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Ivoidwarranties last won the day on February 27 2016

Ivoidwarranties had the most liked content!

About Ivoidwarranties

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  1. Waiting for picture.
  2. The ones in the SHR pics are from DTP which I think he got out of Canada from Erwin. Tim's pulley's are nicer and came a couple years later.
  3. I'm using the 8 rib pulleys off the 03-04 Cobra Whipple setup. That's what I was told a couple years ago and still working. Don't know about the Camaro offset, maybe they are the same.
  4. I'm helping my dad install a Procharger D1-SC and the coolant reservoir confuses me. Is it a reservoir for makeup? It's obviously going to be pressurized because that is where the cap is located. The overflow tube dumps to the ground and that's not right at all. I know that is how it is designed but that's a pretty piss poor design. "Let's take really slippery fluid and dump it right under the car." What do most builders and shops do to correct this wrong? Install a dump tank?
  5. Super common issue. All the supercharger kits on the market should replace the plastic idler on the water pump with a metal pulley.
  6. Since the Whipples haven't even shipped yet there's not enough information out there to say one way or the other. That claim of 30 - 150 more horsepower is a bit much. After talking to a few of the shops doing the testing, it's probably closer to 30-100hp more. And as for the D-1X, I talked to two different guys at ProCharger last week about a kit for a 2007 300C. They both advised against it for a street car claiming it was designed for racing and, "light weight and high rpm cars. Like a Corvette running to 7000rpm." Their words not mine. They suggested the D-1SC as the power is available sooner Where the D-1X really doesn't start coming into it's own until after 5000rpm.
  7. No different than ProCharger adding a charge for upgrading from the D-1SC to the D-1X.
  8. Not sure if you guys have heard, but Whipple is now taking orders for their Gen 3 2.9L superchargers. It's a $200 upgrade if buying a new kit. It'll cost you $3900 if you want to buy a new head unit to replace your Gen 2. I've been doing a lot of research on this and there simply isn't enough data out there yet, but it looks like it's not worth the upgrade for guys who are already running a Gen 2 unless you're out of pulley or maxed out on rotor speed. If anyone knows anybody thinking about getting a new Whipple kit, I would give them $1500 (+$200 for the cost of the upgrade) if they would swap me their Gen 3 head unit for my Gen 2 head unit. Spread the word please. My head unit has a couple hundred miles on it at best. https://www.svtperformance.com/2017/09/21/whipple-2-9l-gen-3-rotor-upgrade/ https://www.autoevolution.com/news/gen-3-whipple-29l-supercharger-rotor-upgrade-promises-at-least-30-rwhp-more-120662.html http://www.fordnxt.com/news/whipple-cranks-up-the-boost-with-its-gen-3-blower/
  9. The end of the Nascar truck series started the turn.
  10. Anybody else ever been to that Arrington building? It was designed and built back when they were doing the Mopar engines for the Nascar truck series. The building was awesome, management, not so much. I hope someone can go in there and use that place to even half it's potential.
  11. Thanks. I learned a lot over the last couple days. I just got off the phone with Drew at ProCharger and this is what he told me. 1. The D-1X is more efficient at higher rpms and really starts to get in its zone after 5000rpm. It gives up a little in the midrange. For a lightweight car like the corvette that revs to 7000+rpm this is great. For a heavy car that revs to 6300rpm, the D-1SC is probably the headunit to have. 2. If there are helical gears in the headunit, the serial number will be followed by "-H." 3. The quietest blowoff valve is the standard one that comes with the kit called the Proflow and that's because you can put a filter on it to muffle it a little. 4. At some point in time, usually around 650-700hp (different for all setups), you have to go with a red race valve to release the volume of air you're producing. There are two versions of the red race valve. An open port design and a enclosed version that has a port that a hose can be attached to. Possibly allowing you to redirect the air and noise. 5. There is little information on the "Race Intercooler." It's a $375 upgrade but since it's not a true bolt on, he didn't know if it would fit. I have to find pictures of this thing and see if it will fit on a 2007 300C. 6. All my drivability and streetability questions are tune dependent (which I already kind of knew).
  12. We are thinking about doing something with my dad's 2007 300C SRT8. It runs and drives absolutely great and put down 400 at the wheels a few months ago. There's probably another 20hp available above 4500rpm if we got the tune dialed in better (it's a little rich). It has ported heads, a cam from Stu at Inertia, ported intake, 3.55 gears in a Getrag, my Jeep torque convertor, a Stage II valve body, stock exhaust manifolds/magnaflow midpipe/Corsa exhaust. It has good power down low. We are looking for more power now particularly past 4500rpm. We like the idea of a stroker but know that's limited to 500-550rwhp. We like the idea of a ProCharger but have a lot of questions. Why does everyone suggest a D-1 over a P-1? I keep hearing "room to grow," and understand that but why would anyone get a P-1? Is there any advantage of the P-1? How are the ProChargers for drivability? Do they transition to boost smoother than a pd blower? Is there anyway around a loud blowoff noise? A Hellcat Charger might be in his future but we want to explore our options.
  13. Hopefully they come out with an adapter as well. It wouldn't hurt to call A2Speed and tell them exactly what you want. Push them in the right direction.
  14. What size is the Corsa on those exhausts? The Jeep Corsa is a 2.5" but it necks down pretty good at the inlet of the resonators even more. The Kooks are 3" outlets with no cats. When the 2.75" pulley was installed in place of the 3.25", the Jeep wasn't responding right. I think they fought it for a couple days on the dyno and it wasn't until they disconnected the cat back that it finally behaved the way they expected.
  15. I have changed a few things around and I'm way behind on updates. The Jeep is currently at MMX getting the tuning finalized. The conqueror transmission was upgraded to a super pro. The cat-back exhaust is being redone now. The Corsa was good up to 700hp and then became the restriction. I should have known better, I made a mistake overlooking that. MMX will be building me a custom 3" exhaust from the Kooks back. I had them put in DSS axle shafts and install my front wavetrac while it was there as well. Waiting on it to get finished up there before I work on a couple other things I had planned for it. Good news is it's running well. I post some more up when I get it back or have more to report.