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I have a feeling that the power required to drive the blower is going up faster than the gains above 4500 rpm or so. I don't think the intake is the problem.
Might want to check the actual step-up ratio. Some say that the Corvette P600B blowers have a 3.35:1 ratio instead of 3.05:1.
Old report attached. I assume that the P600B compressor is pretty similar to the one tested.
14 psi at the manifold is likely 18 psi at the blower. Assuming a power coefficient of around 10, driving the blower could require 180 hp.
wasnt that at a time where Vortech and Procharger were sueing each other?
ive seen that before I dont know what to believe
the p600b flows more cfm than an s-trim, and is closer to a’t-trim’ in vortech model.
also…to the OP:
if the carb exemption of the p600b is important to you…(i cant remember if d1-sc has a CARB number)
procharger makes an m1 (marine series) curved bladed impeller that is more efficient than the straight bladed p600b impeller and can be dropped into the p600b
their salesmen have no clue about it, but if you talk to someone in their repair department they will tell you that you can add this to your p600b
tequilaboy is correct, corvette p600b’s had 3.35:1 stepup ratios and the other p600b’s were 3.05:1
Other questions/observations: It appears that the dyno was configured to calculate rpm from the gear ratio (via drum speed) rather than with an inductive pickup. Why was this done?
Is this an auto trans car with a loose or unlocked converter? If so, the gear ratio won't be fixed due to converter slip and the trans may not even stay in the same gear. I think this is the reason for the high torque and boost readings at low rpm that don't really add up with the compressor map(s) and/or fit with normally expected engine behavior. Some patterns are starting to emerge.
Other questions/observations: It appears that the dyno was configured to calculate rpm from the gear ratio (via drum speed) rather than with an inductive pickup. Why was this done?
Is this an auto trans car with a loose or unlocked converter? If so, the gear ratio won't be fixed due to converter slip and the trans may not even stay in the same gear. I think this is the reason for the high torque and boost readings at low rpm that don't really add up with the compressor map(s) and/or fit with normally expected engine behavior. Some patterns are starting to emerge.
Good catch! Thank you! And that makes sense in something I was trying to figure out. The dyno operator said he was getting too much interference to read off the plug wires so I do remember he used the rear wheels to "sync" the RPM. I have a 4L60E auto with the US Shift controller-so it has a dyno mode where you can lock it into 3rd gear-which I did. You can also lock the TCC-did on one run but little diff in HP. The TCC is a 10 inch Vigilante with a 3 disc clutch so it does hold. However in all pulls it seemed to hit the rev limiters before 6000RPM. The programmed was at 6150RPM and the MSD "pill" was a 6200RPM. I'll be booking another couple hours to test timing advance and I will ask him to pick up the RPM off the dist. I'll post a F/U on what happens with HP with every 2 degrees advance added to the 16 degrees in boost.
wasnt that at a time where Vortech and Procharger were sueing each other?
ive seen that before I dont know what to believe
the p600b flows more cfm than an s-trim, and is closer to a’t-trim’ in vortech model.
also…to the OP:
if the carb exemption of the p600b is important to you…(i cant remember if d1-sc has a CARB number)
procharger makes an m1 (marine series) curved bladed impeller that is more efficient than the straight bladed p600b impeller and can be dropped into the p600b
their salesmen have no clue about it, but if you talk to someone in their repair department they will tell you that you can add this to your p600b
tequilaboy is correct, corvette p600b’s had 3.35:1 stepup ratios and the other p600b’s were 3.05:1
I found superchargerrebuild.com has listed a curved blade billet impellor upgrade for the P600b-I haven't found any others. As far as I know Procharger will not sell parts-they want you to send it back to them for anything. I'm not sure of the difference between that one and the M1-it says it's a "D1SC style". . That looks like the next project- run another dyno session to directly compare the difference between the straight blade and the curved blade impellors. My P600b is the 3.05 stepup ratio. And other than the old Paxton ball drive supercharger, the P600b is the only SC with a carb eo number.
We had a fan on it in between pulls and it was down to 130F, if we went pull to pull it would go up to 190F Next time I plan on a fan on the air filter during the pulls. There are tables that compensate for temps.
I found superchargerrebuild.com has listed a curved blade billet impellor upgrade for the P600b-I haven't found any others. As far as I know Procharger will not sell parts-they want you to send it back to them for anything. I'm not sure of the difference between that one and the M1-it says it's a "D1SC style". . That looks like the next project- run another dyno session to directly compare the difference between the straight blade and the curved blade impellors. My P600b is the 3.05 stepup ratio. And other than the old Paxton ball drive supercharger, the P600b is the only SC with a carb eo number.
I have changed this to mine because the old impeller was broken.
$445 – D1SC style 8/8 Billet impeller, (3.37 x 6.20) aftermarket, for D1, D1SC, P1SC, P1SC-1, M3SC, P600B, M1, etc – CW and CCW
Sorry, I have no experience with a stock impeller just this billet.
The output is certainly enough for high revs, but my TPI is limited to 5500 rpm, so I get 8.5 psi boost with a 3.3" pulley.
