CNB

Very nice. I look forward to seeing results from this kit!

Theta

I'd love to see that as well. Hopefully we'll see on Monday.

SinnerC7

I own the white C7 beta car and I'll be changing out the to the D1 ASAP along with long tubes and I'll post my results here for you guys.

I'm really excited to get my car back and hear the red race BOV venting! My mustang is running a F1R and I can't wait to have both rolling down the street next to each other.

Theta

Out of curiosity (I know it's probably frowned upon), would it be possible to run the stock setup and swap the pulley for a slightly smaller one, thereby increasing boost by 1psi?

The tune obviously isn't controlling boost, but I would think it has enough sense and table population to handle that extra bit with ease.

Perhaps a way to stay CARB legal on the P1 and still get 8psi out of it?

turbotuner20v

Very nice... Where does the bypass valve go?

00hotvette

Hopefully I will have my car back next week as the dealer is waiting for the new computer. I will be pulling the headers off and going with a set of American Racing headers. Vengeance Racing will be doing the install.

0ProChargerTech

You can upgrade at the time of purchase for a very small uptick. However even with cams and exhaust, combined with the efficiency of this motor, unless you are planing on building the bottom end, that upgrade would be a bit excessive. For as the P1-SC-1 can support a lot of HP. (G8 owners making 725+ rwhp through Autos, claim them to be underrated)

The blower can also be upgraded down the road, however that costs slightly more, due to the fact we can not reuse the impeller and backing plate when converted.

Your CTS-V is stunning! Talk about a power house!

With guys making 1000rwhp,1100rwhp,1200rwhp with C5/C6's with this tensioner,and dedicated 8 ribs, we felt we had a little while before needing to go bigger. However as stated in the write up, as power needs increase we will be ready for Cog brackets in the future.

The i-1 system will be coming out later in the year. Likely the only part that will remain the same will be the intercooler. The bracket, location, and tubing are all completely different.

Lag = None as with all centrifugals. (Blower is always spinning, thus keeping the core filled at all times.

Throttle Response = Stock (No changes have been made to the factory drive by wire programming for liability reasons) GM did a very good job designing the various throttle modes for these cars, no reason to change that. (If a person wants to custom tune theirs, they or their installer are free to do so)

Driving these cars with a blower, is unlike any vette before. They are smoother, have better transition, and even though they make about the same power, the seat of the pants makes them feel faster. (I don't think I am the first to say this on here)


The Red Valve is not something that comes with the standard kit, for as most people find it to loud, and its way overkill for the stock systems. Kits ship with the standard Pro-Flow valve.

Our in-house car that we tested Long-Tubes on actually lots power. So at this time we can't recommend that addition. (Car had lots of dynos stock, then plenty more with just the blower, then added exhaust and lots power) We have heard that this is not the only car with forced induction that Long Tubes have had this effect on, guess time will tell.

(We are not in the market of making/installing/selling exhaust, so pardon me if we do not go into this matter further, just simply stated our experience)


We have no used restrictors in the past, however if a shop or customer wants to experiment with them they are more then welcome to. Since we have the i-1 blower now, thats our way of "playing" with low end boost.

The D1, 8 psi, and a handheld sadly will never be an option for reasons that I stated earlier. But a customer is more then welcome to either order a P1-SC-1 tuner kit at 8psi, or a D1-SC at 8psi.

Also for the record, when tuning on average quality fuel during system design. The gains going from 7psi to 8psi were not much at all, due to the compression ratio of the motor coming into play and lack of octane in the fuel. Custom tuning, good octane, or Methanol kit would be recommended.

Sorry about that, when making the images one of the early CAD files was used on accident. (thanks for catching that) We will update this post with correct photos when we get back in the office. The valve is located on the pressure tube between the blower and the intercooler.

MachineWorks

The price is GREAT TOO!!! Nice product!!

savewave

By way of reminder, here are the rules on interference in a sale thread:


http://forums.corvetteforum.com/foru...le-thread.html

Matt's C7

Thanks for answering my questions. Looks like a great kit. Thanks for keeping it professional, too. I'm sure it's frustrating to have your product announcement thread shat on with references to other vendors. Know that not everyone falls for it; we see it for what it is.

