This was buried deep within another thread, so I thought I would answer in a new thread.

My understanding is that the F1A is the reverse rotation version of the F1. Essentially, the D1, and F1 are the same, except that the F1/F1A as well) has the newer design impellor that can handle the 70K RPM vs the old design being limited to just over 60K, which delivers an additional 125 SCFM at MIP. This places the total at ~1525 SCFM for the F1/F1A vs the D-series at 1400 SCFM and the P-series at 1200 SCFM. All external dimensions are the same between the P1/P1SC,1,2/D1/D1SC and the F1/F1A (volute is still 9", inlet and exit IDs are the same as the P/D series), the differencees are internal (i.e. inducer diameter, exducer diameter, and step-up ratio. With that being said, I believe that the trans case is slightly different between the two designs, as the F1/F1A makes use of the 5.4:1 step-up ratio which means that the driven pulley tends to be larger (when using the ~7" vette drive pulley) and thus less opportunity for belt slippage. This should be easily overcome with some slight bracket changes.

I will say that until you start changing volute sizes and physical dimensions, pretty much all of these blowers can be made to fit in the vettes.

I hope this helps,
Aaron

 

Aaron,

awesome information!!!! I know alot of guys were pushing some of these P and D series blowers pretty hard and after seeing that F1-A on the cobra the other day.. I was impressed.. bone stock motor and pullied to 18psi with minimal fuel upgrades and he was knocking out low low 11's @126mph.. not too shabby at all in my book for a 4.6l engine.

the price tag is pretty hefty as opposed to the D1SC but like you said I sat and stared at both units and physically I didn't see a difference and both were self contained for easy install.... may be an option for a few guys on here!

Chris

 

Chris,
Keep in mind that "boost is just an engine's resistance to accept air", and as such a stock engine with small cam, intake, and unported heads will show higher boost than what a modded engine would exhibit.

But that F1/F1A will move some air! Back when I bought the D1R for my '87, there was a guy on here named Black Bart (Richard) that bought an F1 for his '89. He had no problems putting it on his engine, where I had to make new brackets. He may have had to modify the D1 bracket slightly, but not too sure.

Aaron

 

if we go this route it is not going on a little heads small cammed motor..lol it will be going on our polo LT4 which has a 242/248 .609 .613 112lsa solid roller cam.. the lsa may be a bit off from what FI likes but I figure give it a shot and see.. the heads are AFR 210cc ported out another 1/10" taller and modified LT4 fully ported intake.. fully forged 355 light weight parts for the revs but top shelf stuff.. ross pistons billet rods the works pretty much.. and this car has DFI gen 7 on it.. along with the new bracketry we have from Brand-X which has not even dusted after beating on the red car and having a little more room then the ATI bracketry and running a 12 rib manual tension dedicated blower drive, (converting to dual synch so rear mount dizzy allows the 12 rib since no optispark) I think it may be a high revving cool setup. I will also be fabbing up a new intercooler which is alot like the top mount from the link in the other thread.. running kinda different though making the inlet fromt he blower on top and routing the IC to TB same as mine on the turbo car, down around the radiator and up right in front of the waterpump and into the tb. in thought and visualization, I don't see any major snags since I have already run it that way once and belt slip should NOT be a problem.. I imagine this setup will be good for some very nice power!

Chris

 

If you go that route, you will be running a similar combo to my '87, except smaller in all aspects (cubes, cam, heads, intake, and blower). It will make real nice power and you should be pleased.

Aaron