Procharger guys - Help
It made a little over 700whp (93) on his dyno with the same blower but a totally different pulley/engine setup (SBE Gen4 370, 10.5:1, 3.85” pulley, FAST 102 intake/ported 243s/bald eagle cam/on 16psi peak).
Will put it on PatG’s dyno in the fall. I feel it should be well north of 900whp on E85.
It made a little over 700whp (93) on his dyno with the same blower but a totally different pulley/engine setup (SBE Gen4 370, 10.5:1, 3.85” pulley, FAST 102 intake/ported 243s/bald eagle cam/on 16psi peak).
It made a little over 700whp (93) on his dyno with the same blower but a totally different pulley/engine setup (SBE Gen4 370, 10.5:1, 3.85” pulley, FAST 102 intake/ported 243s/bald eagle cam/on 16psi peak).
As far as peak numbers with a centri go...
Cubic inches and high-quality heads don't seem to matter that much.
I'm not saying good heads don't matter at all, but what matters most is what head unit you have and how fast you spin it. Cubic inches obviously matter for torque numbers/power under the curve. I also wonder why people run low compression with E85 I'm at 10.6 to 1 with 18 degrees peak timing. My spark plugs show I could easily add a degree or two as well. I'm only on 50% E with a small meth nozzle on at 4 psi.
Cubic inches and high-quality heads don't seem to matter that much.
I'm not saying good heads don't matter at all, but what matters most is what head unit you have and how fast you spin it. Cubic inches obviously matter for torque numbers/power under the curve. I also wonder why people run low compression with E85 I'm at 10.6 to 1 with 18 degrees peak timing. My spark plugs show I could easily add a degree or two as well. I'm only on 50% E with a small meth nozzle on at 4 psi.
Question to OP - What brand intercooler?
Yes please change pulley to 3.4 and dyno again. Quite a few folks curious to see how it does.
Anyone have access to a graph of CFM vs RPM for various ProCharger models? From my experience when upping the blower RPM the hp gains keep getting smaller in that upper range until it reaches a point where the flow plateaus.
Yes please change pulley to 3.4 and dyno again. Quite a few folks curious to see how it does.
Anyone have access to a graph of CFM vs RPM for various ProCharger models? From my experience when upping the blower RPM the hp gains keep getting smaller in that upper range until it reaches a point where the flow plateaus.
With older head unit designs it may have been different or if you have other issues like undersized intercooler or something that could certainly change things.
I also have a high rpm intake the BTR equalizer and a 232/248 cam on a little 377 ls3 so while I have more power in the midrange than I can put down on the street above 5000 rpm all the way to 7200 rpm shift point it's nasty. Currently running the 8.25 crank pulley with a 4.13 on the F1a-94 and shifting at 7200 rpm. It's hard to even test wot shift points on the 2-3 shift on the street with drag radials because it's pretty sketchy.
This is a very good explanation of what I'm talking about. Working up the blower rpm range will make more power and boost, but it isn't linear because it gets less efficient, makes more heat, and consumes more hp away from the engine. Once you've reached to max flow of the unit spinning it any more can start taking power away. As long as creep up on that limit you "should" see gains each time.
Max flow for this unit at 45k, spinning more starts to reduce cfm.
https://vortechsuperchargers.com/pag...sor-efficiency
I wish ProCharger supplied info like this. That would explain the technical differences between the old and newer designs like you were saying.
Max flow for this unit at 45k, spinning more starts to reduce cfm.
https://vortechsuperchargers.com/pag...sor-efficiency
I wish ProCharger supplied info like this. That would explain the technical differences between the old and newer designs like you were saying.
This is a very good explanation of what I'm talking about. Working up the blower rpm range will make more power and boost, but it isn't linear because it gets less efficient, makes more heat, and consumes more hp away from the engine. Once you've reached to max flow of the unit spinning it any more can start taking power away. As long as creep up on that limit you "should" see gains each time.
Max flow for this unit at 45k, spinning more starts to reduce cfm.
https://vortechsuperchargers.com/pag...sor-efficiency
I wish ProCharger supplied info like this. That would explain the technical differences between the old and newer designs like you were saying.
Max flow for this unit at 45k, spinning more starts to reduce cfm.
https://vortechsuperchargers.com/pag...sor-efficiency
I wish ProCharger supplied info like this. That would explain the technical differences between the old and newer designs like you were saying.
Launching!
