I have an 05 SC 4x4 w/ 5.4l and wanted to ask some experienced procharger owners for any advice on equipment, setup or tuning before I spend the money. Pros/Cons on procharger vs. Roushcharger etc... whether to get a psc-1 or Dsc-1, oversized intercooler etc...any constructive ideas or info would be appreciated...

 

D1SC and the 3 core innercooler


do not install the FMU, convert to a blow thru MAF, 39# injectors, shift kit, 12# pulley combo, a better bypass valve and a good tune...

mine blows the tires off in the first 2 gears and I have 3.55 limited slip with 20" rims on a 2 valve...

either supercharger is good but I'd get the ATI anyday

 

Will the Lightning lower crank pulley work with the Procharger since It's caged and can go up to 8 ribs if needed?

MAF suggestions- stock Lightning?

Who's tunes work well with Prochgrs?

What's a good website for these parts and upgrade info-

Thanks for the help, its alot easier to get it right the first time than to keep buying parts while you learn

 

your stock MAF will be fine

you cannot run the lightning crank pulley on the ATI kit right out of the box (line up is wrong) check out my thread / grief over converting to an 8 belt drive...

you can run the lightning crank pulley but you'll need new spacers to move the procharger mount forward and you'll need to modify your boost tubes for clearance...


also a low restriction inlet tube will help on the power 4" is best

trixters racing (turbof150.com) or Mike Troyer for tuning

 

I love my Procharger D1SC, however I think they make some positive displacement blower kits for your year of truck and would lean towards them.

I run 12 psi of boost on mine but will only see that boost at the highest rpm before upshifting then while the rpm's drop off for the next gear, I'm back to around 5-7psi.

I would guess you couldn't get away with running quite as much boost with a roots style blower, but you certainly will have more boost at lower rpm's compared to any centrifugal compessor around.

On my 04 Cobra with a ported eaton, I see approx 14 psi from2500rpm and it tapers down to around 11-12psi at 6500rpms, wich equates to unbeatable low rpm torque, wich would be ideal on a heavier truck.

So check out the Eatons out there for your application wich include both the roush and maggy, if there was one of these available for an 01, it would be sitting under my hood right now.

Also I paid 4300 for a comlete D1sc kit for my 01 supercrew, but after ditching the supplied FMU and purchasing a lightning 90mm maf along with 42# injectors with a tune and several belts and pullies to dial in the boost I'm in well over 5,500$. but now it runs like it should and I have no regrets spending the change to get it right. Oh and also the 255 walboro in tank fuel pump to replace the super noisy supplied inline procharger fuel pump.

 

How are you only making 317 rwhp with a 12# D1? I made 356 rwhp @ 9 psi with a P1 and stock exhaust.

 

Why not get a roots and make 400+? at much lower rpm and less boost

 

I don't know, it runs really strong maybe it's the 4500 ft elevation. However, I'd love to run your truck...

 

Must be the elevation then. I'm seeing almost 13 psi with a 12# pulley even with full length headers and off-road exhaust with MAD's intake duct and 3-core IC.

 

I'm running a 3" blower pulley on my D1sc with the provided lower pulley in the kit and sometimes I sneak up to 13psi and I have longtubes as well, it seems like I read that the majority of the people with Prochargers usuall get the same amount of boost as me with a 1/2" larger blower pulley than I run. The 3.7 that came with the kit was lucky to provide 5 psi.

 

Yeah. I saw close to 10 psi with the 3.70" upper and a now I run a 3.40" upper. I'd expect your numbers with a P1SC with that elevation but a D1SC should be pumping out another 50 or so with its impeller.

 

I've actually thought by bypass valve was leaking by, but I capped off the hoses to and from the port, and no change, maybe I'm having a ton of belt slip that I'm not aware of, I'm getting a 3# lightning lower for the 8 rib upgrade so I hope to eliminate any slippage issues and if nothing else, I can run a little bit less tension on the blower pulley, with the extra traction from the two ribs.

 

I was disapointed in the prochargers performance but once I changed the bypass valve it change the whole powerband.



Jeff, let me know the details on how the 8 rib conversion works, if it's cheaper than teh custom pulley place I found then looks like you will be the pioneer for the laest craze in procharger performance