The Horsepower Wars: LS vs. Coyote 2 Shootout rules are pretty simple. Included is a parts budget of $15,000 based on Summit Racing‘s website, use of off the shelf parts only, E85 fuel, Holley Performance Products Dominator EFI, a hydraulic roller cam, and, of course, the use of a ProCharger supercharger.

In this competition Late Model Engines (LME) and MPR Racing Engines were allowed to pick any ProCharger they wish as long as it had a serpentine drive system (max of 12 ribs). So the question on everyone’s mind was, “Which ProCharger would they choose for their particular combination?” In this article, we will take a look at the superchargers used, the differences between the units, and the reasons behind each team selection.

LME’s strategy was to build the biggest LS engine that the budget would allow and the result was a 427 cubic inch LSX engine. Bryan Neelen, the owner of LME, opted to use the ProCharger F-1X as their weapon of choice for this boosted shootout. According to Neelen, this specific unit had previously made over 1,600 horsepower in several of LME’s 427ci combinations. This supercharger system is designed for the C6 Corvette and was supplied with a 10-rib serpentine drive race kit. Ultimately the F-1X was a safe bet for the LME crew since they knew the horsepower it could make as well as experience with it on an engine.

LSX ProCharger Parts Used

  • PROCHARGER F-1X HEAD UNIT, SATIN FINISH
  • C5/C6 VETTE 10 RIB MAIN BRKT BAG – H.D. TENSIONER – PN Z-3GKBB-049
  • C5/C6 VETTE 10 RIB SUB BRKT BAG – H.D. TENSIONER – PN Z-3GKBB-050
  • INTERCOOLER – AIR/WATER-1800HP – PN WI1005A-001
  • PRORACE VALVE BAG – UNIVERSAL – PN 3FASS-010
  • RACE BELLMOUTH – F1X USE WITH 4.75″ – PN AF006A-020
  • 4.75″ T-BOLT HOSE CLAMP-SS – PN CLT475I-1SS
  • 3.85″ – 10 RIB DRIVE PULLEY (D SERIES) – PN DP385I-10D
  • 4.00″ – 10 RIB DRIVE PULLEY (D SERIES) – PN DP400I-10D
  • BELT – PN 10PK1320
  • BELT – PN 10PK1360

ProCharger’s F-1A-94 ready to be mounted on the front of MPR Racing Engine’s Coyote build.

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The strategy for Tim Eichorn, the owner of MPR Racing Engines, was a little more restrained on what his team could do with the Coyote build than LME. The aftermarket is not as strong for the Coyote engine as it is for the LS platform, and on top of that parts are a lot more expensive. Eichorn’s plan of attack was to utilize the Coyote’s OEM block and heads and build a high compression, high RPM mill to compete with the LS. MPR has not only developed a lot of ProCharger Coyote engine combinations, but they have also won several drag racing championships with similar combinations. When it came time to select a ProCharger, Eichorn had the same idea as Neelen and went with what has worked for him in the past. He chose a ProCharger F-1A-94 designed to fit a 2015-2017 Coyote, which includes an 8-rib serpentine drive.

Coyote ProCharger Parts Used

  • PROCHARGER F-1A-94 HEAD UNIT, REVERSE ROTATION (10 O’CLOCK), SATIN FINISH
  • OPEN RACE VALVE/ALUM BAG – PN 3FASS-004
  • RACE BELLMOUTH – F1A-94 / F1C-94 USE WITH 4.00″ T-BOLT – PN AF006A-025
  • 4.00″ T-BOLT HOSE CLAMP-SS – PN CLT400I-1SS
  • 2015 MUSTANG GT ATI CRANK PULLEY BAG – 8 RIB – PN 3FWDR-002
  • 2015 MUSTANG GT STAGE 2 MAIN BRKT BAG – H.D – PN 3FWBB-008
  • 4.50″ – 8 RIB DRIVE PULLEY (D Series) – PN DP450I-08D
  • 4.38″- 8 RIB DRIVE PULLEY (D Series) – PN DP438I-08D
  • BELT – 8 RIB (K080655) – PN DB655I-008
  • BELT – 8 RIB (K080660) – PN DB660I-008

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To find out what the differences are between these two units we reached out to Walt Sipp, Technical Service Manager at ProCharger for a comparison of the two superchargers. Walt stated, “The F-1A-94 is designed for smaller cubic inch engines like the Coyote that will turn a lot of RPM. It offers a 9-inch housing and is used in the racing world in classes like Ultra Street. The F-1X is a little larger with a 10.5-inch housing and is designed for larger displacement engines and is designed for a racing class like X275.” According to Sipp, these units vary some in size but they are capable of making close to the same power levels. He also confirmed for us that the F-1X is the most popular application of the LS while the F-1A-94 is the most popular for the Coyote.

