[TJay74]

So next year I am planning on putting a SC on my 2017 SS 1LE. I only daily drive this car, will probably never see the racetrack (road or 1/4mile) or at most maybe once a year.

At a point in life, that car fills the want/need/desire that I have and I plan on keeping it for some time. With that I just want something that is going to provide a nice bump in power, will retain OEM reliability, and will provide smile per mile when I step on the Go Pedal.

Wit that I know there are difference in a Centri versus a Roots in regards to a SC.

So if you had to do it, which way would you go? Either way I am gonna lose money, either going to lose my ported OEM intake or the RF CAI. I will say that is the only thing I hate about the PC F1A kit, is the filter sits right on top of the heads/header.

I like the look of the roots style better, and they still retain the OEM style air filter system.

Decisions, decisions....

[The_Coleman]

I have driven neither, but have spent a long time in the turbo world so here is my interpretation of the data....

Roots style setup will give you more immediate power delivery. The curve starts early, but doesn't build continuously in the same fashion as a centrifugal setup. A centri can flow a lot more by design, but takes time to build. The curve starts low and then ramps up, so the car should have the sensation of ever increasing power, because it is. It will peak later, and carry the torque later through the rev range.

You can get the same effect in the turbo world with changing turbo sizing and geometry. A small compressor will tend to spool quickly and deliver early boost and then taper off as the revs build. It simply can't flow enough to maintain the pressure and you see the torque fall off as a result. This is pretty much every 4cyl turbo car you see on the road, aside from the sport ones like the Focus ST/Subaru STI/Focus RS/VW GTI. All of those guys have a smaller turbo cousin for the masses that makes pleasing immediate power and the trans short shifts its way through 8 gears to make MPGs and stay in that narrow power band. The sportier ones get a bigger compressor and can build more boost and hold it longer giving more power and area under the curve.

I don't know if I would be too worried about the filter sitting over the headers. Its gonna suck in a ton of air, that will get a lot hotter while being compressed. The trick is to have an efficient IC setup that is big enough to get the IAT down low enough that you can get some more timing advance.

I need a beer....

[Joe's_cool_1le]

Little off topic I guess but my F350's batteries were dead so I decided to jump start it with my car (whipple, headers that were ceramic coated) and I knew it would be a bit of a challenge so I hooked her up and kept the car revving at about 2500-3000 RPM's for a few minutes and then I saw smoke coming from under my hood... I was like WTF!!!! Then after looking I saw that headers were so hot that the it melted a piece of plastic that is on the steering column shaft that passes a few inches away from the headers. So my lesson learned was DAMN THESE HEADERS GET HOT QUICK!!!! Guessing FI helps heat them up though... which ties in this thread (a little).

[Joe's_cool_1le]

I forgot... Really not sure what that little plastic sleeve is really for though.

[The_Coleman]

Oh they get hot for sure. In a turbo application you have the same thing really, only you are compressing the air with exhaust gas running through a connected housing. I would be curious to see some IAT data for each in the same environment.

[laynlo15]

Magnuson....

[Turbo_RORO]

Ok I usually don't say anything about the whole "instant response" thing that is so often brought up. At the end of the day a correctly pullied Procharger and a Turbo with proper size and flow will have "instant response" as well. For example: my car makes 5 PSI at 3300 RPM. I have a 3500 stall converter. Boost is pretty instant. To go one step further, for the cars that are only making 7-8 pounds I'm making 8 psi at 4000 rpm. So I make most cars max boost 3000 rpm below max rpm. My final boost of 17 psi is met by 7000 rpm. The feeling of gaining nearly 10 psi in 3000 psi is amazing. Don't get me wrong I'm just stating what I've experienced myself. Also I think the choice should more hinge on what your max poser goals are or will be. Also think about traction. With my street tires on if I go into Power Enrichment the ABS comes on or the car is sideways. I don't even get on the car unless I have the M/Ts on.

[Detroit Muscle]

Procharger for sure, get the P1SC or D1-SC kit with big red BV, it will be glorious

[JANNETTYRACING]

Originally Posted by TJay74

So next year I am planning on putting a SC on my 2017 SS 1LE. I only daily drive this car, will probably never see the racetrack (road or 1/4mile) or at most maybe once a year.

At a point in life, that car fills the want/need/desire that I have and I plan on keeping it for some time. With that I just want something that is going to provide a nice bump in power, will retain OEM reliability, and will provide smile per mile when I step on the Go Pedal.

Wit that I know there are difference in a Centri versus a Roots in regards to a SC.

So if you had to do it, which way would you go? Either way I am gonna lose money, either going to lose my ported OEM intake or the RF CAI. I will say that is the only thing I hate about the PC F1A kit, is the filter sits right on top of the heads/header.

I like the look of the roots style better, and they still retain the OEM style air filter system.

Decisions, decisions....

