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Taking a C7 Stingray to the Next Level with the Help of ProCharger

When a new performance car is released, the inevitable arms race begins in order to be the first to market with go-fast parts. The 2014 C7’s release started this cycle all over, and did it in a big way being a new chassis and having the brand new LT1 engine. One of the biggest names in the aftermarket, ProCharger, is the first to release a supercharger kit for GM’s flagship performance car. This new kit landed in the hands of Pickups Plus Cars (PPC) in Lewis Center, Ohio to get installed on a customer’s fresh-off-the-lot C7 Stingray.

The new C7 kit uses the P-1SC-1 head unit and boasts the potential of a 50% power gain over stock. You can pick up the kit with a polished, satin, or black finish or a Race Inlet if you are planning to put down big horsepower numbers. ProCharger also designed this kit to accept their larger F-1X and F-2 head units without additional brackets.

To make installing this kit a snap ProCharger designed it in such a way that you don’t need to relocate a single OEM part. By not having to relocate any parts and leaving everything in stock positions all systems under the hood work just like they were designed in Detroit. All of this preparation by ProCharger leads to an installation that takes less than 8 hours.

GM put some serious design into the aero package on the C7, and ProCharger wanted to take maximum advantage of this with their system. Starting with a clean slate a brand new intercooler was designed by ProCharger for the C7. The big 24”x9”x4.5” intercooler core is offered in both a vertical and horizontal mounting configuration for the C7 kit.

The PPC team also got to install a set of brand new Kooks 1-7/8” long-tube stainless headers, 3-inch dual Green catalytic converters and X-Pipe on this C7 to compliment the new ProCharger. This kit comes with ARP header bolts, O2 extensions, and the aforementioned Kooks’ Ultra High-Performance Green cats. This package will help the LT1 breathe better and take advantage of the new P-1SC-1 that is strapped to the front of the engine.

Buying the blower and getting it installed is part of the battle, you have to get the car tuned to maximize performance. Brady McCoy at PPC uses a proprietary software when he puts the tune up in customer’s cars. McCoy says, “the final tune is loaded into a handheld unit and given to the customer. Utilizing the handheld has the added benefit of allowing for remote updates down the road for when parts are changed, and also allows for the reading and clearing of diagnostic trouble codes without a trip to the shop.”

ProCharger’s new kit offers sizable gains in power without sacrificing drivability. At just 6.8-lbs. of boost and with the Kooks headers, the stock C7 picked up over 174 horsepower and 167-lbs. of torque to the wheels on the PPC Mustang Dynamometer. The ease of installation and power gains make this kit very attractive for any Corvette owner who wants to give their new C7 a little extra rip, and maybe give the occasional supercar the scare of a lifetime at a stop light.

Underneath the hood of a stock C7 might look tight, however the new ProCharger head unit and piping will fit like a glove.

Underneath the hood of a stock C7 might look tight, however the new ProCharger head unit and piping will fit like a glove.

The ProCharger kit is very shipped with everything you need for installation on your C7 Corvette. Included with the kit is all the hardware, fasteners, piping, brackets, intercooler, crank pulley, bypass valve, and head unit.

The ProCharger kit is very shipped with everything you need for installation on your C7 Corvette. Included with the kit is all the hardware, fasteners, piping, brackets, intercooler, crank pulley, bypass valve, and head P-1SC-1 unit.

Before PPC installed the ProCharger, a set of new C7 Kooks headers were bolted onto the LT1. Just installing the headers alone with ZERO tuning before the ProCharger added 27HP and over 30-lbs. of torque at the tires.

Before PPC installed the ProCharger, a set of new C7 Kooks headers were bolted onto the LT1. Just installing the headers alone with ZERO tuning before the ProCharger added 27hp, and over 30-lbs. of torque at the tires.

To get things started removing inlet tract and other stock air induction pieces is required. The air box takes some extra maneuvering to get free.

To get things started removing inlet tract and other stock air induction pieces is required. The airbox takes some extra maneuvering to get free.

To begin the process of removing the front fascia, both wheels need to be removed. This gives you total access to all of the hardware that needs to come out on each side for future steps as well.

To begin the process of removing the front fascia, both wheels need to be removed. This gives you total access to all of the hardware that needs to come out on each side for future steps as well.

