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ProCharger superchargers are the most powerful and reliable supercharger kits available for your vehicle.

About

Quality
ProCharger supercharger kits are produced from the finest materials available. All castings are poured from "virgin" 356 aluminum alloy and heat-treated to a T-6 hardness before CNC machining. ATI's exclusive billet impellers are machined from 7075 T-6 aircraft aluminum, while the super precision bearings used in all ProCharger models are made in the USA, and are of a consistently higher quality and speed/load rating than those used by any of our competitors. In fact, ProCharger superchargers are so reliable that they are used as standard equipment by many leading boat manufacturers in the extremely demanding marine environment. 

Complete Systems
​Fuel-injected automotive and truck ProCharger Systems are generally 100% complete, with all the components needed for an attractive, OEM-quality installation. An exception is larger fuel injectors, as some systems exclude these, especially if larger fuel injectors are only needed for upgraded boost and power levels. All hardware is of the highest quality, and fuel-injected systems include a high-flow external fuel pump as standard equipment if necessary for proper fuel delivery. Carbureted systems are complete with the exception of the carburetor and fuel system, which depend upon an individual's specific motor and performance needs.

Warranty
ProCharger superchargers are absolutely the most reliable (have the lowest failure rate) in the industry, and are backed by the industry's best warranty coverage. It is not uncommon to find ProCharger kits warrantied for 1 year at power levels which our competitors will not even warranty for 1 day.

Installation
Most InterCooled ProCharger kits can be installed in 8-10 hours with simple hand tools. Carbureted systems can generally be installed in 4-6 hours. All ProCharger kits contain extremely thorough installation instructions with plenty of photos, illustrations and diagrams to help ensure a successful installation. ProCharger systems are also supported by the industry's largest and most knowledgable network of dealers.

Emissions
Many ProCharger Complete Intercooled Supercharger Systems meet both EPA and CARB emissions requirements. To verify the ProCharger offering for your specific application has emissions approval please contact your ProCharger Dealer or you can also verify EO numbers at http://www.arb.ca.gov/msprog/aftermkt/devices/amquery.php

 

Overview

Unmatched Technology

Thanks to relentless innovation, ProCharger technology is generations ahead of the competition. Our exclusive, patented, self-contained, gear-driven centrifugal superchargers eliminate tapping into your oil pan, run cooler and produce more power than any of our competitor’s products. Our impellers are created with aircraft grade 7075 T-6 aluminum alloy for tremendous strength and performance. The top tier material used in the construction of every ProCharger billet impeller and compressor housing allows us to use higher step up ratios than the competition. This in turn allows increased boost levels and superior overall performance than other offerings on the market. Because of this unwavering commitment to excellence, ProCharger is the only manufacturer of self-contained superchargers offering a 3-year warranty to ensure years of trouble free performance.

Intercooled Supercharging

ProCharger pioneered intercooled supercharging years before others and still offers the most effective, reliable and highest flowing intercoolers. These deliver the lowest charge air temperature available for maximum engine longevity and efficiency, with zero maintenance. We also offer the broadest range of intercoolers of any supercharger manufacturer. This ensures the right product for your power level and type of use.


Integrated System Design

Our industry leading team of design engineers utilizes the most advanced technology to ensure maximum performance from our complete supercharger kits. Each of these systems has been individually crafted to match your vehicle exactly. We ensure every facet of the installation provides the parts you need to ensure a trouble free experience. All ProCharger kits feature matched superchargers and intercoolers to provide the coolest charge air temperatures available. Please note that unlike other companies, ProCharger system design locates both the supercharger and intercooler in a fresh air stream, away from the detonation causing and power robbing heat of the engine. We also provide all tubing, brackets, hoses and hardware. Where needed, fuel pumps and reprogramming for your cars systems are provided to ensure maximum results and reliability. Before any ProCharger system is made available, it must pass a rigorous series of performance testing hurdles. All of our applications are proven on the dyno, in the lab and on the track before we will bring it to market.

ProCharger SuperChargers
supercharger impeller


Supercharger quality from the Innovator and Leader

ATI’s self-contained (SC) ProCharger models are the first and only gear-driven centrifugal superchargers to feature self-lubrication, and contain the industry’s most advanced technology. In addition to the patented self-contained oiling design, SC ProChargers also feature the highest step-up ratio, exclusive billet impellers, and the industry's only billet gearcases for superior rigidity, sealing and appearance. These proven self-contained ProChargers, introduced in 1999, were designed specifically for internal lubrication and have become the industry standard.

