0ProChargerTech

It goes without saying that the C7 Corvette Stingray launch was likely one of the most anticipated platform launches
in recent years. You couldn't open a magazine, or an Internet browser without hearing about the new Corvette.
Needless to say all of us here at ProCharger felt the exact same, and could not wait to get these C7's running around
with some "unnatural" aspirations. So now that the engineering dust has settled, we are pleased to announce the
release of the 2014+ C7 Corvette ProCharger Supercharger System.

So here we go … you asked and we listened.

The most rugged bracket possible--DONE.
A dedicated 8rib drive with the most belt wrap--DONE.
The biggest and most effective intercooler, with the lowest pressure drop--DONE.
Easy, OEM-looking install, without cutting or trimming--DONE.
A system that can go above the standard HP offering--DONE.


With 20 years of designing supercharger systems under our belt, the energy surrounding ProCharging these C7's was
truly amazing. The C7 system design started as a 100% clean slate approach, with the simple theme of "over engineered"
to be used throughout. Obviously we knew that these cars would instantly be in the 650+ HP range, however we knew
that it wouldn't be long before people were pushing the limits of these LT-1 motors well into the 1300+ HP range. Even
though not everyone will push these kits past the factory 7 psi boost level, its nice to know that everything has been
designed to go WELL beyond that, from the bracket design, intercooler, all the way down to every nut and bolt.

This system is not only ready to go beyond three times the LT-1's base power output, but also was designed to be hands down
the easiest Corvette supercharger system install we have ever offered. (4-5 hour install time) So lets start taking a look at
each part of the system, and what makes this Procharger system the best bolt on for these new C7 Corvettes.

Bracket System:

Optional Polished Finish


Optional Black Finish


Starting from GM engine CAD models, ProCharger made the CNC chips fly to create a one-piece billet design utilizing existing,
robust mounting points on the LT-1 motor for maximum holding force. This system will firmly hold head units ranging in size
from a P-1SC-1 up to even an F-2 head unit–that’s right, we said F-2! (Obviously we don't condone running an F-2 with a 8rib)



Absolutely no relocation of any OEM parts is needed–no fluid systems are opened up, and the ABS module and lines stay
in the factory location. This not only speeds up the install, but it also ensures that all factory braking, cooling, and oiling
systems on the car work just as GM intended.





Knowing 1300+ HP C7's were just around the corner, ProCharger wanted to make sure this system offered an 8-rib
dedicated belt drive system out of the gate. Using a patented crank pulley design, we are able to adapt a 8.125" supercharger
drive pulley onto the factory harmonic balancer, without having to drop the steering rack or pin the crank (balancers are already
pinned from the factory). The ProCharger crank pulley works by using a system of "cam-locks" to securely grip the factory
balancer, taking the load off the crank bolt, and ensuring years of service without worry.

** For Built Motors, an AFTERMARKET SFI Balancer upgrade option is available as well



Combining this 8.125" crank pulley with a multi-position, fixed idler near the supercharger pulley, the system was designed
for maximum belt wrap. This ensures maximum belt traction as the power levels of these systems get pushed well beyond
the factory 7psi system offering.



Even with the best belt wrap possible, the tensioner system still needs to be up to the task of holding drive power without slippage.
ProCharger's tensioner is unique in design in that its not only spring loaded, but also allows the customer to add as much
pre-load adjustment as they want into the belt. This tensioner has already been proven to support 1300+HP when used
with dedicated 8 rib belts, so handling the factory 7 psi is no stress at all.

You can also change the pulley and 8-rib belt without removing the bracket or the supercharger.

Intercooler System:



GM spent a great deal of time on the airflow design of this new C7, from the front fascia to the inlets for the coolers on the
rear fenders. With this in mind ProCharger knew that an off-the-shelf intercooler wasn't going to cut it, and that something had
to be designed specifically for the C7’s horsepower and cooling needs.

