Procharger Head units
Thread Starter
Racer
Joined: Jul 2013
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From: Colorado
Procharger Head units
I have a 2007 Z06. Heads are done, cammed, 1 7/8"s headers to 3" exhaust. I want to be 800-850 whp. Looking at the procharger kits. Which head unit would be better the D1sc or F1c? Not looking into tearing into the motor at this time. Maybe next winter to forge it.
Melting Slicks
Joined: Feb 2013
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850whp is pushing a D1SC but 800whp is easy imo. 850+whp can be done but you'll be on the outer limits of it's capability. I'm at 865whp on a D1SC on a LSX Block 427 with MAST black label heads and baby cam with 91 octane pump gas and a ridiculous amount of methanol but I'm getting belt slip on my 8 rib setup at ~6k rpm. I have an older A&A procharger bracket though which for now has the weaker tensioner then they ship on new kits so that may be part of it but I find that 850whp seems to be close to the limit for what a normal 8 rib kit can do, much above that and I think you need a flip drive. the only person I found making more whp than me on a D1SC was also having belt slip.
ECS and A&A both make great great kits though that will get you what you want with way less hassle and lower price than procharger. that would be the direction i'd go.
ECS and A&A both make great great kits though that will get you what you want with way less hassle and lower price than procharger. that would be the direction i'd go.
Thread Starter
Racer
Joined: Jul 2013
Posts: 375
Likes: 8
From: Colorado
850whp is pushing a D1SC but 800whp is easy imo. 850+whp can be done but you'll be on the outer limits of it's capability. I'm at 865whp on a D1SC on a LSX Block 427 with MAST black label heads and baby cam with 91 octane pump gas and a ridiculous amount of methanol but I'm getting belt slip on my 8 rib setup at ~6k rpm. I have an older A&A procharger bracket though which for now has the weaker tensioner then they ship on new kits so that may be part of it but I find that 850whp seems to be close to the limit for what a normal 8 rib kit can do, much above that and I think you need a flip drive. the only person I found making more whp than me on a D1SC was also having belt slip.
ECS and A&A both make great great kits though that will get you what you want with way less hassle and lower price than procharger. that would be the direction i'd go.
ECS and A&A both make great great kits though that will get you what you want with way less hassle and lower price than procharger. that would be the direction i'd go.
Last edited by JK363; Dec 16, 2015 at 07:13 PM.
Thread Starter
Racer
Joined: Jul 2013
Posts: 375
Likes: 8
From: Colorado
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Melting Slicks
Joined: Feb 2013
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if you're going with a flip drive anyway than i'd just step up to the F series blower if it were me
I doubt your setup will react that differently than mine with same blower given we both have the same displacement and you'd likely have a bigger cam since my cam is conservative. you probably have higher compression than me so you may even do a touch better from that too. I don't think the heads make that big of a difference.
I doubt your setup will react that differently than mine with same blower given we both have the same displacement and you'd likely have a bigger cam since my cam is conservative. you probably have higher compression than me so you may even do a touch better from that too. I don't think the heads make that big of a difference.
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850whp is pushing a D1SC but 800whp is easy imo. 850+whp can be done but you'll be on the outer limits of it's capability. I'm at 865whp on a D1SC on a LSX Block 427 with MAST black label heads and baby cam with 91 octane pump gas and a ridiculous amount of methanol but I'm getting belt slip on my 8 rib setup at ~6k rpm. I have an older A&A procharger bracket though which for now has the weaker tensioner then they ship on new kits so that may be part of it but I find that 850whp seems to be close to the limit for what a normal 8 rib kit can do, much above that and I think you need a flip drive. the only person I found making more whp than me on a D1SC was also having belt slip.
... I have a d1 on my c5 and the last time it was on a dyno it was in the 720's seeing 12psi... since then I have added an overdrive balancer, smaller pulley, secondary fuel system and now seeing 16psi and the impeller speed is about 52.5k rpm at redline so it isn't being spun very hard... haven't had it on a dyno since making those changes but I would guess it to be in the mid 800's... at that power level and seeing that it isn't being spun very hard, how much more room do you think is left in that blower?
Last edited by StingrayRebel; Dec 17, 2015 at 02:49 AM.
Melting Slicks
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a&a makes a great procharger bracket, I highly recommend them to the op if you decide to stick with a procharger headunit... I have a d1 on my c5 and the last time it was on a dyno it was in the 720's seeing 12psi... since then I have added an overdrive balancer, smaller pulley, secondary fuel system and now seeing 16psi and the impeller speed is about 52.5k rpm at redline so it isn't being spun very hard... haven't had it on a dyno since making those changes but I would guess it to be in the mid 800's... at that power level and seeing that it isn't being spun very hard, how much more room do you think is left in that blower?
