[Crush365]

All:

I have a 2019 Camaro 1ss. Going to be getting it back from the installer/tuner next week.

D1SC procharger with race valve; LT4 injectors/pumps, 160 thermostat, stainless works headers, stainless works exhaust

what sort of rwhp do you think it will make?

TIA

Crush

[kropscamaro16]

what gas?

[Crush365]

Premium not E85 at this point

[Jhunsberger]

Cats? Manual or Auto? Love the Orange BTW.

[Crush365]

Good point...sorry A10

[Crush365]

Noone wants to take a stab at the numbers the car should produce?

[Hyper SS]

Originally Posted by Crush365

Noone wants to take a stab at the numbers the car should produce?

525-550rwhp

[FrostySS]

I'm going to say around 565-570 depending on the tune.

[oldman]

Like the orange, you are limited by octane, so I assume you have a 4.5 pulley so you will see 8 to 9 psi, the 4.0 will do 11 psi or more, too much IMO on stock cr and pistons. Thus u can’t really make use of the D1 and will see 550 to 575 wheel dynojet as measures Are you running the new kit that keeps the factory box?

[danhr]

650 rwhp

750 with meth

[Crush365]

What factory box are you referring to?

[grampa_ss]

AS far as I know, there is no Carb legal (keeping factory box) for the D-Series Prochargers...only the P series offer that feature.

[oldman]

I went from a P1SC to a D1X and they are identical externally. To the OP, HP is based on pulley selection and the D1 is able to put out enough HP to max out your fuel system and or blow the engine up, so the answer my friend is do you feel lucky? I for one think that max RWHP on a factory LT1 long block to be quite high, the question is for how long? Will the stock lt1 long block fail because of rod and / or rod bolt, piston, ring gap and lastly intake valve. The LT4 address all the areas, it runs a titanium intake valve that is lighter and stronger than the hollow steel LT1 intake, the LT5 went to a LT1 style cam with DoD delete. ALL of this was IMO because of intake valve float bounce with higher boost and relatively weak OEM valve springs designed to go 200K+ miles.

The original design used an air filter over the driver's side header. The new design sits the supercharger lower and used the factory air filter box:

[oldman]

Originally Posted by danhr

650 rwhp

750 with meth

I think he will run into piston problems as the additional 75 rwhp will require (complete estimate now) a 4.0 or 3.85 pulley and 11 to 12 PSI which IMO of course is not safe on the stock piston, stock piston ring gap. I admit completely doable.

From my experience with ported heads factory short block and cam:

I did for about 1000 miles during the tuning of both my P1SC and D1X run that boost level on a 4.0 and 3.85 pulley for the P1 and 4.5 to 4.0 on the D1. The car made good power and boost comes on early (for a centri). About 11 to 12 PSI. I was doing this only for tuning and the ability to change out pulley sizes. This is NOT a safe combo IMO.



In my final configuration I'm on a 4.5 pulley (d1x)and I believe peak boost is 10.2 PSI at 7200 RPM, all on 11.5 CR and 93 octane. Heads and cam tend to drop boost (engine flowing better, boost is really an indication of restriction) but RPM adds boost. I maxed out the injection window of 38% cam, lt4 injectors and LHPFP.

Hence to fool around with a 4.0 or 3.85 pulley in the future I had to upgrade to the highflow injectors. From memory the 3.85 pulley and 7200 RPM is getting close to the max blade RPM of the bigger D1 blades (or was it 3.65?) I did the calculation a while back. I have for grins run the 4.0 pulley on E85 and it was an exercise in the car being unstable upto 95+ MPH on 220 wear street radials. Meaning like it felt like I could swap ends at any fraction of a second. I have to wait for a LT4 short block build to use any of this stuff on 93 octane.