5.76 @ 122, 8.96 @ 154 with P1SC-1 Procharger
11-23-2016, 01:02 AM
#1
5.76 @ 122, 8.96 @ 154 with P1SC-1 Procharger
Looks like these are going to be our final numbers out of our 1997 Corvette with the P1SC-1 supercharger. Little things kept coming up all year preventing a decent showing at the track but things finally came together somewhat at the track rental at MIR on 11-18-16.
The launch was not good and the driver was in and out of the throttle the first 60' so it could have been much quicker and faster but it was just not to be. DA was 583 on this pass. The plan was to hold out with the little supercharger and get a perfect pass but the opportunity to step up to an F1-A head unit has presented itself and I'm going to go for it. Still, these are decent numbers for the P1SC-1 I think. Special thanks go out to CaptHuff (Pete) for giving us an axle at the track rental as we busted one on the first pass. That is why the driver is so hesitant to go WOT from the line with the car. Mayhem Motorsports worked on the car for 6 months this year exorcising demons so my hat's off to them as well. The driver's side head gasket has started pushing some water as well and that was the final straw on deciding to make changes. We'll do a top end refresh when adding the F1-A and tune it to similar power to what the P1SC-1 was making at first and then pulley it down. The P1SC-1 put down 809 to the tires and I'm assuming the F1-A should be good for 1100+ given what the baby one did. Thanks go out to the Corvette Forum community for all your help and support this year as we struggled badly with the car trying to figure out why it was doing all sorts of stupid things. Problem after problem was eliminated and finally the car was ready to make a decent pass in late October. I guess this car can be the poster child for the smaller supercharger bunch until someone else comes along and carries the torch. We'll be back next year with numbers from our F1-A combo. Thanks for reading.
Last edited by smokinstorm; 11-23-2016 at 01:19 AM.
11-23-2016, 03:32 AM
#2
Drifting
Looks like these are going to be our final numbers out of our 1997 Corvette with the P1SC-1 supercharger. Little things kept coming up all year preventing a decent showing at the track but things finally came together somewhat at the track rental at MIR on 11-18-16.
https://www.youtube.com/watch?v=x28QiTZrkik
The launch was not good and the driver was in and out of the throttle the first 60' so it could have been much quicker and faster but it was just not to be. DA was 583 on this pass. The plan was to hold out with the little supercharger and get a perfect pass but the opportunity to step up to an F1-A head unit has presented itself and I'm going to go for it. Still, these are decent numbers for the P1SC-1 I think. Special thanks go out to CaptHuff (Pete) for giving us an axle at the track rental as we busted one on the first pass. That is why the driver is so hesitant to go WOT from the line with the car. Mayhem Motorsports worked on the car for 6 months this year exorcising demons so my hat's off to them as well. The driver's side head gasket has started pushing some water as well and that was the final straw on deciding to make changes. We'll do a top end refresh when adding the F1-A and tune it to similar power to what the P1SC-1 was making at first and then pulley it down. The P1SC-1 put down 809 to the tires and I'm assuming the F1-A should be good for 1100+ given what the baby one did. Thanks go out to the Corvette Forum community for all your help and support this year as we struggled badly with the car trying to figure out why it was doing all sorts of stupid things. Problem after problem was eliminated and finally the car was ready to make a decent pass in late October. I guess this car can be the poster child for the smaller supercharger bunch until someone else comes along and carries the torch. We'll be back next year with numbers from our F1-A combo. Thanks for reading.
https://www.youtube.com/watch?v=x28QiTZrkik
The launch was not good and the driver was in and out of the throttle the first 60' so it could have been much quicker and faster but it was just not to be. DA was 583 on this pass. The plan was to hold out with the little supercharger and get a perfect pass but the opportunity to step up to an F1-A head unit has presented itself and I'm going to go for it. Still, these are decent numbers for the P1SC-1 I think. Special thanks go out to CaptHuff (Pete) for giving us an axle at the track rental as we busted one on the first pass. That is why the driver is so hesitant to go WOT from the line with the car. Mayhem Motorsports worked on the car for 6 months this year exorcising demons so my hat's off to them as well. The driver's side head gasket has started pushing some water as well and that was the final straw on deciding to make changes. We'll do a top end refresh when adding the F1-A and tune it to similar power to what the P1SC-1 was making at first and then pulley it down. The P1SC-1 put down 809 to the tires and I'm assuming the F1-A should be good for 1100+ given what the baby one did. Thanks go out to the Corvette Forum community for all your help and support this year as we struggled badly with the car trying to figure out why it was doing all sorts of stupid things. Problem after problem was eliminated and finally the car was ready to make a decent pass in late October. I guess this car can be the poster child for the smaller supercharger bunch until someone else comes along and carries the torch. We'll be back next year with numbers from our F1-A combo. Thanks for reading.
