Power AdderGetting a Supercharger or Turbocharger? Thinking about using Nitrous? All forced induction and N2O topics discussed here.
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For all those who've wondered if this is a bolt-on replacement, here's visual proof!! Just bolted it on. The case appears to be identical in size.... The internals are another story.... now, for some fun!
__________________ Willie
1987 "20th Anniversary Commemorative Edition" Z28 Convertible
305 TPI / 5-speed
Super Chevy Show Class Winner, 1998
wow nice, any more pics? also how did the biuld of the 4 bolt main 305 you had done go?
Very well. It now has about 800 miles, enough to stuff the blower back under the hood. The final steps in my project involved converting from the 165 ECM (MAF) to the 749 (SD with 3-bar MAP). Because very few have accomplished successfully a 749 with a 3-bar, I'm going to take an intermediate step and use a 2-bar to get it tuned to 15-psig boost. Then, the plan is to experiment with the 3-bar and "go where no one has gone before"....
So I assume that If somone was to purchase a P-1SC then decide later to shoot for the D-1SC they could just purchase the head unit itself, and keep the rest?
So I assume that If somone was to purchase a P-1SC then decide later to shoot for the D-1SC they could just purchase the head unit itself, and keep the rest?
Yep.
is the pipe size and routing identical as well?
Yes, it is. There could be on difference though. The no-cost intercooler with the P1SC kit is the 2-core. The 3-core is optional. And through the right sources, my twin hi-flow design is also available as an option. The D1SC kit comes with the 3-core. Again, the twin system is available.
If you start out with the P1SC, you might as well upgrade the intercooler. My suggestion is to use the 3-core if you live in cool weather climates where summer heat is not an issue. Definitely go with the twin setup in warmer climates as the 3-core does interfere with engine cooling significantly.
Definitely. I know "mypontiac" installed the D1SC kit with twin hi-flows. Through Dave Back at Tenacious Performance, he was able to substitute the twins in lieu of the 3-core for no extra cost. BTW, he lives in New Orleans (similar weather to Florida).
willie one other question.. the F1 i understand is a bigger badder supercharger than even the D1SC, but is there any drawback to having it instead of the D1? make less boost down low? worse for street cars? Im pretty sure the D1 would feed my 383 12-15 PSI but its always good to have the backup boost in case you just have to hit the 10's or somthing sick...
Originally posted by Willie
[b]The final steps in my project involved converting from the 165 ECM (MAF) to the 749 (SD with 3-bar MAP). Because very few have accomplished successfully a 749 with a 3-bar, I'm going to take an intermediate step and use a 2-bar to get it tuned to 15-psig boost. Then, the plan is to experiment with the 3-bar and "go where no one has gone before"
Sounds like a good plan! This is eventually what I would like to do, but it all depends on how much boost I can actually push. My supercharger is rated to handle 20psi, but alot of people have expressed problems with belt slip at high boost levels. I've heard the solution is converting to cogs, but I dont have any experience with this yet. But anyway, the solution seems to be going with the stock 749 2 bar MAP, and if I am able to push more boost later, then upgrade to the 3 bar and re-tune. The real crappy part about this (unknown end result boost levels) is how hard it makes it to choose injectors.
As for the intercooler, I've been thinking about a creative way to use the 3-core and not affect cooling (important to me because I live in Hawaii). I'll need to make some mock models to check for clearance (both for the IC and the piping), but I might be able to get it to work. If it dosnt work out, then I will end up going with your (very good I might add) twin design. I want to try something really unique first.
....is there any drawback to having it instead of the D1? make less boost down low?
There are two primary differences between the D1SC and F1. The F1 uses a "stacked" set of roller bearings, which allows it to rev another 10,000 rpm, up to 70,000 (the D1SC can be revved safely to 60,000) and the 5.0 to 1 internal step-up ratio (D1SC is 4.1 to 1). This means more boost sooner and has a higher limit. Therefore, it will not make less boost down low, it will make more.
worse for street cars?
I guess I'm about to find out. I don't feel it's worse at all. I think it's going to be better!
Im pretty sure the D1 would feed my 383 12-15 PSI but its always good to have the backup boost in case you just have to hit the 10's or somthing sick...
I agree with you. The D1SC is more than capable of filling a 383's cylinders with 20 pounds of boost.
Sounds like a good plan! This is eventually what I would like to do, but it all depends on how much boost I can actually push.
And in my case, I know I'll be pushing more than 15 pounds. I was at 14 with my D1SC at 6,000 engine rpm's with a 12-rib pulley combo which was driving the blower at 55,000 rpm's, but there was some slippage. My current cog combo, at 6,500 engine rpms will give me 69,000 impeller rpm's. How much more boost will that equate to? Only time will tell. I do know for at fact that Larry at ASSC runs the F1 on his daily driven 350 Formula and he manages 26 pounds at 6,000!!!!
My supercharger is rated to handle 20psi, but alot of people have expressed problems with belt slip at high boost levels. I've heard the solution is converting to cogs, but I dont have any experience with this yet.
Do a search on this board on cogs. I've written some about my experiences.
But anyway, the solution seems to be going with the stock 749 2 bar MAP, and if I am able to push more boost later, then upgrade to the 3 bar and re-tune. The real crappy part about this (unknown end result boost levels) is how hard it makes it to choose injectors.
I hear ya. I feel the only way to size injectors is not by boost levels, but by maximum horsepower output. There are tables based on hp and BSFC that are used to determine injector size.
As for the intercooler, I've been thinking about a creative way to use the 3-core and not affect cooling (important to me because I live in Hawaii).... I want to try something really unique first.
Re: Yes, the F1 DOES bolt onto the P1/D1SC Bracket!!
Quote:
Originally Posted by mr-zr
search for cog kit to my camaro. some tips were can bay it? //micke
As was recommended in the other thread, call Larry at ASSCRacing (www.asscracing.com). He makes the cog kit for our cars. It might not be listed on his website but he does have a kit so if you don't see it, call him to ask about it.
Re: Yes, the F1 DOES bolt onto the P1/D1SC Bracket!!
I seem to remember something about the crank breaking... Wasn't it related to a manufacturing defect in the crank more than the use of the cog drive on the F1A?
Re: Yes, the F1 DOES bolt onto the P1/D1SC Bracket!!
spinning a F1 @ 70000rpm and engine break will put some stress at the crank snout.......... I would consider the "special" pulley I posted in the other thread for streetuse............
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