anyone able to give me some insight on how different they are or how they perform. i only see that the d1 has a higher step up ratio whatever that is. thanks

 

the impeller is different.
check the website and look and the spec sheet.

link http://www.procharger.com/models.shtml

 

The D1 is the oil fed model and has a higher step up ratio. The P1SC and D1SC share the same step up ratio. That is the gear ratio inside the blower, which means for every revolution of the input shaft, the higher the ratio, the more revolutions the impeller makes.. meaning it will build boost quicker assuming identical pulley sizing.

I have read some things about the P1SC having the straight cut impeller, but I have heard that you can get P1SCs with the helical impeller... so I honestly am not 100% clear on the difference between the P1SC and D1SC.

 

Thank you Jeremy, I found some more info after making this post. I decided to just get the D1 model for reasons you said, quicker step up ratio, boost comes on quicker, and the D1 flows a few extra cfm so it shouldnt drop off as bad if that were going to be a problem. I dont mind tapping my oil pan, its off the car, and engine at the moment anyways. I found a business that can get me the d1 kit for 2500. Of coarse, not intercooled, I will do that part myself.
I should stop being a bitch and just step up to the F3 huh?

 

That seems like a decent price, and that way you can run whatever charge pipe and intercooler configuration you want. I never liked the idea of tapping the oil pan, but I just tapped T's pan in the car today and it actually worked out pretty well. We just had to use a decent size punch to make a hole big enough, and a socket with two extensions through the wheelwell so we could get a straight shot at it. Still, since you have the pan out of the car you might as well just have a -8 or -10 bung welded to the pan.

 

8 months later. ..

P1SC doesn't tap into the oil pan btw. That was just the older P600b.
Thought I'd mention that incase somebody else stumbles upon this thread like I did.

On a side note, is there a formula/rule of thumb to approximate how each tenth/inch of decreasing the blower pulley will affect psi?

 

Ive made guestimates with my vortech. Figure out what the impeller speed is, what the new impeller speed is, and play with a calculator. Its not exactly linear so.......but its close.

 

The P1SC has a straight cut impeller. The P1SC-1 and the P1SC-2 have helical cut impellers.
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Every tenth of an inch on pulley diameter is good for approx. 1 psi.

 

I had heard this theory before, but wasn't sure of the calculation to achieve it.

 

This thread maybe abit older but it was helpful to me. I have been debating on whether or not to keep my TPI set-up which is mildly modded and to also keep it because it makes my car more valuable (to me it does) or to swap in a LT1 or a LS1 short-block. Frankly I like the idea of putting the P1SC in my car and keeping my motor. I know of a guy who had a mildly modified L98 TPI who was making around 330rwhp and then he installed the P1SC and got it tuned and it went from 330 to 450+rwhp.

 

TPI + forced induction is a win on the street. Superb low-mid range power and plenty of hp for the street. You'll love it.

330 whp is phenomenal for a tpi motor.

 

See, that's the beauty of the TPI that I love so much. It's got all of that torque.... I love torque and I love horsepower but do you know what throws me back in my seat more so? TORQUE! ...... and that is what wins races. It's even more fun to race a LS1 in my TPI and deal with another F-Body because we both have a crap load of torque.

 

I completely agree to these last few sentiments. TPI + forced induction is great depending on what you want to do with your 3rd gen.
I've got a P1SC on my heavily modded TPI, but still working out some boost issues.
With only 3psi I saw 350whp and 430tq! I'm sure once it's closer to 7-8psi I'll really be moving.

TPI

 

How bad is your gas mileage if you drive lightly with your procharger? Right now as my car sits I am getting roughly 13-16mpg in the city driving lightly. It stinks. On the hwy. I'm getting roughly 21-27mpg.

 

THIS Is IGNORANT!!!!

HORSEPOWER WINS RACES!!! Horsepower is KING, and to Dispute this is STUPID!

u can go put a 1200 lb-ft 600hp cummins in ur car, and I WILL SMOKE YOU with 650hp and 500 lb-ft small block.. or a 700hp 300lbft turbo 4 banger

Torque is good for towing,etc. and burnouts... thats it. that would would be why a 5.0 mustang spanks a 350 tpi car.

 

That's your opinion Mr. Caps. It's not ignorant. Torque is good for more than just towing and burnouts too. Sounds like you need a reality check on torque/horsepower. Both are great for racing but torque is what carries you down the road, horsepower sells.

