake on both motors you may not gain any peak power.
If you keep the same crank and blower pulleys and spin the same max engine rpm you are currently:
The 408 will make more torque at peak and a lot more torque below peak than the 5.3 did. Boost will drop, but the boost number is irrelevant. You will not gain much horse power. The only peak horse power you will gain is possibly from the 408 being more efficient because of better heads, cam, intake. If same quality heads, cam, and intake on both motors you may not gain any peak power.
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Teching In
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Here is the most likely scenario...
If you keep the same crank and blower pulleys and spin the same max engine rpm you are currently:
The 408 will make more torque at peak and a lot more torque below peak than the 5.3 did. Boost will drop, but the boost number is irrelevant. You will not gain much horse power. The only peak horse power you will gain is possibly from the 408 being more efficient because of better heads, cam, intake. If same quality heads, cam, and intake on both motors you may not gain any peak power.
If you keep the same crank and blower pulleys and spin the same max engine rpm you are currently:
The 408 will make more torque at peak and a lot more torque below peak than the 5.3 did. Boost will drop, but the boost number is irrelevant. You will not gain much horse power. The only peak horse power you will gain is possibly from the 408 being more efficient because of better heads, cam, intake. If same quality heads, cam, and intake on both motors you may not gain any peak power.
That’s an interesting take and it does make sense especially on the torque. But if the peak power on the 5.3l with the blower maxed out was 900 ish at the crank, wouldn’t the same maxed out blower have a higher peak power on the 408 even with less resistance in the engine? Max HP on the blower is 1050hp and the 5.3l never had a chance with that blower. I’m wondering what engine it would take to hit the advertised 1050hp Max of that blower if a maxed out 408 can not. I will be changing from the 243 heads to the trick flow 225 and will also be adding a bigger camshaft and going from 9.5:1 to 10.5:1. Also getting rid of the Holley Sniper and going to the Hi Ram. I hope I get more HP everywhere under the curve and on top but I hear what you are saying so I just didn’t know. I’ll know in about a month after it gets built.
I have a D1x with a 8.25 crank pulley and 3.7 blower pulley shifting at 7050 rpm. I'm spinning the blower a little past it's recommended impeller speed. If you want to make the max D1x rated power of 1075 hp you need to spin it to it's max recommended impeller speed. The car will feel like much more of a beast with the cubic inches, more efficient top end, and raised compression just don't expect the peak horse power to jump a ton unless you spin the blower faster.
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With a more efficient engine and the higher compression you are likely to gain some power every where, but not as much as you may think. The issue is the blower will be moving the same amount of air if using the same pulley combination on the crank and blower. How much air that blower is moving is it's power potential. Want more power move more air so change the pulley combo to spin the blower faster.
I have a D1x with a 8.25 crank pulley and 3.7 blower pulley shifting at 7050 rpm. I'm spinning the blower a little past it's recommended impeller speed. If you want to make the max D1x rated power of 1075 hp you need to spin it to it's max recommended impeller speed. The car will feel like much more of a beast with the cubic inches, more efficient top end, and raised compression just don't expect the peak horse power to jump a ton unless you spin the blower faster.
I have a D1x with a 8.25 crank pulley and 3.7 blower pulley shifting at 7050 rpm. I'm spinning the blower a little past it's recommended impeller speed. If you want to make the max D1x rated power of 1075 hp you need to spin it to it's max recommended impeller speed. The car will feel like much more of a beast with the cubic inches, more efficient top end, and raised compression just don't expect the peak horse power to jump a ton unless you spin the blower faster.
Looks like you are spinning it around 64,000 rpm’s at an engine rpm of 7000, and I’m at 61,000 at 6700rpm’s. Max on the blower is around 62,000 rpm’s. If I took the shift points up to 7000 I’d also be at 64,000 rpm’s or I could pulley down slightly from 3.8 to 3.65 and stay at 6700 rpm’s. You still increasing power above the 62,000 spin rate? What engine do you have, setup?
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I just talked to Procharger, you are right they said that blower can easily hit 65,000 rpm’s at top of shift point and since it’s only momentarily, it will hold power.
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I wanted to do an F1a-94 this year but couldn’t get the D1x sold for a reasonable price. That’s when I decided to over spin it and pistons line the bigger head unit until next year.
Can't get more in-line with what you seek than with this test other than it was a D1SC vs F1A-94, the D1X shoulda/would fell between those two blowers in the power game.
http://www.superchevy.com/how-to/eng...-94-procharger
All things being equal 427ci powerplant
7.64 crank/4.25 blower
PC race IC
D1SC (4.25) = 1,003hp/865tq @ 10.7 (93.73hp per psi @ 47,907 blower RPM)
F1A-94 (4.25) = 1,161hp/940tq @ 15.8psi (73.48hp per psi @ 63,907 blower RPM)
F1A-94 (3.85) = 1,267hp/1,041tq @ 17psi (74.52hp per psi @ 69,653 blower RPM)
That's quite interesting to see as it appears the D1SC is actually more efficient or might just be at the exact sweet spot. It would have been interesting to see the 3.85 pulley on the D1 to see if and how those #'s would have improved. However we know that at some point the D1 will run out of steam which is where it's bigger counterpart starts to shine.
