SDCE & Belt Slip
Thread Starter
Joined: Nov 2001
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From: Sunny San Diego
SDCE & Belt Slip I have been checking everything trying to figure out why I only get 7# with a 7.25 crank pulley and 3.4 blower pulley.
And I noticed belt dust around the blower. What can I do to fix that?
I remembered on my old motor with the MMS pulley (7.85) and a 4.10 crank pulley I saw 5-6# (48,670 rpms).
Then after the swap to 6.0L heads and the blower pulley to 3.7 I saw almost 10# (53,354).
So I would think with the SDCE (54,204). I would see close to 10# :dunno:
And I noticed belt dust around the blower. What can I do to fix that?
I remembered on my old motor with the MMS pulley (7.85) and a 4.10 crank pulley I saw 5-6# (48,670 rpms).
Then after the swap to 6.0L heads and the blower pulley to 3.7 I saw almost 10# (53,354).
So I would think with the SDCE (54,204). I would see close to 10# :dunno:
With the 3.4 on my ATI SDCE set up, I was pushing 15psi reliably. No belt slip.
348, ported and polished 6.0 heads, and a huge cam 233/244 .578/.602 115
Its on KP's car right now, with the 3.7 pulley and he's pushing 13psi with that one using my old belt.
If he goes to the 3.4 he'd be pushing 15+psi
Did you preload the tensioner? It has to be set up wrong still, its pretty simple to figure out tho?
348, ported and polished 6.0 heads, and a huge cam 233/244 .578/.602 115
Its on KP's car right now, with the 3.7 pulley and he's pushing 13psi with that one using my old belt.
If he goes to the 3.4 he'd be pushing 15+psi
Did you preload the tensioner? It has to be set up wrong still, its pretty simple to figure out tho?
Your probably talking about the d1sc and he has the p1sc. That is why when you said you were going to swap to a 383ci I said you should consider a d1sc head unit. The p1sc I don't think puts out enough to get you any where near 15 on a good flowing 383ci.
Thread Starter
Joined: Nov 2001
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From: Sunny San Diego
I'll double-check the tensioner. But ya, its not that hard to set-up. But if you got 15# with a D1. I would think I could get 10# with a P1
Well, I may have to switch to a D1. Just keep the P1 when smog comes around.
Well, I may have to switch to a D1. Just keep the P1 when smog comes around.
Yes but he got 15 with a 346 not a 383. There is a big difference. You should call rob at strictly for a price on just a d1 head unit. I know he gets some great prices on the ati stuff.
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I'm seeing close to 15psi with a 3.7 in this cooler weather, I log boost every pass and I get zero slip but I do get a little belt dust. I think unless everything is perfectly aligned you have to get some dust from normal wear and tear.
I would guess that that P1 is just running out of steam, crank up the tension and see what happens though. If its way too lose it could slip I guess..
I would guess that that P1 is just running out of steam, crank up the tension and see what happens though. If its way too lose it could slip I guess..
TECH Addict
Joined: Nov 2001
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From: Bellevue, Wa
It can definetly slip. Until I had enough tension on my tensioner it would slip. I was one of the first to have this setup years ago and didn't understand how to set it properly. Once I got enough preload set then it worked excellent. A few folks have made over 600rwhp with the P1 so I would think he isn't out of blower yet.
Thread Starter
Joined: Nov 2001
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From: Sunny San Diego
Originally Posted by Exotic Performance Plus
It also sounds to me that your P-1SC has run out of breath, but:
you did mention blower belt dust though, so you have to be having belt slippage. Bob
you did mention blower belt dust though, so you have to be having belt slippage. Bob
I think ed has made close to 600rw already at where its it at now. I have tried with these P1s and over 55K they pretty much just start making more heat. IMO he needs more blower but I'm no expert 
FWIW this applies to the P1 on an F-body, on a P1 with an A&A C5 kit you will see a lot better numbers because he air intake is way less restricted plus a good sized IC and very little piping. The F-body air inlet is a killer plus the twin ICs and a mile of piping puts the hurt on a P1.
