[TJay74]

Originally Posted by oldman

I agree except I would always choose the P1x over the P1sc. This is what Procharger says"Both the P-1X and D-1X superchargers fit into the same brackets as P-1SC-1 systems and will be an optional upgrade for those who want increased performance on otherwise stock, modern V8 engines–to the tune of 10-15 more flywheel horsepower at the same pulley size (with stock motors running standard boost levels)!"

I can tell you right now, that with the same pulley size a D1X will absolutely DESTROY a P1SC at ANY RPM.... I had to put a HUGE pulley on my D1X just so the engine would not blow up. Even with the HUGE pulley (same 7 PSI of boost at fuel cut) boost ramp up time was only slightly affected. This is a belt drive turbo (basically) so there is no more lag because of the bigger volute or for the D1X the bigger compressor wheel. That said I think t(IMO) he P1X is the better choice, but if it is cheap enough would agree the P1SC is more than enough... spend money on headers.

I completely agree that a P1X vs a D1X what you posted based on a max boost of 7 PSI, the P1X is by far the better choice just price alone.

I will note that it is not part of this tread that a proper BOV system used as a wastegate could have a D1X with a 3.75 pulley making 7 PSI of boost at say 2500 engine RPM.....






I'm interested in the orifice fuel line? When I did my low side, I asked the dealer if the LT4 was the same from the low pump to the hard-line and he said that it was. I know the flex line just before the high side pump is visually different but never bothered to compare. So please explain?

I had no idea the standard intercooler removed the crash beam

it is the RACE I/C that has to modify the crash beam, the standard and Stage 2 I/C bolt up with no issues other than the normal parts you have to move around.

The fuel lines I am talking about are the ones under the intake manifold. The one on the drivers side that goes over the top of the head and under the IM that has the flex line it is the orificed version. That is the one I replaced with the LT4 model.

The other notable changes are to the hard fuel lines that connect the HPFP to the fuel distribution block. The stock LT1 fuel line from the HPFP to the distribution block comes out of the block and turns 90° back towards the HPFP. The revised one or the one the LT4 uses actually has a softer bend, to the tune of only being a 45° bend.

I replaced all of those while working with Ted with some fuel pressure issues on the HPFP. I replaced the HPFP and found GM revised it with a newer part number and then found the differences in the lines when I went back thru the install.