Procharger's 6.2L Battle - Ford Raptor VS GMC Sierra - Boosted

Procharger Battle Ford Raptor Vs Gmc Sierra Engine Bays

Popping the hoods on each player reveals clean installations that don’t appear to add a bunch of clutter to the engine bays. The Ford looks a little busier for the simple fact the grille rises with the hood and allows onlookers to see the air-to-air intercooler.

Procharger Battle Ford Raptor Vs Gmc Sierra 2011 Gmc Sierra

1. Beginning with the '11 GMC, the preliminary trip across the dyno netted 332.12 hp at 5,650 rpm, with 344.85 lb-ft of torque coming in at 4,250 rpm.

1. Beginning with the '11 GMC, the preliminary trip across the dyno netted 332.12 hp at 5,

Bragging rights are a constant fought battle to determine where domination lies. Hardened warriors fight, claw, and kick trying to grasp for every inch of advantage. It's no big insider secret that Ford and General Motors have a decades-long brawl that will seem to rage on for decades more to come. With neither side showing any signs of faltering or wariness, we'll choose our side and watch the contest twist and turn through all the cheers and jeers. Not that any more competition is necessary between the two, but the thought of sending two gladiators into battle is an activity we just could not pass up.

With fairly consistent engine offering nearly identical displacements through the ages, the two have kept the gaps tight between the Blue Oval and the General faithful. Almost as if it was planned for each side's proponents to have some common ground to argue their finer points, the battle rages on for horsepower supremacy. For our test, we employed the help of ProCharger, a name well known to each player in the horsepower game and to admiring fans. What we came up with is a head-to-head face off comparing the supercharged versions of both Ford's and GM's new truck series 6.2L V-8 engines. ProCharger tested and recorded the stock powerplants on its in-house dyno before doing both intercooled supercharger installations. Once completed, it was back to the rollers for a final round of torture to sort out fact from fiction. In the blue corner we have the '11 Ford Raptor, and in the white corner we brought in a '11 GMC Sierra. Gloves up—let's fight!

2. It looked like a lot of parts to get installed in a short time frame but that pile thinned out quickly. The GM system (PN 1GR212-SCI $6,196.00) included the P-1SC-1 supercharger, three-core intercooler, larger injectors, longer serpentine belt, SCT handheld tuner, and all the brackets, tubing, and hardware necessary.
2. It looked like a lot of parts to get installed in a short time frame but that pile thin
3. Jumping right in, the electrical for the MAF was unplugged so the entire stock air intake system could be removed. Only the MAF will be reused. Also, the electric fans were pulled to allow access to the crank pulley.
3. Jumping right in, the electrical for the MAF was unplugged so the entire stock air inta
4. GM's LS-series engines have a press-on crank pulley that can spin on the crank snout when subjected to the rigors of supercharging. With the stock bolt removed, the ProCharger bolt could be temporarily installed. In the head is a guide hole in which a drill was inserted to remove enough material to fit a roll pin.
4. GM's LS-series engines have a press-on crank pulley that can spin on the crank snout wh

5. Look closely at the image and you can see the pin taking up a small portion of real estate between the pulley and the crank, effectively locking the two parts together. Once the original crank bolt was returned, there would be no way for the roll pin to ever escape.
5. Look closely at the image and you can see the pin taking up a small portion of real est
6. On the workbench, the P-1SC-1 supercharger unit was fit with the correct brackets to attach to the GMC.
6. On the workbench, the P-1SC-1 supercharger unit was fit with the correct brackets to at
7. Thanks to proper R&D work, the brackets for the kit simply bolted on in front of the stock accessory drive system. Built with 7075 billet aluminum heft, the bracket appeared to be designed to outlive the truck.
7. Thanks to proper R&D work, the brackets for the kit simply bolted on in front of the st

8. Once the supplied, longer serpentine belt was run, the ProCharger unit was cinched into position. The fully polished kit lent a racy look to the engine bay.
8. Once the supplied, longer serpentine belt was run, the ProCharger unit was cinched into
9. Next up was fitting the air dam to the air-to-air intercooler.
10. Space is at a premium behind the GMC’s grille shell, so brackets to hold the intercooler were designed to mount from the engine crossmember and support beam under the core support.
10. Space is at a premium behind the GMC’s grille shell, so brackets to hold the intercool

11. As you can see, the large charge cooler gets mounted parallel to the ground with the affixed air dam to the rear of it. As the rushing air hits the air dam, it forces the stream up through the intercooler to maximize effective cooling of the intake charge. Many years of Corvettes and F-body cars have run this exact system to get air to the radiator, so it is a well-proven method.
11. As you can see, the large charge cooler gets mounted parallel to the ground with the a
12. From there the supercharger piping was ran from the ProCharger head unit down to the driver side of the intercooler.
12. From there the supercharger piping was ran from the ProCharger head unit down to the d
13. The piping from the passenger-side intercooler outlet was run up through a hole in the stock airbox mounting plate.
13. The piping from the passenger-side intercooler outlet was run up through a hole in the

14. The final pipe in the system was put into place and then all the hose clamps were cinched tight.
14. The final pipe in the system was put into place and then all the hose clamps were cinc
15. Completing the high-pressure side of the equation was the blow-off valve and its vacuum tubing tied into a boost reference signal.
15. Completing the high-pressure side of the equation was the blow-off valve and its vacuu
16. A K&N filter was placed onto an angled adapter tube that was attached to the P-1SC-1 intake side. With the install completed, the details were handled, such as installing the engine cover and electric fan assembly.
16. A K&N filter was placed onto an angled adapter tube that was attached to the P-1SC-1 i