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Procharger install 2013 9C3
Posted: Fri Oct 04, 2019 11:48 am
by Hzgray
I’ve purchased a D1SC kit. Looking at my passenger side it looks very tight to run the charger tubing in front of the fuse box. There is a plastic tray under the fuse box that extends forward about an inch that the PCM is mounted under. Will any mods be required to that part or the headlight assy to fit the tube? Looking for any hints before I start. Thanks.
Re: Procharger install 2013 9C3
Posted: Fri Oct 04, 2019 1:23 pm
by Hzgray
I think I just figured that part out but if there any good tips for the install I’d appreciate it. D1SC tuner kit with ID 1050x injectors.
Re: Procharger install 2013 9C3
Posted: Fri Oct 04, 2019 3:46 pm
by kevink
Congrats on the Procharger kit. Whenever you get done with the installation, and if you remember, can you please let me know if you have to dent the driver's side strut tower to fit the blower?
Re: Procharger install 2013 9C3
Posted: Fri Oct 04, 2019 11:41 pm
by Hzgray
Sure thing.
Re: Procharger install 2013 9C3
Posted: Wed Oct 16, 2019 11:29 am
by Hzgray
kevink wrote: ↑Fri Oct 04, 2019 3:46 pm
Congrats on the Procharger kit. Whenever you get done with the installation, and if you remember, can you please let me know if you have to dent the driver's side strut tower to fit the blower?
I did not have to dent the strut tower to fit the G8 main bracket/D1SC. Had roughly a quarter inch clearance. Those that have a’14+ and use an SS bracket may differ. The folks at Procharger told me that offset was ~.2 inch different between the two. I initially had a Chevy SS Kit/bracket but found it wouldn’t work because of interference with my hydraulic power steering pump/pulley. The G8 main bracket worked but then had to swap from an SS pulley to a G8 Procharger pulley that mounts on the harmonic balancer to ensure proper offset. This Procharger G8 pulley would not work with my PPV balancer so I replaced it with a G8 balancer. So, the ‘14+ Chevy SS Kit doesn’t work with 11-13 PPVs. It all worked out in the end. Bob at BruteSpeed gave me a great deal; the cheapest I was able to find and also friendly tech advice.
Re: Procharger install 2013 9C3 Dyno Results
Posted: Fri Nov 15, 2019 6:54 pm
by Hzgray
Just had my car tuned. Pretty happy with the results. Dyno before and after addition of D1SC.
Re: Procharger install 2013 9C3
Posted: Mon Nov 30, 2020 1:20 pm
by Fandango
After you've had the Procharger for a while, would you have done anything different? I'm trying to decide between a D1SC and a Magnuson 2300.
Re: Procharger install 2013 9C3
Posted: Mon Nov 30, 2020 2:52 pm
by kevink
Hzgray wrote: ↑Wed Oct 16, 2019 11:29 am
kevink wrote: ↑Fri Oct 04, 2019 3:46 pm
Congrats on the Procharger kit. Whenever you get done with the installation, and if you remember, can you please let me know if you have to dent the driver's side strut tower to fit the blower?
I did not have to dent the strut tower to fit the G8 main bracket/D1SC. Had roughly a quarter inch clearance. Those that have a’14+ and use an SS bracket may differ. The folks at Procharger told me that offset was ~.2 inch different between the two. I initially had a Chevy SS Kit/bracket but found it wouldn’t work because of interference with my hydraulic power steering pump/pulley. The G8 main bracket worked but then had to swap from an SS pulley to a G8 Procharger pulley that mounts on the harmonic balancer to ensure proper offset. This Procharger G8 pulley would not work with my PPV balancer so I replaced it with a G8 balancer. So, the ‘14+ Chevy SS Kit doesn’t work with 11-13 PPVs. It all worked out in the end. Bob at BruteSpeed gave me a great deal; the cheapest I was able to find and also friendly tech advice.
Thank you! How much boost was that 618 hp dyno pull? Was that on gasoline or E? Did you make any changes to the fuel system?
Re: Procharger install 2013 9C3
Posted: Sun Dec 06, 2020 7:38 pm
by enginelord
Fandango wrote: ↑Mon Nov 30, 2020 1:20 pm
After you've had the Procharger for a while, would you have done anything different? I'm trying to decide between a D1SC and a Magnuson 2300.
My opinion,
I do not have the Magnuson or Procharger (me, LSA route), but in my researched opinion, no doubt the ProCharger is sweet, but it operates rpm wise a bit like a turbo, the higher RPM the better. But the cost is more than turbo set-up. But fab is much less. Yet the Magnuson is a torque monster at lower RPM. (tires/gear helps). But the cost is tough to swallow.
Again, my opinion anyhow, the reason for the Pro Charger over turbo set-up is the ease of installation. And if you have no plans of going beyond >10 psi boost. Yes it is the easiest bolt on crazy power. Little to minimal Fab.
If cost or time/work is not at the top of the issue list, and turbo not your thing, then definitely go the 'twin-screw' route. Magnuson or Paxton, Edelbrock, Whipple . Next choice> Pro charger. Then> most cost effective, LSA. (my 2cents anyhow). But my rating is based on cost/work vs. power. Start with your end power target to map your best route there.
Re: Procharger install 2013 9C3
Posted: Thu Dec 10, 2020 2:39 pm
by Fandango
enginelord wrote: ↑Sun Dec 06, 2020 7:38 pm
Fandango wrote: ↑Mon Nov 30, 2020 1:20 pm
After you've had the Procharger for a while, would you have done anything different? I'm trying to decide between a D1SC and a Magnuson 2300.
My opinion,
I do not have the Magnuson or Procharger (me, LSA route), but in my researched opinion, no doubt the ProCharger is sweet, but it operates rpm wise a bit like a turbo, the higher RPM the better. But the cost is more than turbo set-up. But fab is much less. Yet the Magnuson is a torque monster at lower RPM. (tires/gear helps). But the cost is tough to swallow.
Again, my opinion anyhow, the reason for the Pro Charger over turbo set-up is the ease of installation. And if you have no plans of going beyond >10 psi boost. Yes it is the easiest bolt on crazy power. Little to minimal Fab.
If cost or time/work is not at the top of the issue list, and turbo not your thing, then definitely go the 'twin-screw' route. Magnuson or Paxton, Edelbrock, Whipple . Next choice> Pro charger. Then> most cost effective, LSA. (my 2cents anyhow). But my rating is based on cost/work vs. power. Start with your end power target to map your best route there.
I thought about what I actually wanted and decided to go with the LSA.
I like the idea of the rising torque curve with the centrifugal blower to make the transmission last longer, but wanted that punch of torque when I opened the throttle. The Magnuson has some non-OE looking engineering when I was looking the install guide over. It probably would be just fine, but being able to piece by piece the LSA made the decision for me.