ProCharger’s P-1X Is A Powerful Match For High-Revving Coyotes
Over the last few months, Willie has put thousands of miles on the car with the new head unit and he has been impressed not only by its performance on the chassis dyno, but the feel of the blower on the street, where it exhibits better performance in the midrange with no downside in driveability. While it feels good in that everyday rpm range, it is at the top of the tach where the P-1X really flexes its muscle.
“The older units—P-1SCs and D-1SCs—were engineered based on cars that were revving a maximum of 6,500 RPM,” Willie said. “Those blowers were very efficient for that RPM level. The new unit, especially the impeller design, is extremely efficient. It’s kind of like, not the same, but in the same family as an F-1X.”
Now that motors are making 400 to 500 rear-wheel horsepower in their naturally aspirated forms and are revving beyond 8,000 rpm, we wanted a compressor design that matched that dynamic perfectly. — Erik Radzins, ProCharger
“The modern engines breathe much differently than engines sold just 10 years ago or so. Not long ago, it was common to have a V8 that would only make 250-350 rear-wheel horsepower in naturally aspirated form and spin to just 6,500 rpm or less,” Erik explained. “So our compressors were designed around those base airflow numbers, and knocked the power gains out of the park (and still do today). Now that motors are making 400 to 500 rear-wheel horsepower in their naturally aspirated forms and are revving beyond 8,000 rpm, we wanted a compressor design that matched that dynamic perfectly.”
“Also with variable cam timing becoming common, it changes a lot of factors for forced induction that weren’t there before. As a centrifugal blower manufacturer, we are able to retain the factory intake manifolds, which are designed to help develop low-end torque and midrange power. So by nature keeping that intake and having a compressor designed for these motors we can maximize not only peak horsepower, but also broaden the entire rev-range of the engine,” Erik added. “In the case of the Coyote, when used on common pump gas, we can produce huge torque gains even down low as we keep the intake runners in place, and remove pumping losses of the engine while using a highly efficient compressor with little to no inlet air temperature increase versus ambient temperature. From start to finish we can unleash the power across the board.”
2015 Mustang GT Mods
• Deatschwerks 95 lb/hr injectors
• DiabloSport Trinity tuned by Matt at DiabloSport
• Driveshaft Shop 1,400-horsepower halfshafts
• Driveshaft Shop carbon-fiber driveshaft
• E85 fuel
• JMS Plug ’N Play FuelMax fuel pump voltage booster
• Hooker Blackheart 1 7/8-inch long-tube headers
• Hooker Blackheart 3-inch header-back exhaust
• ProCharger HO System w/ P-1X blower at 10 psi
• Ram Clutches Pro Street Billet Twin Disc Clutch
• UPR catch can for ProCharger applications
That really shows on the MAK test car, which features a full Hooker exhaust, an E85-capable fuel system bolstered by DeatschWerks and JMS gear, and a custom calibration, which lets it rev. On this car, the car picked up over 40 horsepower at the same boost level with just a blower change. A P-1X and a bolt-on Coyote are certainly an impressive pairing, and the potential for more power at a higher boost level and matched with a higher-revving intake is clearly there.
“The power per pound of boost delivered by the P-1X on pump fuel is unbelievable,” Erik enthused. “Producing the lowest inlet air temperatures per pound of boost is what it’s all about on these modern, high-compression motors. Sure people get away with murder on E85 and race fuel, but the bulk of the forced-induction owners out there are still daily driven pump gas cars/trucks — and that is exactly who will notice these gains the most.”
You will be able to upgrade a ProCharger kit from a P-1SC to a P-1X for only $200, which definitely seems like a bargain. For more on the P-1X, you can visit the ProCharger site here.