After getting the fender liners loosened up all of the underbelly front fascia screws need to be removed.

After getting the fender liners loosened up all of the underbelly front fascia screws need to be removed.

After all the fasteners are removed, it's time to pull the font fascia off. The front fascia clips in across the top edge and the passenger side did not want to release easily. By flexing the bumper upwards slightly, enough room was gained to allow the loosening of the final retaining clip with a 10mm socket.

After all the fasteners are removed, it’s time to pull the font fascia off. The front fascia clips in across the top edge and the passenger side, but they did not want to release easily. By flexing the bumper upwards slightly, enough room was gained to allow the loosening of the final retaining clip with a 10mm socket.

With the front fascia removed work can begin on getting the engine bay ready for the air shroud, intercooler, P-1SC head unit, and piping.

With the front fascia removed, work can begin on getting the engine bay ready for the air shroud, intercooler, P-1SC head unit, and piping.

To keep the fan and radiator assemblies in place for the next steps, they are temporarily zip-tied to the front support. This is done in preparation of dropping the radiator support cradle.

To keep the fan and radiator assemblies in place for the next steps, they are temporarily zip-tied to the front support. This is done in preparation of dropping the radiator support cradle.

Next the K-member is loosened for spacer installation.

Next the K-member is loosened for spacer installation.

After the spacers have been added the front sway bar is loosened and the hood struts are removed.

After the spacers have been added the front sway bar is loosened and the hood struts are removed.

The instructions say to unbolt the steering rack and lift to gain access to the crank bolt. The PPC crew took a few extra minutes to remove the entire rack assembly, which really opens up the work area, and provides ample access to the crank bolt.

The instructions say to unbolt the steering rack and lift to gain access to the crank bolt. The PPC crew took a few extra minutes to remove the entire rack assembly, which really opens up the work area, and provides ample access to the crank bolt.

With everything out of the way crank pulley removal can begin.

With everything out of the way crank pulley removal can begin.

ProCharger supplies a proprietary crank pulley that uses a unique cam lock design. Here, Brady begins to assemble the cam locks onto the pulley for installation.

ProCharger supplies a proprietary crank pulley that uses a unique cam lock design. Here, Brady begins to assemble the cam locks onto the pulley for installation.

Next the cam locks are tightened down to the ProCharger crank pulley and the crank bolt is tightened to a staggering 240 ft-lbs.

Next the cam locks are tightened down to the ProCharger crank pulley and the crank bolt is tightened to a staggering 240 ft-lbs.

With the crank pulley torqued down the supplied 8 rib belt is inserted and steering rack reinstalled. The beefy supercharger mounting bracket can now be bolted to the font of the engine.

With the crank pulley torqued down, the supplied 8-rib belt is inserted and the steering rack is reinstalled. The beefy supercharger mounting bracket can now be bolted to the front of the engine.

It's now time to add the P-1SC head unit to the bracket assembly. The black finish of the unit matches very well with everything else under the hood.

It’s now time to add the P-1SC head unit to the bracket assembly. The black finish of the unit matches very well with everything else under the hood.

After the head unit is in place, the supercharger belt can be installed and the belt tension be set to the correct amount.

After the head unit is in place, the supercharger belt can be installed and the belt tension be set to the correct amount.

ProCharger supplies a modified air shroud that allows their air to air intercooler to be installed on the front of the car.

ProCharger supplies a modified air shroud that allows their air-to-air intercooler to be installed on the front of the car.

After installing the air shroud , the intercooler can now be bolted in place. ProCharger offers a vertical or horizontal mounting position for the intercooler. The vertical style kit is used in this installation.

After installing the air shroud , the intercooler can now be bolted in place. ProCharger offers a vertical or horizontal mounting position for the intercooler. The vertical style kit is used in this installation.

C7PC 21

Next up, its time for some tube routing. ProCharger supplies a great diagram to help show how everything will be oriented when installed.

The first major step in installing the piping is getting the charge pipe between the supercharger and the intercooler installed. This kit used a 2-piece pipe coming off of the blower outlet. ProCharger plans to make this a single piece for the production kits.

The first major step in installing the piping is getting the charge pipe between the supercharger and the intercooler installed. This kit used a 2-piece pipe coming off of the blower outlet. ProCharger plans to make this a single piece for the production kits.