Joined: May 2023
Posts: 286
Likes: 94
From: AZ
So we just finished the new set up and dropped it off to have it tuned. The set up consists of the following:
- 421ci iron block (made 500rwhp N/A on 91)
- Stock ls3 heads
- fast 102/102
- 1 7/8 headers to cutout
- 6 speed transmission
- NEW D1X head unit with helical gears
- 8" crank pulley and 3.85" head unit pulley (spinning roughly 55,000rpm)
- red race BOV
- 10 rib with "new" auto tensioning bracket
- FMIC
- e85 fuel
- chris1313 dual 525 set up and new PTFE lines (-8an feed and return)
The set up only made 7 psi with no filter on the front of the head unit and 4 psi with a turbo guard on it.
Tuner is very credible and knows his stuff. He checked it over as well and couldn't find any leaks or belt slip. Made 710/650 when it was all said and done.
Anybody have any insight or thoughts on this? What have you guys made with your setups and what do they consist of? Thank you in advance!
- 421ci iron block (made 500rwhp N/A on 91)
- Stock ls3 heads
- fast 102/102
- 1 7/8 headers to cutout
- 6 speed transmission
- NEW D1X head unit with helical gears
- 8" crank pulley and 3.85" head unit pulley (spinning roughly 55,000rpm)
- red race BOV
- 10 rib with "new" auto tensioning bracket
- FMIC
- e85 fuel
- chris1313 dual 525 set up and new PTFE lines (-8an feed and return)
The set up only made 7 psi with no filter on the front of the head unit and 4 psi with a turbo guard on it.
Tuner is very credible and knows his stuff. He checked it over as well and couldn't find any leaks or belt slip. Made 710/650 when it was all said and done.
Anybody have any insight or thoughts on this? What have you guys made with your setups and what do they consist of? Thank you in advance!
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Verdad Gallardo Procharger way under estimates their max impeller/hp ratings. I've not seen any plateau or IAT rise over spinning either the D1x or F1a-94. Check this video of LME spinning an F1a-94 WAY over max recommended impeller speed. That graph isn't laying over at 7000 rpm at all and hitting over 1500 hp at the crank. Procharger rates that blower at 1300 crank hp.
https://www.youtube.com/watch?v=c0iHtVOcatM
https://www.youtube.com/watch?v=c0iHtVOcatM
Intake centerline.
LSA is important to know. If it's 112 for example you could have 22 degrees of overlap which would cause a loss of pressure/lower boost.
LSA is important to know. If it's 112 for example you could have 22 degrees of overlap which would cause a loss of pressure/lower boost.
Last edited by BCNUL8R; May 9, 2023 at 03:38 AM.
Found out where all your boost is going...
Right out the exhaust. That's 18 degrees of overlap. That along with 421 cubic inches and high flowing heads/intake. Change the cam to a good custom cam and I bet you pick up a lot of power. You can probably gain a bunch of power spinning the blower faster going beyond it's max recommended impeller speed even, but this is a good example of how the combination matters more than the individual parts. That big motor with that cam is a bad combo for the d1x.
Right out the exhaust. That's 18 degrees of overlap. That along with 421 cubic inches and high flowing heads/intake. Change the cam to a good custom cam and I bet you pick up a lot of power. You can probably gain a bunch of power spinning the blower faster going beyond it's max recommended impeller speed even, but this is a good example of how the combination matters more than the individual parts. That big motor with that cam is a bad combo for the d1x.
Building a 418 with f1a myself and got a custom cam from Cam Motion this is what they gave me. I wanted mid/top end power with good drivability and idle in a manual 2800lbs rx7 232/248 .630/.613 120 Lsa 116icl
Found out where all your boost is going...
Right out the exhaust. That's 18 degrees of overlap. That along with 421 cubic inches and high flowing heads/intake. Change the cam to a good custom cam and I bet you pick up a lot of power. You can probably gain a bunch of power spinning the blower faster going beyond it's max recommended impeller speed even, but this is a good example of how the combination matters more than the individual parts. That big motor with that cam is a bad combo for the d1x.
Right out the exhaust. That's 18 degrees of overlap. That along with 421 cubic inches and high flowing heads/intake. Change the cam to a good custom cam and I bet you pick up a lot of power. You can probably gain a bunch of power spinning the blower faster going beyond it's max recommended impeller speed even, but this is a good example of how the combination matters more than the individual parts. That big motor with that cam is a bad combo for the d1x.
Not true in the least, and the fact that his power at only 7 psi is near mathematically perfect to what he made N/A means it's working just fine. Boost is just a measurement of restriction (mostly) and is largely irrelevant, and he just doesn't have much of a restriction at all. On my 427 LS7 based setup when I had the F1X on it I ran a 250/265-116+3 and it worked perfectly and had a lot more overlap than his does and it made 1250 rwhp through a powerglide at only 25 psi of boost.
I’d still be interested to see how the smaller D1x responds with a different cam custom spec’d for the combo with the same pulley combination before and after the cam change.
if you mean spec'd smaller I'm sure it would do exactly what it would do if it were N/A, the power curve would shift downwards.