 

Just a note on Torque / Horsepower. Horsepower = torque x rpm / 5250. So you see, horsepower kinda is torque. LOL

 

I've read that equation before. I agree with it mostly.

 

Settle down boys and bring this one back to reality and the basic concept of HQ/TQ and quit comparing apples -> oranges.

Power is calculated from tq x rpm as stated above, which means any given amount of horsepower can be made from an infinite number of combinations of torque and RPM.

Any race depends on many more variables, the most basic being weight and distance.

A torquey TPI motor will have no problem with most street cars as a stoplight warrior up to a given distance if they can put the power to the ground.

The factory ratings were roughly 16-17 city and 24-25 highway. So factor in we're dealing with 20+year old cars here that will not always perform to these same standards over time, let alone when they have been modded.

Driving "lightly" with a blower is hard to maintain for a full tank. I don't daily drive mine, but on average it's prob 15 in the city and 20hwy with some heavy mods, but factory 3.27 gears.

 

The "SC" in the model name designates "Self-Contained"

Torque is how much power a engine makes, horsepower is a calculation based on torque and RPM.

 

Here is something I haven't been able to figure out. Lets say you have two cars that make 400 ft/lbs.

The range of torque of one car is 1500-3500. The second, 3500-5500.

Lets say they are both doing 80 mph and both cars are geared perfectly at this speed to run within their peak torque range. They both WOT and........the second car pulls away.

Why?

Just to rule out any bs, both cars have the same torque curve, just at different rpms.

 

Since the latter vehicle makes more torque at higher rpm then it makes more HP. HP is a measure of how fast it is done. Since it is doing it faster it will move the vehicle faster and win. HP wins races plain and simple.
Diesels make a lot of torque and not much horsepower. That is why they will keep that heavy equipment moving, but do it slowly.

 

So you're saying the engine can accelerate quicker with more hp.

P=W/T?

 

I also agree with KS91Z28. The D1SC is suppose to be a helix-cut design on the impeller and the P1SC is a straight cut design, which is suppose to make the D1SC a little more efficient for street use.

The P1SC has a lower CFM overall flow than the D1SC. You can find exact specs on www.procharger.com. I know someone will pipe in and tell me that the F1 has straight cuts and it makes even more power, well it has a different internal ratio too 5.4:1 up from a 4.1:1.

 

Horsepower is how fast you hit the wall torque is how far you move the wall.I have seen some lifted diesel trucks even on mud tires run a low 12 high 11 which is fast as hell for there weight.And there is some diesel dragsters starting to show up at races now.

 

That locker was DEFINITELY helping you out on the freeway! That's why you won!

 

The F1 has a helical cut impeller.

 

G80 isn't the code for locking differential?

 

Cool, how does one delete all their posts?

 

lol....p1sc vs d1sc becomes a debate of opinion...LOVE it. To the original post. I have 2 guys in my club, both running D1SC's, 1 is a 305 mild to moderate build engine and the other is a 350 moderate build. Mine is a heavily modded 383 but has a P1SC. I KNOW the blower can't supply enough CFM for my motor and I can't build much past 7lbs with a 3.40" diameter 8rib pulley and 3core intercooler.

The 305 car with the D1SC builds 14lbs of boost and puts down over 380rwhp, while the 350 puts down slightly less boost but still puts down close to that rwhp.

Mine, on a VERY VERY bad tune (timing almost 12deg's retarded) put down only 327rwhup but over 415 ft-lbs with a P1SC @ 5lbs.

Use this info fwiw.

BTW, new season, new motor, new heads, VERY VERY GOOD tune, but still a P1SC ~7lbs...#'s to come soon.

 

Thank you for the correction. I read F1 had straight cuts off a forum somewhere. Obviously that was bad info.

 

I'm confused that you only get 7 psi and I get near 10 with my s-trim. I have the same size motor, single plane, similar heads, .555 .575 236 242 110 cam and a dual 3" exhaust. I'm sure my cam bleeds off more pressure than yours does. The p1sc moves 1200 cfm, IIRC, and mine only moves 1000. Impeller speed is maxxed, spraying alcohol into blower, but what might be important is that I'm reading pressure at the carb hat, not the manifold.

I had the same blower on a built 305, also maxxed out and it was probably short 200hp than currently.

 

I might be able to build more boost but I haven't spun the motor over 4900 RPMS yet. I'm sure 9-10 is there with the 3.40 pulley too, but I just haven't seen over 7 yet.

 

HIT THE GAS AC when we go to the track that motor will go over 4900