Getting all the couplers on can be a challenge on any forced induction installation. To help lube the silicone couplers and make hose assembly easier, Brady gives them a shot of rubbing alcohol. The hoses will slip right on, and it leaves no mess to clean up.

Getting all the couplers on can be a challenge on any forced induction installation. To help lube the silicone couplers and make hose assembly easier, Brady gives them a shot of rubbing alcohol. The hoses will slip right on, and it leaves no mess to clean up.

After the charge piping has been installed, the supplied bypass valve assembly can be added to the build.

After the charge piping has been installed, the supplied bypass valve assembly can be added to the build.

Next the MAF is installed into the pipe leading to the throttle body, then connected to the throttle body and intercooler.

Next the MAF is installed into the pipe leading to the throttle body, then connected to the throttle body and intercooler.

For PCV system routing can be done either above the coil cover or below. PPC chose to modify the coil cover so that we could hide the PCV hose under it.With a die grinder the coil cover can be trimmed to allow the PCV hose to run under

PCV system routing can be done either above the coil cover or below. PPC chose to modify the coil cover so that we could hide the PCV hose under it. With a die grinder, the coil cover can be trimmed to allow the PCV hose to run under

The air intake is installed next on the supercharger. This particular kit included a preproduction race inlet, and will be powdercoated black to match the blower.

The air intake is installed next on the supercharger. This particular kit included a preproduction race inlet, and will be powdercoated black to match the blower.

Finally, Fred adds oil to the supercharger that is supplied in the kit by ProCharger.

Finally, Fred adds oil to the supercharger that is supplied in the kit by ProCharger.

The finished installation is very clean and looks almost like an OEM part that was on the car as it rolled off the line in Bowling Green.

The finished installation is very clean, and looks almost like an OEM part that was on the car as it rolled off the line in Bowling Green.

Bone stock the C7 put down 392hp to the wheels on the PPC Mustang Dyno. The addition of headers gave a nice 27HP bump at the tires. When the ProCharger P-1SC was added the car put down 566hp and over 530lbs of torque through the automatic transmission a. These gains were all on 93 octane pump gas and totally keep the drivability of the car.

Bone stock the C7 put down 392hp to the wheels on the PPC Mustang Dyno. The addition of headers gave a nice 27HP bump at the tires. When the ProCharger P-1SC was added the car put down 566hp and over 530lbs of torque through the automatic transmission a. These gains were all on 93 octane pump gas and totally keep the drivability of the car.

 

Spending his childhood at different race tracks around Ohio with his family’s 1967 Nova, Brian developed a true love for drag racing. When Brian isn’t writing you can find him at the track crewing on Ray Litz’s X275 car, doing freelance photography, or beating on his own nitrous fed 2000 Trans Am.

Sours: https://gm-efi.com/tech/c7-gets-procharged/

ProCharged C7’s putting down 600, 700, 800, 900HP! (On Stock Short Blocks)

The internet, is literally filled with street driven ProCharger supercharged C5 and C6 Corvettes ranging from 500HP to mind bending 1500HP! Well the day is now upon us, and high HP C7's is the new normal. Obviously it's common for us to talk about race cars with over 1000HP, however we are talking about street cars here, with full interiors, stereos, AC, the works.

When ProCharger developed its supercharger kit for the C7 vette we were not kidding when we stated we designed anticipating these C7 making big power. Since ProCharger makes so many different models of superchargers, our base kit is often upgraded to large head units right out of the gate. However, everyone always asks "How much power can I make with the stock kit?" Well, one C7 owner proved to us that 837 rwhp is possible with the 100% stock P-1SC-1 system! Yes you read that correctly, over 800 rwhp from the same system that we send out the door for every turn key system, with a few small additional mods. (Cam, Custom tuning, exhaust, and Methanol Injection for added fueling) Congratulations to car owner Jeff Tomi (tech369) and Houston House of Power /Chucks Tuning.

