SLP 402 with ATI ProCharger D-1SC at 16 psi of boost = 757 rwhp on Mustang Dyno!
#22
Bob I don't know what you guys are reving this car too, but what is the Typical Blower Speed on your D1SC cars?????
Procharger does not publish their compressor charts and I have seen and heard of people having great succes reving them in the 54000-57000 RPM. Anything past that just heats the blower up and could cause a loss in power from my understanding.
What are your thoughts on this b/c I am about to buy my Crank pulley an if I go with a 7.625 (LT1) I will spin my D1SC to 60571 RPM.
Procharger does not publish their compressor charts and I have seen and heard of people having great succes reving them in the 54000-57000 RPM. Anything past that just heats the blower up and could cause a loss in power from my understanding.
What are your thoughts on this b/c I am about to buy my Crank pulley an if I go with a 7.625 (LT1) I will spin my D1SC to 60571 RPM.
#23
We're revving the car to 6200 rpm, and the blower speed is close to 62,000 rpm, which is about the highest we like to see them at. We haven't seen a power loss taking them to 62,000 rpm, we have at higher rpm speeds. A lot of it is going to depend on what inlet hat and air filter assembly you are using, which can be restrictive. Bob
#24
We're revving the car to 6200 rpm,
the blower speed is close to 62,000 rpm
A lot of it is going to depend on what inlet hat and air filter assembly you are using, which can be restrictive. Bob
I also have a SDCE 8Rib Tensioner with a Vortech Mono Bypass
#30
Originally Posted by OUTLAWZ RACING
Great numbers good god Im trying to get those numbers now. Do u have specs on the cam and heads?
Thanks, it looks to be this package here from SLP. Bob
Cylinder-Head-and-Cam Package, 1999-05 402 CID LS1 600 HP
--------------------------------------------------------------------------
Save Money on this SLP AFR Cylinder Head and Cam Package
We teamed up with AFR to bring you these street/strip heads and matched them with one of our high performance LS1/LS2/LS6 cams for an even better deal. The heads flow enough air (up to 320 CFM intake) to keep up with our ZL402 engines but they work with all LS1, LS2 or LS6 small blocks as large as 427 cubic inches. The secret to the high flow numbers are CNC porting and a newly designed combustion chamber with a double quench pad area.
Another reason we picked these heads is the rugged design that can live on top of a high-power engine. Don’t worry if you use nitrous or a blower because AFR’s 3/4 inch-thick deck is standard, along with reinforced rocker stud bosses, thick-wall runners and interlocking ductile iron valve seats. To maximize performance, we include double springs (.600 inch max lift) and titanium retainers.
To really get the full potential of these heads we matched them to our most aggressive cam for larger displacement engines.
Camshaft Specs: Valve Lift Duration@.050
in: .596" 250º
ex: .596" 246º
Centerline - 114º
Lobe Separation - 114º
Best of all, you’ll save $25 over the cost of purchasing the parts separately!
NOTES: These heads are ready to bolt on, but we recommend that final assembly of any engine be performed by an experienced, professional mechanic.
AFR SLP Cylinder Head and Cam Package features:
Intake flow up to 304 CFM at .500 lift, 320 CFM at .600 lift @ 28” of H2O.
Exhaust flow up to 250 CFM at .600 lift @ 28” of H2O (using 1-7/8 inch exhaust pipe).
225cc heads with 65cc combustion chamber.
CNC ported intake and exhaust ports, and combustion chambers.
2.080 intake, 1.600 exhaust standard length valves.
3-angle radiused valve job.
7° titanium retainers and valve locks.
1.290 inch double springs, 135 lbs seat, .600 inch maximum lift.
Fully assembled heads ready to bolt-on.
Matched .596”/250º int. .596”/246º exh. camshaft.
Will require shorter pushrods (heads milled approximately 0.042”); SLP always recommends measuring proper pushrod length (for use with SLP 51014/51015 cams, PN 53107 pushrod is likely)
#32
Originally Posted by 2001WS6Vert
Bob, can't you do a simulated 1/4 mile run with that Mustang dyno? I'm just curious what that number would be.
#33
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awesome #'s, however, isn't there more there with a slightly different cam? Those specs are not in-line with what "should" be optimal (intake/exhaust separation) for a S/C are they? OR...do you think that is one of the keys to getting it to the level you have? Thanks Bob and everyone @ EPP for another awesome write-up w/ great pics!
#34
Originally Posted by Superado
awesome #'s, however, isn't there more there with a slightly different cam? Those specs are not in-line with what "should" be optimal (intake/exhaust separation) for a S/C are they? OR...do you think that is one of the keys to getting it to the level you have? Thanks Bob and everyone @ EPP for another awesome write-up w/ great pics!
The engine/blower combination in this car was already assembled and installed when this customer brought his car to us. The cam that is in this car is not what I would consider to be an optimal blower camshaft for this combination, but it again goes to show that with boost you can make a lot of power with a lot of different combinations that just shouldn't work. It would be interesting to swap this cam out for our blower cam to see what the dyno graph would look like. Thanks! Bob
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As bob said, we did a video on this car. There will be aditional video if the car is ran at the dragstrip, but for now here is this. The D1sc really screams uptop when it is making the 16#'s of boost!
Click the link below to display the video
750rwhp Pull
Click the link below to display the video
750rwhp Pull
#40
Originally Posted by Jake@EPP
As bob said, we did a video on this car. There will be aditional video if the car is ran at the dragstrip, but for now here is this. The D1sc really screams uptop when it is making the 16#'s of boost!
Click the link below to display the video
750rwhp Pull
Click the link below to display the video
750rwhp Pull