The best-selling P-1SC-1 shares many of the design elements which deliver the record-setting durability and performance of ProCharger competition superchargers, and is also quiet and street legal. With their rugged design, these ProChargers are the only self-contained superchargers durable enough to be backed with a 3 year warranty and powerful enough to harness the benefits of intercooling.

The patented SC design eliminates the need for oil lines and punching a hole in the oil pan, thanks to an exclusive oil pump. This pump aerates the oil to create the oil mist lubrication required for the ProCharger’s precision bearings and gears. This oil pump (aeration pump) does not require priming at start-up, and oil changes are required only every 6,000 miles. Additionally, instead of being forced to utilize engine oil or the grease in sealed bearings, SC ProChargers are lubricated with an extremely high quality synthetic oil which is specifically engineered for high speed use, and produces the least frictional heat and parasitic load. The self-contained design also eliminates the heat that is transferred to a supercharger by engine oil in oil-fed applications, and avoids the risk of clogged supercharger oil lines, oil drainage problems, or engine oil leakage.

By combining advanced supercharger transmission design with the highest quality oil, SC ProChargers produce a larger net power gain because they run cooler and consume less power than comparable oil-fed designs. SC ProChargers also feature an internal step-up ratio of 4.10:1 for improved belt tracking and traction, and maximum low-rpm boost and power.

procharger supercharger

Thanks to this new technology, the industry leading power and durability of gear-driven centrifugal superchargers is now available without tapping into the engine oil system. In addition to the street-legal SC models, F-1 through F-4 supercharger models are available for racing applications in the 800–3,500 hp range. These F-1 through F-4 models are also self-contained, but contain higher step-up ratios for the higher boost (20–50+ psi) and airflow levels required for competition usage.

intercooler effeciency

Intercooled Supercharging ATI introduced the industry's first intercooled supercharger system nearly 3 years before its nearest competitor, and is still the only company that offers intercooling as an integrated solution rather than just an after-thought. Intercooled centrifugal supercharging is simply the most sophisticated, reliable and cost effective method for substantially increasing the horsepower and torque of your vehicle. Because intercooling removes heat, increases air/fuel density and allows the use of factory (or close to factory) ignition timing, a well-designed intercooled supercharger system will produce far larger power gains than a non-intercooled supercharger system, especially for fuel-injected motors running pump gas. And after three years of saying that intercooling doesn't work, even our competitors now agree with this.

The Fundamental Solution

All non-intercooled superchargers operate with an intake manifold temperature in the general range of 115° - 200° above ambient (outside air) temperature at 8 psi of boost. At the same boost level, an Intercooled ProCharger operates at only 28° above ambient! This tremendous advantage from cooler air is just like the difference between driving your car on a cold winter's day vs the blistering heat of summer! Thats a real advantage that yields real performance. It helps to understand that no supercharger alone will ever begin to match the system efficiency of an intercooled supercharger system. This is simply because compressing air creates heat, as dictated by the laws of physics (Boyle's Gas Law). Even in the case of "perfect compression" (100% adiabatic efficiency, which is physically impossible without an intercooler - see chart), air temperature would increase by approximately 71° at only 8 psi, while the lower (40-80%) efficiencies of all non-intercooled superchargers produce substantially higher temperatures. Intercooled ProCharger systems are the fundamental, OEM solution - because not only is less heat created when the air is compressed, the majority of this heat is actually removed through intercooling. 

The bottom line is that intercooled boost is substantially more powerful and safe for your engine than hot, non-intercooled boost. Now that technology has developed to the point that gear-driven superchargers are powerful enough to reliably blow through an intercooler, it simply doesn't make sense not to intercool, especially for fuel injected applications running pump gas. In fact, for high compression engines or continuous duty applications, such as marine or towing, intercooling is absolutely essential for reliability.

In basic terms, compressing air creates heat, while intercooling removes heat. The illustration above may help to further explain the tremendous impact of intercooling upon supercharger system efficiency and engine intake temperatures:

Benefits of Intercooling

Greatly Reduced Intake TemperatureAn 85° - 200° drop in air temperature (dependent upon application) results in a reduced exposure to detonation, and virtually eliminates the "power fade" felt in back-to-back runs and extended pulls without intercooling

Full TimingThis reduction in temperature allows you to run factory (or close to factory) timing, and avoids the substantial horsepower loss inflicted by excessively retarded ignition timing 

More Low-End Boost and Horsepower: The intercooler also acts as a passive wastegate, flattening the boost curve at higher rpm's and allowing more boost to be dialed in at lower rpm's

An Expanded Power Band: Full timing and forced induction keep the engine pulling hard to the redline

More Boost: Not only will you experience the above benefits at any boost level, you can also safely run substantially more boost when intercooled! 