http://www.superchevy.com/how-to/eng...-94-procharger
All things being equal 427ci powerplant
7.64 crank/4.25 blower
PC race IC
D1SC (4.25) = 1,003hp/865tq @ 10.7 (93.73hp per psi @ 47,907 blower RPM)
F1A-94 (4.25) = 1,161hp/940tq @ 15.8psi (73.48hp per psi @ 63,907 blower RPM)
F1A-94 (3.85) = 1,267hp/1,041tq @ 17psi (74.52hp per psi @ 69,653 blower RPM)
That's quite interesting to see as it appears the D1SC is actually more efficient or might just be at the exact sweet spot. It would have been interesting to see the 3.85 pulley on the D1 to see if and how those #'s would have improved. However we know that at some point the D1 will run out of steam which is where it's bigger counterpart starts to shine.
Can't get more in-line with what you seek than with this test other than it was a D1SC vs F1A-94, the D1X shoulda/would fell between those two blowers in the power game.
http://www.superchevy.com/how-to/eng...-94-procharger
All things being equal 427ci powerplant
7.64 crank/4.25 blower
PC race IC
D1SC (4.25) = 1,003hp/865tq @ 10.7 (93.73hp per psi @ 47,907 blower RPM)
F1A-94 (4.25) = 1,161hp/940tq @ 15.8psi (73.48hp per psi @ 63,907 blower RPM)
F1A-94 (3.85) = 1,267hp/1,041tq @ 17psi (74.52hp per psi @ 69,653 blower RPM)
That's quite interesting to see as it appears the D1SC is actually more efficient or might just be at the exact sweet spot. It would have been interesting to see the 3.85 pulley on the D1 to see if and how those #'s would have improved. However we know that at some point the D1 will run out of steam which is where it's bigger counterpart starts to shine.
http://www.superchevy.com/how-to/eng...-94-procharger
All things being equal 427ci powerplant
7.64 crank/4.25 blower
PC race IC
D1SC (4.25) = 1,003hp/865tq @ 10.7 (93.73hp per psi @ 47,907 blower RPM)
F1A-94 (4.25) = 1,161hp/940tq @ 15.8psi (73.48hp per psi @ 63,907 blower RPM)
F1A-94 (3.85) = 1,267hp/1,041tq @ 17psi (74.52hp per psi @ 69,653 blower RPM)
That's quite interesting to see as it appears the D1SC is actually more efficient or might just be at the exact sweet spot. It would have been interesting to see the 3.85 pulley on the D1 to see if and how those #'s would have improved. However we know that at some point the D1 will run out of steam which is where it's bigger counterpart starts to shine.
Yeah I understand it moves more air and the blower is no joke, just interesting results. You have to match engine displacement with blower displacement or the mis-matched component must work harder. Kinda like putting a P1SC on a good flowing 4xx+ ci, the blower is being spun ballz out and nowhere near efficient.
Any other changes to the car other than blower swap? I assume pulley change as well?
Any other changes to the car other than blower swap? I assume pulley change as well?
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Teching In
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Can't get more in-line with what you seek than with this test other than it was a D1SC vs F1A-94, the D1X shoulda/would fell between those two blowers in the power game.
http://www.superchevy.com/how-to/eng...-94-procharger
All things being equal 427ci powerplant
7.64 crank/4.25 blower
PC race IC
D1SC (4.25) = 1,003hp/865tq @ 10.7 (93.73hp per psi @ 47,907 blower RPM)
F1A-94 (4.25) = 1,161hp/940tq @ 15.8psi (73.48hp per psi @ 63,907 blower RPM)
F1A-94 (3.85) = 1,267hp/1,041tq @ 17psi (74.52hp per psi @ 69,653 blower RPM)
That's quite interesting to see as it appears the D1SC is actually more efficient or might just be at the exact sweet spot. It would have been interesting to see the 3.85 pulley on the D1 to see if and how those #'s would have improved. However we know that at some point the D1 will run out of steam which is where it's bigger counterpart starts to shine.
http://www.superchevy.com/how-to/eng...-94-procharger
All things being equal 427ci powerplant
7.64 crank/4.25 blower
PC race IC
D1SC (4.25) = 1,003hp/865tq @ 10.7 (93.73hp per psi @ 47,907 blower RPM)
F1A-94 (4.25) = 1,161hp/940tq @ 15.8psi (73.48hp per psi @ 63,907 blower RPM)
F1A-94 (3.85) = 1,267hp/1,041tq @ 17psi (74.52hp per psi @ 69,653 blower RPM)
That's quite interesting to see as it appears the D1SC is actually more efficient or might just be at the exact sweet spot. It would have been interesting to see the 3.85 pulley on the D1 to see if and how those #'s would have improved. However we know that at some point the D1 will run out of steam which is where it's bigger counterpart starts to shine.