Video:

Another example of this exact combination listed above, is that from Cunningham Motorsports. Again taking the P-1SC-1 ProCharger head unit that comes standard with the system, and laying down over 723 rwhp with just 10.6psi of boost! Again this car is the same as above, exhaust, cam, meth system. This car has not only been featured in ChevyBOOST magazine, but also runs [email protected] in the quarter mile! Car is built for standing 1/2 mile, and mile events, so look for it around the net. CLICK FOR MAGAZINE WRITE UP: HERE w/track video

Listen to it sing on the Dyno

OK, so here is another “mild” build, however, this time features basically the same modifications as the cars above. On this C7, no methanol for added fuel, and VERY low boost. Car owner Jessica Barton and her Real Street Performance built C7 laid down 683 rwhp on just 6.5psi of boost! Jessica upgraded her system to a D-1SC headunit for plans of really pushing the power level up down the road, but so far is beyond happy with her power numbers on just pump gas alone. 

Here is a build again very similar to the first car listed in this blog, meaning the same simple modifications. However, car owner Justin Keith had big plans for a built motor later on and opted for the F-1A ProCharger supercharger right out of the gate! Obviously this blower is a little over kill it would seem for a stock short block car (yes other then the cam shaft, this motor is all OEM GM) however that hasn't stopped Justin from laying down over 815rwhp! The interesting thing about this car, is Justin has it set up to run E85 fuel, which is a bit tricky on these direct injection motors. To learn more about this car, click on the write up VETTE magazine recently did on it. CLICK HERE FOR LINK

Or hear it LIVE, on the Dyno of Midwest Street Cars. (Yes, of the famed TV Show "Street Outlaws")

Remember all of these cars listed in this blog are on the OEM stock shortblocks just as they came from GM. Again these are NOT built motors, which really shows how amazing these new C7's really are. OK, now that we have covered the 600,700, and 800 rwhp cars how about one last car that is sneaking into the ultra high HP club, this time to the tune of 908 rwhp on Pump Gas (plus Meth for fueling) Car owner Brandon, really has a wicked machine on his hands. This car is actually a carbon copy to the red car listed above, however is running on 93 pump gas instead of E-85. This C7 of Brandon's also features a F-1A supercharger headunit in anticipation of higher HP numbers in the future.

And the video of the car on the Dyno. (Looks like a bit of wheel spin even)

Whats amazing about all of these cars listed above, is not only are they all on the factory OEM short blocks, but the modifications are very minor for these power levels. All these cars are also running 100% unmodified ProCharger supercharger kits. All these cars listed above are using the ProCharger Air-to-Air intercooler in the vertical mounting configuration. All cars listed are running the 8 rib drive belt system that comes standard on this application.

No matter your power goals are with your C7 Corvette, ProCharger has a supercharger for you! Drop us at a line at 913-338-2886 or [email protected] and let us help you make your goal reality!

Sours: https://www.procharger.com/blog/procharged-c7s-putting-down-600-700-800-900hp-stock-short-blocks
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Thread: C7 Stingray with ECS Supercharger pulls all the timing

I had a customer bring me a 2014 Stingray with an East Coast Supercharger Kit. The car had a bunch of driving issues and was breaking up underload. I take care of some issues and get it on the dyno. First pull it made 536 rwhp on 8psi with zero timing coming out anywhere, so I add a couple of degrees. Power went up to 578 rwhp still with zero timing removed any place. Its a Gen V, all they do is pull timing for everything, so I look deeper in the tune and find that ECS removed all the knock retard in the computer, knock retard amount is zero across the board. I turn it back on, installing stock numbers and bingo I have all the knock. I have 16 degrees at my limit and by 2800rpms it goes from zero to all 16 degrees, power drops to 398 rwhp. I want knock protection on, I see know reason to ever touch it, unless its just to cover up a horrible tune. Now my problem, no mater what I do it pulls all 16 degrees, this happens right at 2800, this also just happens to be the same rpm that the stock map sensor limit is reached. I tried everything, timing, fuel, torque tables, no matter what its always all the knock. If I zero out the knock amount table, i get full timing and a couple hundred more hp. I have also logged knock sensor voltage per cylinder and it will show the cylinders are not knocking, must be torque management. But i cant make it go away no matter what I do with torque. I dont understand why knock amount is linked to torque management, also no torque management timing is being removed. I even installed the tune from the last 2014 C7 procharged system I did. On that car it made 624 rwhp on 8 psi with zero to 1.5 degrees knock retard on the entire run. On this car is pulled 16 degrees at 2800 and feel on its ass.

Bad383TA

Sours: https://forum.hptuners.com/
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