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Phone California 8am - 8pm
760-247-0690
Kits are available for later model cars, all other kits need to be constructed.
Stroker Engine builds engines and adds blower. If you are just looking to buy a blower you can probably find it for $100 less elsewhere.
Revolutionary Self-Contained ProChargers
ATI SC ProCharger models are the first and only gear-driven centrifugal superchargers to feature self-lubrication, and contain the industry’s most advanced technology. The best-selling P-1SC (below) 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 systems are absolutely the most powerful and reliable supercharger systems available for your vehicle. For street use or at the track, ProCharger supercharger systems will deliver absolutely the largest increase in horsepower and torque available from any supercharger system. In fact, for applications running pump gas, ProCharger systems can often deliver twice the performance gain of our nearest competitor. And thanks to the extremely low engine intake temperatures provided by ProCharger technology, ProCharger systems also provide much better engine longevity by protecting your motor from detonation. ProCharger systems are designed with a fundamental understanding of the physics behind supercharging, and are engineered to the highest quality standards.
It is this approach that allows ATI to offer exclusive features which improve both the performance and reliability of ProCharger systems relative to other products. For example, it is simply an undisputed fact that lowering charge air temperatures will substantially improve both performance and engine longevity, and ATI provides the coolest intake charge air temperatures in the industry by a wide margin. Similarly, by using CNC machining and nearly indestructable 7075 T-6 aircraft aluminum to produce the largest and strongest impellers in the industry, ATI is able to again improve both performance and reliability. ProChargers are the only superchargers to incorporate billet impellers in production models, and this is another example of ATI's technical leadership. This quality and durability in turn allows customers to have further peace of mind knowing that ProCharger superchargers are also backed by the best warranty in the industry, for the highest boost and power levels. For more information on the physics behind supercharging and the advantages of ProCharger technology.
In addition to absolutely unmatched performance and reliability, ProCharger supercharger systems also offer the following benefits to customers:
Quality
ProCharger supercharger systems 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 most 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 systems warrantied for 1 year at power levels which our competitors will not even warranty for 1 day.
Installation
Most Intercooled ProCharger systems can be installed in 8-10 hours with simple hand tools. Carbureted systems can generally be installed in 4-6 hours. All ProCharger systems 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
Unless otherwise noted, ProCharger systems for fuel-injected applications meet both EPA and CARB emmissions requirements and are classified as 50 state legal.
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. 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:
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Intercooled verse non-Intercooled 
Benefits of Intercooling
- Greatly Reduced Intake Temperature
An 85° - 200° drop in air temperature (dependent upon application) results in a more dense, powerful fuel/air charge, greatly reduces exposure to detonation, and virtually eliminates the "power fade" felt in back-to-back runs and extended pulls without intercooling
- Full Timing
This 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.  Many companies also employ "band-aids" such as ignition retard and larger injectors to run 8-9 psi on pump gas, but the resulting increase in performance is only marginal (since both of these band-aids suboptimize) and detonation is frequently still a problem.
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. 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 it pre-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.
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Item
Description |
Tube
Diameter |
Recommended
Maximum HP |
Approx. Dimensions
(W x H x D) |
| 2 Core, Standard |
2.5" |
475 |
18 x 12.5 x 3 |
| 2 Core, Standard |
3.0" |
550 |
18 x 12.5 x 3 |
| 2 Core, Sport Compact |
2.5" |
475 |
18.5 x 10 x 3 |
| Twin Highflow |
2.5" |
800 |
11 x 9 x 3 |
| Twin Highflow |
3.0" |
900 |
11 x 9 x 4.5 |
| 3 Core, Standard |
3.0" |
825 |
27 x 12.5 x 3 |
| 3 Core, Race |
3.0" |
950 |
27 x 15 x 3 |
| 3 Core, Race |
3.5" |
1050 |
27 x 15 x 3 |
| Air to Air, 1300 HP |
3.5" |
1300 |
27.5 x 12 x 4.5 |
| Air to Air, 1550 HP |
4.0" |
1550 |
27.5 x 12 x 6 |
| Air to Water |
4.0" |
1800 |
9 x 19 x 13 |
| Air to Water |
4.0" |
2200 |
13 x 25 x 13 |
| Universal Tube Kit |
3.0" |
950 |
|
| Universal Tube Kit |
3.5" |
1300 |
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*http://www.treadstoneperformance.com/view.phtml?f_cat=Intercoolers%3A+Treadstone+Intercoolers%3A+Intercoolers |
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Intercoolers make more power due to allowing the use of more boost.
For example at 8.5:1 on pump gas run 12lbs boost. With the intercooler 20lbs.
The cooler cost about $1000 a street blower about $2400.
So let's take a 400bhp motor add an uncooled blower with 10lbs boost (8.8:1 cr) make 40% more power 560bhp. The blower P-1 cost about $2700 with parts. The extra 160bhp cost $16.87 per bhp. Adding an intercooler and increasing the boost and making total of 75% more power 700bhp with a total cost blower, cooler and parts $3700 works out to $12.33 per bhp, better value.
A larger F-1 or F-2 requires a larger high priced intercooler, water injection can offer some major advantages over air-air intercoolers.
A complete water injection system cost $900 and is easier to install than an intercooler.
Further it can be used to make more power as it helps reduce detonation even more than an intercooler.
How much boost should be used?
If the motor is tired it won't tolerated as much boost as a fresh motor.
If you upgrade to forged pistons and stronger rods and possibly a steel crank you can push the boost toward the detonation limit.
Compression ratio will be the ultimate determining factor.
An LT1 engine is rated by ATI to be able to handle 7-8 PSI for a fresh motor. A motor with more than 20,000 miles on it might not like more than 7psi, but it really up to you. You can allow the motor to detonate and pulling ignition timing out to compensate for too much boost will loose more power than lowering the boost a pound.
Get advice before making your purchase.
What the Differences Between the P-1SC and D-1SC?
The housing are the same, but the D-1SC has heavy duty bearings. The main difference is the helical impeller in the D-1SC, as opposed to the radial impeller in the P-1SC. The helical impeller provides for a sharper boost curve (more boost at lower RPM). The radial impeller in the P-1SC provides a smoother, flatter boost curve and is more appropriate for milder applications like street driven cars. The flatter curve means a more gradual boost increase as the RPMs increase and easier wheel sin control. For stock or mildly modified motors, the D-1SC is quite often makes too much boost, even with the lowest pulley ratio. ATI generally specifies that the D-1SC is for modified motors only. Sometimes use the D-1SC with the right pulley to reduce boost and because the D-1SC is more efficient and therefore does not need to work as hard or make as much heat, you might choose to go with the D-1, but keep in mind heat is manage with the correct inter-cooler.
Get advice before making your purchase.
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More BHP requires More Blower, larger with greater boost capacity, as such the price goes up.
P-1SC Beginning size. D-1SC stepped up with helixed impeller - 930 hp.
C-2 This is a smaller blower, but still supplies enough boost for 700 hp
The next size up, required to make F-1 1050hp & F-1R1 300 hp
F-2 Bigger, badder make 1600 hp!
F-3 & F-4 The gloves come off, 2000 plus hp. Gasp!
Model Specifications
Pricing changes so I don't list my price to you, but I will offer you the best price I can.
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PC Performance Blowthru Carburetors
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Water injection system
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ProCharger Video Page