Very neat!! I think that may be the solution before making any other drastic upgrades. That way, you can extract every bit of capability from the P1SC first.
If you upgrade to a more capable blower first, you'll still have the same issues limiting the potential of the new blower.
In the article in "5.0 Mustang", the increase in boost and power from upgrading to a more capable drive system was so drastic that they had to retune the car. And they didn't even change the pulley diameters to run more boost.
Homer
I remeber reading that article. It was the Steeda dedicated drive for a Whipple on a 3v. I imagine similar results would be found in a dedicated drive for a centri.
I'm running a D1SC with a 3.9 pulley on a Marauder. Stock internals. 12psi. 12 deg timing. 425 whp. Could easily be near 500 whp with timing advance and lean the a/f. I have all the supporting mods to make the power except forged internals
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2003 Marauder 300A
FIT Procharger #0017
I'm running a D1SC with a 3.9 pulley on a Marauder. Stock internals. 12psi. 12 deg timing. 425 whp. Could easily be near 500 whp with timing advance and lean the a/f. I have all the supporting mods to make the power except forged internals
I have a very similar setup, and I'm making right around 425 whp also. I don't think it's wise to push it with the timing on the aviator/marauder/mach longblocks, being that they have 10.5:1 compression. But this setup has worked perfect for over 50,000 miles. Good luck with your combo.
As one of you pointed out, the D1SC is a better unit, with steeper internal gearing and an upgraded impeller. Thereby, making more boost more efficiently than a P1 without having to go to a smaller pulley.
But the biggest limitation with the P1 (and even the D1) is with the belt setup. They run off the factory 6 rib serpentine belt. This creates inconsistent boost during heavy fluctuations in RPM, and increases the risk of throwing belts.
I've had my P1SC making upwards of 15-16 PSI. However, I've made 510RWHP on only 10PSI with a powerpipe and exhaust.
The P1SC will support upwards of 500 HP if the motor is tuned correctly and no bottlenecks are present (powerpipe, good exhaust, good tune, etc). You can easily increase this by going with an 8-RIB conversion (which should be done regardless).
The D1 is an impressive little upgrade. My friend Brian with a Red 01 cobra (who resides on these boards) installed a D1 head unit on a nearly identical engine combination as mine made 569 WHP on 12LBS of boost (when I made 510 on 10LBS of boost). Both engines had stock internals at the time.
While I'm happy with my P1 combination because I have stock aviator internals with 10.5:1 compression, and don't plan on pushing any more boost. Since you already have the P1 head unit, there are a few things you can do before you get something else.
1: Power Pipe (this will give you a few extra LBS of booost)
2. Blower-Brace (reduces belt slip and flex)
3. 8-Rib Conversion (or even a dedicated conversion). Since the blower case is the same size as the larger D1 or F1, you can upgrade the bracketry now and see how much of an improvement you get. There was a neat article in 5.0 mustang about a dedicated blower belt drive that significantly increased horsepower with the same blower and pulley sizes.
4. Once you have addressed the aforementioned supporting issues, only then would I upgrade the head unit. You could upgrade the impeller to D1 status for $1200, but you might as well just go balls to the wall with an F1 if you have the supporting mods.
Homer
1. Where can I get a power pipe and where exactly would it go?
2. The guy did tell me the belt tensioner had to be replaced a couple of times but it's held up the last few yrs. Is that what a blower brace would help with.
^^^Anderson Ford Motorsports makes a power pipe. It replaces the pipe going into the inlet of the supercharger where the impellar is. But you could easily make one yourself for less money.
As for the blower brace if Im not mistaken, helps keep the blower more firm and reduces the amount of flex in the blower bracket thus reducing belt slip.
I got both my power pipe and blower brace from a company called "Morpheus Performance" that went out of business about 5 years ago.
The blower brace is just a little bracket that bolts from the top of the procharger bracket to the alternator. Not sure just how much good it does, I still have belt issues.
When lund tuned the car, the conversion numbers for a dynojet were right around 500rwhp.