Reliable High Performance

Clearly, the only type of performance that matters is reliable performance, and detonation is the single biggest threat to engine reliability. The boost range for reliable performance, without detonation, can be determined by looking at the type of supercharger technology being considered, and the compression ratio of the motor. With a lower compression ratio, an engine can safely handle more boost, everything else being equal. Similarly, if the temperature of the compressed air is lower, an engine will have a much higher detonation threshold (the point at which fuel ignites without a spark), and will be able to safely handle more boost. The chart below helps to illustrate how the overall efficiency of the entire supercharger system can be increased by both leading edge supercharger efficiency and the use of intercooling. Simply locate an engine's compression ratio at the bottom of the chart and trace upwards to determine the maximum reliable boost level. The amount of heat produced (adiabatic effiency) by each supercharging technology is what determines the boost limitation. While gear-driven centrifugal is clearly the superior supercharger technology, it is also clear that the biggest benefit comes from intercooling. These calculations assume moderate timing, 92 octane pump gas, and a good supply of fuel to the cylinders. 

As mentioned previously, detonation is the single biggest threat to engine reliability. It is heat and detonation that cause blown head gaskets and burned pistons, not boost. Achieving maximum performance from a given engine while avoiding detonation requires the right combination of intake air temperature, timing and fuel quality. For example, without intercooling a stock 5.0 with 9.5:1 compression ratio can only hold 5-6 psi of boost before detonation becomes a problem. The only way to safely run more than 6 psi of boost and still make a meaningful increase in power without an intercooler is by using racing fuel to avoid detonation. 

intercooler chart
Detonation
 

We've all heard of this, but what is it? Detonation, or engine knock, occurs simply when fuel pre-ignites before the piston reaches scheduled spark ignition. This means that a powerful explosion is trying to expand a cylinder chamber that is shrinking in size, attempting to reverse the direction of the piston and the engine. When detonation occurs, the internal pneumatic forces can actually exceed 10x the normal forces acting upon a properly operating high performance engine. Detonation is generally caused by excessive heat, excessive cylinder pressure, improper ignition timing, inadequate fuel octane or a combination of these. Of the previous, excessive heat is usually the culprit. 

detonation

As an engine is modified to generate more power, additional heat is produced. Today's pump gas will only tolerate a finite amount of heat before itpre-ignites and causes detonation. Although forced induction engines usually produce far less heat than comparable naturally aspirated high compression engines, the cylinder temperatures in intercooled engines are radically cooler yet. It is rarely boost that causes detonation, just unnecessary heat. An intercooler is such a natural solution for forced induction, that in almost every OEM application, intercooling is part of the package.

 

 
intercooler
 

Air vs Water

 

Accessible Technologies manufactures both air-to-air and air-to-water intercooler systems, and the guidelines for their usage are fairly straightforward.

For automotive street applications, air-to-air technology is easy to install, highly effective, extremely reliable since it has no moving parts, and requires no maintenance. Air-to-water intercooler systems, on the other hand, are much more difficult to install as they contain an intercooler, a separate radiator to cool the water, a water tank, and a pump. But probably the biggest drawback to air-to-water on the street is that this technology requires the addition of ice to match the efficiency of air-to-air technology. Additionally, the requirement of ice and the possibility of pump failure or leakage means that air-to-water is also inherently less reliable.

For race-only applications, air-to-water works well since the need to add ice at the track prior to each run is not a big drawback. The other issues are the same as listed above for street applications, and efficiency will be comparable with the use of ice.

For marine applications, air-to-water is the preferred technology, for three primary reasons. First, the installation of a pump and radiator are no longer required (the lake or ocean is the radiator, and boats already have a water pickup/pump). Second, ice is not required, given the availability of massive amounts of cool lake or ocean water into which heat can be transferred. And finally, since boat engines are typically situated in the rear rather than in the front (like most automobiles), it would be very difficult to find adequate airflow for an air-to-air intercooler in the back of the boat.