... I have a d1 on my c5 and the last time it was on a dyno it was in the 720's seeing 12psi... since then I have added an overdrive balancer, smaller pulley, secondary fuel system and now seeing 16psi and the impeller speed is about 52.5k rpm at redline so it isn't being spun very hard... haven't had it on a dyno since making those changes but I would guess it to be in the mid 800's... at that power level and seeing that it isn't being spun very hard, how much more room do you think is left in that blower?I have innovators west big 8 rib crank pulley and 3.55 blower pulley and theoretically it should hit max impeller rpm at 6800rpm but it seems to nose over a little at about 6k rpm and not totally clear to me yet if my car is experiencing belt slip or if the compressor map is just past it's efficiency. Procharger does not release compressor maps so even though we know what max impeller RPM is we don't know where max efficiency is.
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I have looked pretty hard and not found too many D1SC setups making much over 850whp on 6 speed cars. There seem to be a handful but it's not common. Depends a lot on the whole setup and the tuning and of course which day on which dyno. I don't think I found any D1SC that was >900whp. I think Champion had a car that came close with high 870s through an auto but they had a flip drive.
I have innovators west big 8 rib crank pulley and 3.55 blower pulley and theoretically it should hit max impeller rpm at 6800rpm but it seems to nose over a little at about 6k rpm and not totally clear to me yet if my car is experiencing belt slip or if the compressor map is just past it's efficiency. Procharger does not release compressor maps so even though we know what max impeller RPM is we don't know where max efficiency is.
I have innovators west big 8 rib crank pulley and 3.55 blower pulley and theoretically it should hit max impeller rpm at 6800rpm but it seems to nose over a little at about 6k rpm and not totally clear to me yet if my car is experiencing belt slip or if the compressor map is just past it's efficiency. Procharger does not release compressor maps so even though we know what max impeller RPM is we don't know where max efficiency is.
Thread Starter
Racer
Joined: Jul 2013
Posts: 375
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From: Colorado
a&a makes a great procharger bracket, I highly recommend them to the op if you decide to stick with a procharger headunit... I have a d1 on my c5 and the last time it was on a dyno it was in the 720's seeing 12psi... since then I have added an overdrive balancer, smaller pulley, secondary fuel system and now seeing 16psi and the impeller speed is about 52.5k rpm at redline so it isn't being spun very hard... haven't had it on a dyno since making those changes but I would guess it to be in the mid 800's... at that power level and seeing that it isn't being spun very hard, how much more room do you think is left in that blower?
... I have a d1 on my c5 and the last time it was on a dyno it was in the 720's seeing 12psi... since then I have added an overdrive balancer, smaller pulley, secondary fuel system and now seeing 16psi and the impeller speed is about 52.5k rpm at redline so it isn't being spun very hard... haven't had it on a dyno since making those changes but I would guess it to be in the mid 800's... at that power level and seeing that it isn't being spun very hard, how much more room do you think is left in that blower?Last edited by JK363; Dec 18, 2015 at 11:05 AM.
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... I have the newest bracket with hd tensioner and it has given me zero issues since being installed, it was simply a bolt on and go deal... no shimming/extra machining needed like I had to do with the other guy's stuff
Thread Starter
Racer
Joined: Jul 2013
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From: Colorado
Stock rod and pistons too? If so thats awesome. Must have a huge fuel system.
Last edited by JK363; Dec 18, 2015 at 11:06 AM.
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Thread Starter
Racer
Joined: Jul 2013
Posts: 375
Likes: 8
From: Colorado
Melting Slicks
Joined: Feb 2013
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the problem in my mind is that with D1SC and other procharger blowers we know where max impeller speed is but we don't know where the most efficient impeller rpm is, and those things are not necessarily the same at all especially with a D1SC which has a relatively small "frame" or inlet or whatever you want to call it.
I will say the torque on my D1SC setup on my 427 is pretty strong though and comes on pretty dang hard in early rpm.
Melting Slicks
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sounds like an awesome setup Neutron, >800whp through a D1 on stock shortblock and heads is impressive. I'm in for dyno results, very curious to see what your torque curve looks like and especially what the whp curve looks like at 6k+ rpm. You sound like you really know what you're doing but of course i'd make sure they don't use much correction factor on the whp curve so you can see what belt slip you may or may not be having at higher rpm. 10 rib and driver drive is going to be huge benefit here for you.
I'll have my car back on dyno with upgraded tensioner and better pulley alignment in late January too so I can post that up as well and will be interesting to compare.
I also run lower compression than you, I think this motor is 9.75:1 or 10:1 so you've got some compression over my setup
A&A customer service is top notch too imo
Last edited by neverstop; Dec 18, 2015 at 04:08 PM.