AS the car sits, the ONLY thing you can do for more power is up the timing a few degrees, you can do that with the XCAL as Jon allowed me to do that with the tune. I never chose to do that.
Remember when we talked though, your limiting factor right now is your fuel system, it won't support more boost as it sits. Your fine right now, and your fine if you up the timing, but more boost = more fuel, and right now above 6000rpm's, you'll risk running lean.
____________________________________ "Courage is not the absence of fear, but rather the judgement that something else is more important than fear" - Ambrose Redmoon
455HP, 465TQ 14* timing, 12.5 PSI on a Mustang Dyno. Tuned by Jon Lund at Evolution Performance Proud Member of the Mid-Atlantic Cobra Association
welcome back wojo! I did assume there was a power pipe but the car is still getting painted so I couldn't check. I knew about the fuel pump cause my truck will need a dual setup if I port the blower and raise the boost. I wouldn't 3 pump the cobra since 2 should be plenty if anything but timing was upgraded. is it stock compression wojo?
I give a big +1 on upgrading the blower to a D-1SC. Lund tuned my car with about 9 lbs on the stock motor and on the mustang dyno it was laying down high 400's. Too bad the motor didn't last too long like that lol. You can expect about 20-30 more hp on a dynojet anyway so I would say with the P-1SC you are right around where you should be. If you are looking for more though, definitely look into a D-1SC.
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2001 Mineral Gray Cobra #3534 of 3867 built 8/28/2001 (Tuesday built car!)No more windshield banner!
New setup: MMR 900 with Manley rods and Pistons 9.0:1 compression, BBK ceramic long tubes, off road h pipe, magnaflow catback, FRPP 3.73's, MMFLSFC's, eibach pro kit, 18 inch chrome fr500's with Nitto's up front and BFG's out back, T-56 w/ 26 spline input shaft, Spec 3+ clutch, 03 cobra aluminum flywheel, Procharger D-1SC @ 18 lbs, 3 core intercooler, 04 Cobra tank, twin GT pumps with KB BAP, 60# injectors, PMAS MAF, SCT XCAL 2, Billetflow IRS brace, autometer NV gauges, and much more
Tuned by Kevin @ Wicked Motorsports
Proud member (#208) of the Mid Atlantic Cobra Association
update: I've been talking to DTP Racing down here and they seem like some good guys. I called ATI and confirmed the swap out and he recommended I get 60lb injectors and have it retuned obviously but didn't mention the 8-rib. I'm thinking real hard about this swap actually.
So finally did the 8-rib swap and got a re-tune since she was running real weird which I had covered in a previous thread. New tune was upped in the timing but only made another 5rwhp from the previous tune in 2002. Had some issues with the MAF being unstable so I bought a new SCT 3000 MAF and since the fuel system was pretty maxed I bought a return style kit from Glenns with tank that has yet to go in and its still not running properly. I decided to call my F150 mechanic/tuner and I decided we need to get a real good look at this motor, compression test, quick teardown, fuel system, tune the whole dang process. Thing that got me was that he said the older P1SC really didn't make that much power and if I was already making 450rwhp she just can't muster up any more airflow and spinning her faster creates more heat than anything. My P1SC was built in Nov 2002 so maybe there is a difference from then and now but I'm sure there's people on where who make more than 450rwhp with a older style P1SC. Just curious to how much power the older P1SC guys are making...
Upgrade to the D1SC. If you want more power honestly thats the way you will have to go.
ultimately that will happen but I'm just curious what numbers people are pulling with the P1SC. My unit is from 2002 so I don't think it's worth attempting the D1SC upgrade, might has well spend the extra $1K and get a brand new D1SC directly from ATI or find a cheaper used one. Don't have the cash right now for that though, been to busy spending it on other things for the ride.
I wouldn't run the P1SC any harder then. Just wait to upgrade to the D1SC. Honestly I haven't seen many people over 500rwhp with the P1SC. P1SC=400-500rwhp. D1SC=500-600rwhp. F1A=600-700+RWHP. F2M=INSANITY. Atleast from what I've seen.
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