I'm looking at getting a P-1SC system for my Mass Air '89 L98 Formula but would like to get some input on a couple things with the install. And also what can be expected as far as a real would non-advertisment gain?
First off, What is done as far as the Maf on my car? And is there any hacking or component movement to incorporate the IC piping or IC itself.
From what I have gathered people are running 9psi on stock internals? Is this correct.

Now I have read that the D-1SC head can be spun down to 10 PSI. Would the smaller LSA of the LT4 cam reduce the boost down to a safer level allowing me to reap the benefit of the larger blower ie 8-9#'s. But then the D-1SC comes with 3 core IC I have heard rumors about the 2 core being more efficient due to the longer piping and doesn't restrict the radiator as much.

I can't wait to get it here and in the car. So far it will be in conjunction with a .030 overbore. SLP headers and an LT-4 hotcam. I'm hoping I will be seeing near low 12's. But I have never played with blowers and don't know what to expect.

I know there is a search button, just don't reply if your lazy. j/k Good opportunity to put alot of eggs in one basket.

 

Your maf will be located in the intercooler piping downstream of the intercooler as far as I can tell from pics.

There is no component hacking on a camaro, I don't know about a firebird. But you will have to relocate a few things per prochargers instructions.

I'm running 10psi on my LB9 305 with no problems.

I'm using a 4.25 inch pulley on my D1SC and shifting at 5,500rpm to hit 10psi and my 305 is stock from intake to oil pan. I can't answer your question about the 3 to 2 core, but I can tell you the twin high flow setup I'm running now netted much cooler engine temps over the 3 core.

 

Yenko,

Do you have any dyno numbers or track times for your car?

Thanks

Robert

 

Sorry I don't have any numbers for my car. I live in Montana and the closest track has about a mile of gravel to get to it, so I won't be going there anytime soon.

 

See sig for results and webpage.

later
larry

 

Wow, just watched your video of the D-1SC in action. Sounds good I never realized that the prochargers had that loud of a wine. I like!

 

While I can't speak for everybody else. here is the detail on my car.

1988 IROC 305 TPI 5 speed. stock internals, stock heads, stock cam, Edelbrock 52mm tb/runners/baseplate/headers. SLP loudmouth catback. P600 Procharger 13 psi stock T5, stock rear end (3.45 9 bolt)

Dynoed 391 rwhp, and 422 rw ft/lb of torque

 

While we are on the topic of ati intercoolers, is the sheet metal 3 core all that much better than the regular 3 core? If so is it better than the twin intercooler?

 

Those running the 305's with blowers what compression ratio are you running?

 

That run done with 24lb injectors? I would expect a lot more from d1, you going to change out pulley when upgrading to 42lb ?

 

stock compression......

 

How long have you been running it like that? Any dragstrip passes and such? I haven't heard of many people running 13 psi on a stock shortblock, for very long at least. You have 24pph injectors? (saw that in another thread). You must be using an FMU at some ungodly high ratio, no? Are you using an MSD BTM or the like? Let us know.

 

An IROC and and AWD car ? must be nice...

 

LOL, you know it.

 

So if I’m reading right, a stock longblock with 13psi and some intake and exhaust mods, right? Do you have headers?

What do LB9s dyno at stock, anyone know? I’d love to see some stock or near stock dyno curves for them.

Heh, that T5 is on borrowed time, and although the 9 bolts are supposed to be fairly strong I just snapped mine 2 days ago (on the street)

Well, doing some quick math… 391 at the wheels should be about 450bhp (figuring 15% loss with the T5, the one thing that it is good for). Figuring that you have a BSFC of somewhere in the .5-.6 range that means that you need about a 33pph injector, maybe slightly more, which works out to about 98psi at 13psi boost, which works out as a 6:1 FMU should be plenty of fuel.

FWIW, because of the ratio, with an FMU adding boost adds fuel faster then air, so until you exceed what the injectors/fuel system can deal with, more boost actually requires a smaller ratio FMU to feed.

 

Just need to mention that with an '88 LB9 you must ask what the 5-speeds dyno stock, the auto LB9's got the peanut cam and have ~30 less hp. I'm not sure what they dyno stock though, all I know is that my L98 with an auto and 220whp/300wtq corrected (338whp/324wtq uncorrected) pulls alot harder than my free-modded '89 LB9 5-speed did, heh.

I wasn't thinking about how much more the FP was rising with the extra boost (duh), I was just thinking about how much more power he's making on the (relatively) tiny injectors. Either way, if it was me I'd do it right and use alot more injector and alot less FMU.

 

I wish I understood all that I would jsut do this and say "ok" if you said that to me in person, lol

We need a smiley face with the hand going "over his head"

Ill learn it soon I hope in HP fuels class, all the turbo maps and all that stuff dont make sense to me yet

 

Here's a fairly descriptive quick article on brake specific fuel consumption (BSFC).
http://www.westechperformance.com/pa...ding/bsfc.html
Basically what he's saying is that the engine makes about 450hp before drivetrain loss, so doing the math says that he needs about 33 pounds per hour worth of fuel (x8 obviously) if you estimate a .5-.6 BSFC which should be close. Since he has little 24 pound per hour injectors (rated at stock fuel pressure), he needs to increase the fuel pressure with an FMU at about a 6:1 ratio in relation to the boost he's running (13 psi) to get that many more pounds per hour out of those injectors (which would be 98 psi of fuel pressure).
That's not the ideal way to feed the engine it's fuel, but it works (sometimes inconsistently and unreliably). The proper way to do it would be to get ~33 pound per hour injectors and burn a new chip to compensate.

As for compressor maps, they're pretty easy to understand once you get used to them. Here's a descriptive article on how to read them. http://www.turbocalculator.com/how-to-read.html and here's a slightly simpler view. http://www.dsmtuners.com/forums/show...hreadid=128139 Turbine maps are even easier, but similar.

I hope this helps without being too simplistic.

 

Basically

What’s ideal about any of this? I fyou want to run an FMU and 24pph injectors, just run a ratio that keeps the injectors/fuel pump in a range that they still work well in, and adjust with a chip till you get the perfect A/F ratio. Done. If those are the parts you have around that’s going to be the cheapest way to do it, if you don’t, then it’s probably cheaper to snag some FMS/SVO 36’s on ebay, slap those in and go from there.

Do a search here… there have been a few discussions with pictures… that were mostly correct. If you really want to understand them get a copy of McInnes Turbochargers.

 

First I'll say that I don't have first-hand experience on the subject (yet), I've just read and heard some things about it so take what I say based on that.
That's the problem, getting a ratio that the fuel system works well in. At least, reliably and consistently in. The parts aren't designed to operate at such pressures, it puts more wear and tear on them because of it. Also, you add more complexity to the system with an FMU, it's just something else that could go wrong. I like to keep things as simple as possible. Overall, it's a bandaid for something you don't have to bandaid. When you have bigger injectors and the ECU is programmed to run as such, the system works as designed and you get all the fuel you want.
Cost and parts availability obviously come into play so it might be easier and cheaper to use the FMU, in which case I'd say go for it, if it's temporary.
I've heard of people having more troubles with and because of FMU's than it's worth, but I've also heard of people who are running fine with them. To me it's just the 'right way' to do it when you don't add in that extra variable.

All that aside, I'm still wondering how long he's ran a stock LB9 shortblock at 13 psi making 391 whp.

 

o yea anti!!!! that has to be the best whine in the world!!! i love the sound of a blower when car is at idle