FWIW this applies to the P1 on an F-body, on a P1 with an A&A C5 kit you will see a lot better numbers because he air intake is way less restricted plus a good sized IC and very little piping. The F-body air inlet is a killer plus the twin ICs and a mile of piping puts the hurt on a P1.
Last edited by kp; Oct 17, 2005 at 10:16 AM.
Thread Starter
Joined: Nov 2001
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From: Sunny San Diego
I don't know if those dyno number are right. At the track my mph was only 90 in the 1/8 :dunno:
I was able to get a few runs on a dynojet. Numbers were like 480 rwhp.
:wtf:
And with the last motor I got 550 rwhp.
I was able to get a few runs on a dynojet. Numbers were like 480 rwhp.
:wtf:And with the last motor I got 550 rwhp.
Originally Posted by Ed Blown Vert
I don't know if those dyno number are right. At the track my mph was only 90 in the 1/8 :dunno:
I was able to get a few runs on a dynojet. Numbers were like 480 rwhp. :wtf:
And with the last motor I got 550 rwhp.
I was able to get a few runs on a dynojet. Numbers were like 480 rwhp.
:wtf:And with the last motor I got 550 rwhp.
OK, I missed the the 'numbers before the 383' in your sig and figured 550 on a mustang was pretty good.You should be making close to that with no blower so something is wrong.
Thread Starter
Joined: Nov 2001
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From: Sunny San Diego
I thought I was close to 600 rwhp. The dyno dynamics dyno showed 550 rwhp. I always thought that the dynojet read higher. :dunno:
The numbers "before the 383" were about the track numbers.
I did hit 505 rwhp on the dynojet, but the AFR was 12:1. I set the AFR to around 11:1 and ended up with about 480 rwhp.
The numbers "before the 383" were about the track numbers.
I did hit 505 rwhp on the dynojet, but the AFR was 12:1. I set the AFR to around 11:1 and ended up with about 480 rwhp.
Last edited by Ed Blown Vert; Oct 17, 2005 at 10:42 AM.
OK, the track numbers were from the old setup.
480 on a dynojet is pretty low, I would think with 7-8psi on that motor you should be over 550rwhp on a dynojet. You may be able to get a couple more PSI if you max the P1 but I really think a D1 will help you out a lot.
Something is up only running 90mph in the 1/8 though, even at 4000lb raceweight thats still under 400rwhp.
480 on a dynojet is pretty low, I would think with 7-8psi on that motor you should be over 550rwhp on a dynojet. You may be able to get a couple more PSI if you max the P1 but I really think a D1 will help you out a lot.
Something is up only running 90mph in the 1/8 though, even at 4000lb raceweight thats still under 400rwhp.
Thread Starter
Joined: Nov 2001
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From: Sunny San Diego
Ya I don't get it. I would think I would be just as fast or faster than the last setup. There was a 355 LT1 shooting a 100 shot running almost as fast as me. I had to shoot a 50 shot just to make sure I would beat him. I ran a 95 on that run.
you dont happen to have any log files from the dyno or track do you?
Does your boost seem to vary a lot? Are you just looking at the gauge or do you have a peak/hold gauge or are you logging it somehow?
Does your boost seem to vary a lot? Are you just looking at the gauge or do you have a peak/hold gauge or are you logging it somehow?
Thread Starter
Joined: Nov 2001
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From: Sunny San Diego
I have some logs from EFI I can post when I get home.
The boost is smooth all the way to 7# on the dyno. Next time at the track I will record the gauge.
Here is the dyno also showing the boost.
http://www.ls1.com/ed/383-dyno.jpg
The boost is smooth all the way to 7# on the dyno. Next time at the track I will record the gauge.
Here is the dyno also showing the boost.
http://www.ls1.com/ed/383-dyno.jpg