I think that is the best P1 time I have ever seen.
11-23-2016, 04:12 PM
#6
154mph is insane for that blower. could probably make some money street racing with that conservative looking setup. I'd never guess a p1 setup would go into the 8s with that mph.
is this on a flip/direct drive?
NICE WORK.
is this on a flip/direct drive?
NICE WORK.
11-23-2016, 04:30 PM
#7
408 cubic inch LS2 based engine. What's really sad is that it's shifting really, really early. I wanted it to shift at 6800 but the tuner never got it to shift much past 6000. The good thing is that my combo passed the 800 mark at 6000 so there was decent power to be had even at the much lower RPM than I wanted it to shift at. There was performance left on the table because of this though. I posted the dyno sheet earlier for all to see.
Last edited by smokinstorm; 11-23-2016 at 05:01 PM.
11-23-2016, 04:31 PM
#8
11-23-2016, 04:39 PM
#9
Yes, I'm on the Outer Banks of NC. I called Procharger and they told me no one they had hear of with a Vette had run like this with a P1. This sounds impressive but their reasoning was quite sound. They told me that most people switched over to a larger blower 200-300 horsepower ago as it didn't make sense to try to push the P1 to this level as the D1 and F1 would make the power so much more easily for almost the same initial cost. This proves the P1 has much more in it than they advertise it to be able to though.
11-23-2016, 04:44 PM
#10
Thank you. I bought the car with this supercharger already on it. It's not a flip drive or anything. It's just a standard bolt on application. If not for the compromised launch on this pass, the car should actually run 8.80's or high 8.70's in great air. I only wish we'd put that number up on the board for proof of what it could have run before running across this F1-A that I'm going with. Hoping to pick up a half second and 10 MPH or more with the F1-A still looking pitifully stock and driving the car around all the time, etc. We took the exhaust off for this track rental. It had a LG Motorsports Big 3 3" on it and it was so quiet you could barely hear it running. Talk about a sleeper.
11-25-2016, 02:22 PM
#13
408 cubic inch LS2 based engine. What's really sad is that it's shifting really, really early. I wanted it to shift at 6800 but the tuner never got it to shift much past 6000. The good thing is that my combo passed the 800 mark at 6000 so there was decent power to be had even at the much lower RPM than I wanted it to shift at. There was performance left on the table because of this though. I posted the dyno sheet earlier for all to see.
When I was asking what do you spin it to I meant the blower rpm. Lol sorry for not being clear. I was thinking if spinning mine to 70k 5k more than its max. But would rather not distroy it.
11-25-2016, 08:35 PM
#15
Sure, not problem sharing information. This was on 110 octane spraying a ton of meth through a dual nozzle system. Timing was 21 degrees and the A/F ratio was 11.8:1. The tuner said he could get me a dyno queen pull with 23 degrees of timing or more and very realistically show 825+ but he would not recommend going down the track like that. Since we almost always only run 1/8th mile so our pull is barely over 5 seconds of WOT, the tune we have is OK to run. 1/4 mile not so much me thinks. We lifted the head I think on our last 1/4 mile run as there is a slight drip coming out between the head and the block on the driver's side in the front now. It still runs fine and you can't tell from listening to it but the head gasket is obviously compromised. Back to 1/8th mile for us once we refresh the top end of the motor. I want to trap over 130 in the 1/8th now.
11-25-2016, 08:39 PM
#16
Inpeller speed is 65,600 at the 6400 RPM power peak. Since the car shifts so early, it never even sees this during a pass. You can tell from looking at the dyno sheet that the P1 is just simply running out of steam up top. It passes 800 RWHP at 6000 RPM and pretty much just flattens out and holds the power until you shut it down. Most centrifugal pulls I've seen keep climbing as the blower keeps pumping in more and more air. This one's out of air. It should be. It's making 100 more horsepower at the crank at its maximum impeller speed than Procharger rates it for. Still, I'm proud of the little guy.
11-25-2016, 09:19 PM
#18
Dyno printout again above that I posted in another thread. The big dip in the curve down low is from where there was a problem with the Body Control Module pulling all the timing at the hit of the throttle. It was why the car would not do a burnout all year long and we spent thousands of dollars chasing the problem down until it was finally found. Simple to fix once found. Impossible to find. I'm not sure how much the below 4000 RPM power curve would change but I'm guessing it would be wholesale different.
11-26-2016, 12:14 AM
#20