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Getting at the crank pulley was no easy task, but having the Dynojet’s raised platform made access to the pulley and balancer assembly a lot easier. Unfortunately, the crew discovered that the pulley selection ProCharger sent wouldn’t generate the desired 25 pounds of huff; 20 pounds was the maximum level the pulleys would accommodate. The crew also decided to put more timing in for the final run.
This is what the ProCharger F3 blower looks like with the volute (the snail-looking thing) removed. The impeller is the heart of a centrifugal supercharger; it determines the ultimate rpm level and airflow the blower can produce. ProCharger builds its impellers from aerospace-quality billet aluminum. They can spin faster and handle extremely high loads better than standard cast aluminum impellers, and are lighter to boot. That means the F3 can generate more boost and airflow with less stress—and without the impeller shattering into thousands of engine-destroying aluminum shards.
Paydirt. The final run of the day provided a very satisfying return for the effort expended—1,479 horsepower and a smidge over 1,070 foot-pounds of torque at the rear Mickeys (yeah, the dyno chart says 1,461 horsepower, which was the dyno version of an accounting error). Assuming a 25 percent power loss through the drivetrain, those numbers translate to 1,848 horsepower and 1,250 foot-pounds of torque at the flywheel—and all on 20 pounds of boost. You know what all that power did at Drag Week; now you know how it was made.