We are fortunate to have all the choices we have on this platform and we have been successful building power package featuring all of the current offerings.

Many platforms only have 1 choice which makes the decision easy for them.

I am not bias to any one brand, we carry all brands, they are all Great and different at the same time.

It just so happens we just finished a 2017 1LE build, Customer selected the Magnuson Heartbeat, ARH LT headers with cats and x pipe back to stock NPP muffler.

On 93 octane the car immediately made 565 RWHP which is more than the ZL-1, Mind you with only 30 miles on the Odometer.

We dropped a pulley size and made 600 RWHP but seen fuel pressure dropping and injector opening times too long.

We added LT4 fuel system, and flex fuel sensor.

We poured in some E-85 for a final mix of E-50 and made 655 RWHP 640 RWTQ

We dropped in some more E-85 for a mix of E-60 and made 660 RWHP 642 RWTQ.

I spent a few days on the street, refining the tune so the car wouldn't try and blow the tires off at 1/4 throttle.

It now has incredible street manners and power on demand.

Likely one of the most fun cars I have driven in a while and I get to drive everything.

The car feels extremely well balanced and if you didn't open the hood no one would be the wiser.

Feel free to give me a call to discuss all the options available for your car.

Ted.

[KingLT1]

Originally Posted by JANNETTYRACING

We are fortunate to have all the choices we have on this platform and we have been successful building power package featuring all of the current offerings.

Many platforms only have 1 choice which makes the decision easy for them.

I am not bias to any one brand, we carry all brands, they are all Great and different at the same time.

It just so happens we just finished a 2017 1LE build, Customer selected the Magnuson Heartbeat, ARH LT headers with cats and x pipe back to stock NPP muffler.

On 93 octane the car immediately made 565 RWHP which is more than the ZL-1, Mind you with only 30 miles on the Odometer.

We dropped a pulley size and made 600 RWHP but seen fuel pressure dropping and injector opening times too long.

We added LT4 fuel system, and flex fuel sensor.

We poured in some E-85 for a final mix of E-50 and made 655 RWHP 640 RWTQ

We dropped in some more E-85 for a mix of E-60 and made 660 RWHP 642 RWTQ.

I spent a few days on the street, refining the tune so the car wouldn't try and blow the tires off at 1/4 throttle.

It now has incredible street manners and power on demand.

Likely one of the most fun cars I have driven in a while and I get to drive everything.

The car feels extremely well balanced and if you didn't open the hood no one would be the wiser.

Feel free to give me a call to discuss all the options available for your car.

Ted.

Sounds like a fun build. Just curious what you would choose specifically if starting from scratch?

[TJay74]

Thanks for the info Ted, that 1LE you just built sounds like it is built almost exactly like my car is currently setup minus the SC.

Now the only bad is you are in CT and I am in OK, lots of land in between us.

[Eyefixstuff]

Originally Posted by TJay74

Thanks for the info Ted, that 1LE you just built sounds like it is built almost exactly like my car is currently setup minus the SC.

Now the only bad is you are in CT and I am in OK, lots of land in between us.

The remote tuning he did with me was top notch. Granted that probably won't help you with the install part. You could always ship the car over there :P

But honestly I don't know if you're mechanically inclined or not, but if you are it's a pretty fun project. I installed my procharger with race intercooler in just under 6 hours without even having a helping hand (damn brother promised but then went and tuned someone's truck for free, bastard). And that kit requires a little modification. The stage 2 IC setup is easier.

[ride98red]

sub'd!

[Epx998]

Originally Posted by JANNETTYRACING

We are fortunate to have all the choices we have on this platform and we have been successful building power package featuring all of the current offerings.

Many platforms only have 1 choice which makes the decision easy for them.

I am not bias to any one brand, we carry all brands, they are all Great and different at the same time.

It just so happens we just finished a 2017 1LE build, Customer selected the Magnuson Heartbeat, ARH LT headers with cats and x pipe back to stock NPP muffler.

On 93 octane the car immediately made 565 RWHP which is more than the ZL-1, Mind you with only 30 miles on the Odometer.

We dropped a pulley size and made 600 RWHP but seen fuel pressure dropping and injector opening times too long.

We added LT4 fuel system, and flex fuel sensor.

We poured in some E-85 for a final mix of E-50 and made 655 RWHP 640 RWTQ

We dropped in some more E-85 for a mix of E-60 and made 660 RWHP 642 RWTQ.

I spent a few days on the street, refining the tune so the car wouldn't try and blow the tires off at 1/4 throttle.

It now has incredible street manners and power on demand.

Likely one of the most fun cars I have driven in a while and I get to drive everything.

The car feels extremely well balanced and if you didn't open the hood no one would be the wiser.

Feel free to give me a call to discuss all the options available for your car.

Ted.

Wish ya'll were on the west coast.