[AndyUK]

You can get a procharger to build boost earlier by using a smaller pulley and fitting a waste gate to control the boost

[SC88]

Originally Posted by toohighpsi

Boost is easy to change on any supercharger. The Maggie Heartbeat ships with a 98mm pulley for 6.5 psi. Calculating boost with a PD device is fairly easy. Start with your absolute pressure with the current pulley 6.5psi + 14.7psi for atmosphere = 20.7psia absolute. Multiply that by your change in pulley ratio, in this example it's ~40% more speed going from 98 to 70. That gives us an absolute boost pressure of 29.7psia - 14.7 = 15 psi of boost.

So on a Maggie Heartbeat for Camaro LT1:
98mm = 6.5psi
95mm = 7.2psi
90mm = 8.4psi
85mm = 9.7psi
80mm = 11.3psi
75mm = 13.0psi
70mm = 15.0psi

The Maggie kit includes a 204mm (~8") crank pulley. I've seen one of our other members here who has switched to an aftermarket damper with a 10" pulley (yup, already added that to my Christmas list). Using the 10" lower and a 75mm upper will yield a blower speed of 21,000 RPM and 19.5 psi boost on a 6.2L engine which put you right at the 1K HP flow mark if you have the supporting engine components to withstand it , hope that helps!

Helps a lot thanks. How much rpm can that blower spin and like someone mentioned will it get heat soaked fast and become useless at that type of psi?

I am in no hurry to purchase a supercharger, wont probably happen until next spring so I am using this time to educate myself on the three roots style but there doesn't seem to be many people pushing these blowers even on the corvette forums. I found yesterday the HPE800 kit comes with a Prochager so I emailed them asking about there choice hopefully they will respond with some good info.

[BravoMyles]

So it looks to me like the biggest thing between the two styles is cooling. Being in Texas, this is a bit of a high point towards the procharger for me, especially since I daily the car and want my power all the time.

[BravoMyles]

Also it looks like procharger only has the P-1SC-1 available for the 6th gen, no D series. Later on, could someone just throw a D series head unit on and go? Or would it take more?

[SC88]

They have D & F series available. I believe there are a few members with the D series.

I'm going to take a guess that the head units don't change much from vehicle to vehicle just rotation and brackets.

[BravoMyles]

Ah I didn't see those. Looks to me like if you wanted to upgrade later on, you just have to swap out a couple things and you go from say a P series to a D series.

[JaxChris]

Originally Posted by BravoMyles

Ah I didn't see those. Looks to me like if you wanted to upgrade later on, you just have to swap out a couple things and you go from say a P series to a D series.

Might need to change the bracket as well, but yes. You should be able to upgrade to a D or F series later on and retain your existing intercooler plumbing.

The sealed units are good for 10's of 1000's of miles. Once it is time to send it in for a service interval, ProCharger may even let you discuss upgrading instead of receiving the same unit back.

That brings up another point. When the ProCharger needs servicing, you have to take your car off the road while you send it in to them (or remove charge pipes, cap intercooler, install CAI and reflash ECU to stock so you can drive it).

[BravoMyles]

I actually called Procharger a couple hours ago. Got a few things from them:

1. The 2017 box tune isn't ready yet due to the changes in the system. Should be a few weeks to a month or so.

2. To upgrade to a D series, you can send in your P series and upgrade the hardware that needs changing for a fee.

3. I REALLY want a procharger.

[lcarney1977]

i have a D series now on my 16ss m6 and love it...yes the power comes on a little higher in the rpms but very noticable.....i had a top mount s/c on my 5th gen and even with M/t street drags i was still spinning like crazy...now i have stock tires for now on this 16ss but since the procharger dont kick in instant u can control wheel spin in 1st and then u start moving nice lol...so as a guy who had both s/c i love the procharger way better....

[Marine Corps]

Originally Posted by lcarney1977

i have a D series now on my 16ss m6 and love it...yes the power comes on a little higher in the rpms but very noticable.....i had a top mount s/c on my 5th gen and even with M/t street drags i was still spinning like crazy...now i have stock tires for now on this 16ss but since the procharger dont kick in instant u can control wheel spin in 1st and then u start moving nice lol...so as a guy who had both s/c i love the procharger way better....

I'm getting the Procharger P-1SC-1 installed on the 22nd of this month. What are your thoughts on the SC and the Camaro?

[MIAMI2SSRS]

[jrs580]

Read read read. Twin screw always comes out on top with power under the curve.
https://whipplesuperchargers.com/ind...iew&page_id=14

[toohighpsi]

Originally Posted by jrs580

Read read read. Twin screw always comes out on top with power under the curve.
https://whipplesuperchargers.com/ind...iew&page_id=14

Correct compared to a centrifugal, not compared to a roots though. The screw has significantly higher number of leak paths in the rotors compared to the roots so it can't provide the same low speed performance. It's air delivery will be less than the roots but way more than a centrifugal across the speed range.

[toohighpsi]

Originally Posted by SC88

Helps a lot thanks. How much rpm can that blower spin and like someone mentioned will it get heat soaked fast and become useless at that type of psi?

I am in no hurry to purchase a supercharger, wont probably happen until next spring so I am using this time to educate myself on the three roots style but there doesn't seem to be many people pushing these blowers even on the corvette forums. I found yesterday the HPE800 kit comes with a Prochager so I emailed them asking about there choice hopefully they will respond with some good info.

Not sure what you mean by heat soaked, the SC will continue to deliver more air and boost with RPM until the inlet become a restriction. In most applications the throttle body will become the restriction long before the SC is. With a 90mm throttle body on a TVS 2300 you can make a maximum of about 700-750 RWHP before the vacuum created by the SC on the throttle body causes the vacuum operated bypass valve to start opening limiting airflow and recirculating hot air back through the SC - causing temperatures to rise abnormally. This is about the point that many people incorrectly think that they have found the limit of the SC and it's unable to make any more power. Simply switching to a larger SC inlet and throttle body will let the SC breath again, closing the bypass, increasing flow, and dropping temperatures back down to normal levels.

Unfortunately it can be difficult to find a large enough throttle body to feed the SC at high RPM levels, there are available 102mm, but to make the most out of a TVS2300 at 20K+ you probably need closer to a 110mm.

With adequate inlet air, the TVS2300 SC itself will pump nicely up to about 22000 - 23,000 RPM where the actual inlet port in the SC housing become the restriction to the inlet flow.