Advertised ProCharger Specs Used In Horsepower Wars: LS Vs. Coyote 2 Shootout

ProCharger Unit F-1A-94 (Coyote) F-1X (LSX)
VOLUTE DIAMETER 9″ 10.5″
MAX SUPERCHARGED HP 1,200 1,400
MOTOR BASE HP RANGE 300-550 375-550
MAX FLOW (CFM) 1,625 2,000
MAX BOOST (PSI) 38 38
INLET HOSE DIAMETER 4″ 4.75″
INDUCER DIAMETER 3.7″ 4.06″
EXDUCER DIAMETER 5.56″ 6″
OUTLET HOSE DIAMETER 3″ 3.5″
OUTLET I.D. 2.62″ 3.15″
MAX IMPELLER RPM 74,000 72,000
INTERNAL STEP-UP 5.40:1 5.40:1
REVERSE ROTATION OPTION Yes Yes
SELF CONTAINED Yes Yes
OIL CAPACITY 4oz 4oz

Now we know why each team selected the ProCharger they did, but why didn’t they go to a larger unit like an F-3? After all, you might think that bigger is better regarding this competition since it is a battle of horsepower and torque. Sipp explains, “An F-3 is way too much blower for what these teams are trying to do. It’s a full race setup and is not typically something to be used on the street. Another problem is that we do not offer a serpentine system for the F-3, which means the rules won’t allow it.” To give you an idea, the F-3 is capable of 2,100-3,400 horsepower depending on the model. With some of the factory components used in these two engines to stay under the budget, parts failure would have been unavoidable at these horsepower levels.

ProCharger’s massive F-1X looks right at home mounted up on LME’s LSX 427.

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The next noticeable difference between these two systems is the serpentine drive system. The F-1A-94 on the Coyote uses an 8-rib system while the F-1X on the LS uses a 10-rib. Sipp explains, “The 8-rib drive is sufficient for the F-1A-94 due to its simplistic drive system. The F-1X has a more complicated drive and needs the 10-rib setup.” Sipp added, “It was crucial to us that when people see these two engines on the dyno, they can call and order the systems from us that work on their vehicle.” The 8 and 10-rib systems were used because anything larger than an 8-rib would not fit on a Mustang and anything larger than a 10-rib would not work on a C6 Corvette. Both of these supercharger systems are bolt-on applications that can be ordered off of ProCharger’s website.

Here is a good look at ProCharger’s Race Bellmouth designed to increase air efficiency on the F-1A-94.

With both teams looking to make as much power as possible, ProCharger supplied them with a Race Bellmouth. According to Sipp, “The Race Bellmouth is designed to increase the efficiency of airflow to the supercharger.” This slip-on unit will not only make more power on a dyno application, but it has also been effective in adding up to 2psi of boost while on a transbrake. The Race Bellmouth is a vital tool to have when you are trying to squeeze every advantage out of your combination and could mean the difference between winning and losing.

It looks like both teams have done an excellent job selecting the right ProCharger for their specific applications. We appreciate Walt Sipp of Procharger taking time to walk us through the differences between the two systems. We look forward to the final episode to see who will come out on top between Horsepower Wars: LS vs. Coyote 2!

Backed by some of the biggest names in the automotive aftermarket — including ARP, BMR Suspension, COMP, Covercraft, DiabloSport, Dyna-Batt, E3 Spark Plugs, Holley Performance Parts, MAHLE, Mickey Thompson, ProCharger, QA1, Royal Purple, Summit Racing, TCI, Weld Racing, and others, this season of Horsepower Wars: LS vs. Coyote 2 should make for an exciting battle, so stay tuned to see how it all plays out.

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