I hadn't thought about the intercooler being charged continuously due to being upstream of the throttle blade and linked to engine rpm. This is a clear distinction between a roots blower and a centrifugal I had never considered before.

When you say you lost power with long tubes, I'm unclear about as compared to what? Compared to shorties/block hugger headers, or compared to the factory exhaust system? Did your testing vs/ exhaust use a C7 with the bimodal NPP option, or without? I'm not contesting your results at all, just seeking additional details as it affects my purchase options.

Regarding the intercooler design, and specifically testing, with the core in the horizontal configuration, is the cooling air fed upward from underneath the car, or fed from the front/top and discharged beneath the car? This question is with respect to the car travelling at speed, not stopped at a standstill.

Thanks again for taking the time to educate your customers on the technical details of your new product.

Theta

@ ProChargerTech

Any thoughts on this? I know it wouldn't be officially supported, but have you see customers do this in the past with success?

Matt's C7

Theta,

I know you asked ProCharger Tech, not me, but did you see this? Copied and pasted from earlier in the thread:

I, too, am curious about this, though. Also, Theta couldn't you use the smaller pulley and set the blow-off valve for either 7 or 8psi? This seems like an easier quicker change than recurring pulley changes. This would allow for the max safe tuning on pump gas, and a quick easy dialup with race gas in the tank.

Theta

I was considering the use of a wastegate to do just that (as published in GM High Tech) as a replacement for a restrictor plate.

We're on 93 octane here, and I use boosters to get 98 (R+M/2), so no worries about gas.

A big plus to the inTune handheld that they're using is (not to bring this up again) the ability to go back to stock down the road and have the CVNs match. This is important for those of us moving to the Z06 when it launches. Again, that debate was in its own thread, so no need to bring it up again here.

I'm not sure how the tune lost power with long tubes and didn't see any increases from 7-8psi, though. The difference that I've seen elsewhere between 7 and 8psi is nearly 40wtq. Certainly not small.

I'm sure we'll see numbers on Monday.

Zmoy2

I apologize if I missed this, but the 630 hp is to the crank or the wheels?

Theta

That's to the crank. It should end up yielding 550-560 to the wheels from what they've stated thus far (40% increase and what not).

0ProChargerTech

With very conservative tuning for fuel variation, HP on the Auto's is usually around 550-560+rwhp, and Sticks are 570+rwhp on our Mustang Dyno. This is with no manipulation of the throttle body, or use of any restriction device. (Just normal strait forward tuning) Obviously like always a custom tune for local fuel type will lend to highest HP numbers possible.

breecher_7

Especially with that lack of 93 Octane fuel down in Lenexa. So annoying!

Put a meth kit on one of those test cars and crank it up.

robertf97

Who are the forum dealers that are offering this kit? I am about ready to pull the trigger.

Edit:
Vengeance Racing is going to sell me a satin kit for $4750 woohoo

0ProChargerTech

When building a mail-order tune that is to be used from California to New York, it would not be a conducive usage of time, building the tune around the highest octane we can find. Our BETA cars have been tested on fuel from multiple states. (not just KS/MO) Also for the record the 93 in KS, is usually no different then quality 91, since BP claims the extra octane from the 10% added ethanol here) Other states are much luckier in their selection of true 93. (Quality and octane in KS, varies with the season, much like other states in the snow-belt)

If a dealer/installer/customer wants to install a Meth kit, and turn it up they are more then welcome to, and obviously will have great results. We have E85 here, so if we were ever to "turn it up" either race gas, or E85 would be used. (Not saying that is anywhere in the immediate plans) It should be noted that some of the tuner kits already on order are "turned up" as you put it, so likely these dealers will be reporting on the forums with those results.

All ProCharger dealers are offering the kit, however at first glance Vengeance, LMR, TuneTime, Lethal, LG, Redline, Extreme, Etc. Etc. seem to be some of the forum supporters that would be offering the system.

0ProChargerTech

Since we are a supercharger manufacture, and not and installing dealer we are not in the business of adding meth kits to our systems. That is something that dealers/installers/customers can and likely will do on their end so I am sure you will see results from that soon, and the big numbers to follow.

Standard Valve in Kit:


Bullet Valve (If someone wants something a little louder):