During the initial design process, we looked to see if an adequate intercooler could be installed without the removal of the
front bumper, however knowing the power levels these C7's would be pushing, and how easy the bumper is removed (Thanks again GM)
it was determined that it wasn't possible to fit an adequately-sized intercooler without removing the front bumper.

So starting with a fresh core design, the cross flow section was increased in size to eliminate pressure drop as much as
possible, while retaining cooling capacity. Just how big is this intercooler you ask? How does 972 cubic inches sound?
That’s right, almost 1000 cubic inches of core volume alone, attached to end tanks also designed specifically for the C7.



Now we know that Corvettes get used for almost everything under the sun. Some cars are daily drivers; others are used on the
road course, and finally the track cars tearing up road courses across the US. With that in mind, we knew that some flexibility
in the intercooler mounting would be welcomed, so both Vertical and Horizontal mounting of that massive intercooler is possible.

No matter which version of the intercooler the system is ordered with, it comes with only three pieces of preformed-silicone
charge tubing–from the supercharger to the intercooler, and the intercooler to the throttle body. We wanted this to be
the easiest ProCharger kit to ever be installed on a Corvette, as well as helps create the best airflow possible, and also eliminates
any chance of tubing causing rattles or vibrations.




Animation


Inlet Options:

At the time of purchase the customer can opt for either the standard inlet, which adapts to the O.E. air box using a
CNC billet adaptor plate, or the "Race" inlet for higher HP applications needing a filter with more surface area.

Standard Inlet


Race Inlet


MORE DETAIL SHOTS OF OEM inlet.
Key Items:

No cutting or trimming of Factory Parts
CNC Billet adaptor to mate to factory box
Rugged powder coated finish
High Flowing Replacement filter

*Race Inlet also doesn't involve any cutting or trimming, includes powered coated tubes, and High Flow Filter.





Tuning:

Tuning for full systems is included with the 7 psi stock system offering. This comes in the form of a simple-to-use hand held
programmer. With long-term reliability in mind, these tunes are set up conservatively from ProCharger to account for fuel
variations across the country. As always, more power can be had from the base system, with custom tuning from your dealer
or tuning shop.

Reversibility:

ProCharger knows that there is always a chance that someone might eventually sell their Corvette and want to return it to stock.
With that in mind, every piece of OEM plastic that would have to get trimmed is already supplied with the kit. Not only does
this drastically speed up the install, but also ensures that the you can return the car to 100% OEM stock, using the original
GM-factory pieces.

Power and System Wrap Up:

With all the different options C7 Corvettes can come with (auto or stick transmission, wet-sump or dry-sump, Z51), ProCharger
has made sure to have you covered with a system designed for each and every version.



Horsepower with the standard kit on 7 psi and pump gas is 635+ HP with conservative factory tuning, and easily up to 650+HP
with custom tuning for local fuel types. Depending on camshaft modifications, heads, and fuel type, the sky is the limit
after that–we can't wait to start seeing just how far our customers can push this new platform.


Pricing:
Please contact an Authorized dealer for more specific pricing.
To find a dealer please use our website, or call us at 913-338-2886

Accessible Technologies, Inc is located in Kansas City, where all ProCharger systems are 100% imagined, designed, and
produced right here in the U.S.A. We look forward to earning your business, and adding to the ever-growing ProCharger Family!

Happy Boosting,
ATI ProCharger


*****************Intercooler Data Testing ADDED***************************

OK, this is going to be a LONG post, but is well worth the read to understand the amount of work that went into making sure that not only does the ProCharger vertical intercooler out perform any air to air currently offered, but also to ensure the horizontal was nearly identically matched, and had NO draw backs what so ever.

We thought we would do a more "technical" blog than usual, and offer some insight into the testing that goes into intercooler development. Here we'll illustrate how we use "real world" data to evaluate how the aerodynamics of a vehicle's body affect the performance of an air-to-air intercooler.

In previous C7 Corvette blogs we talked about core design and track testing, so this time we're going to focus more on what "track testing" means, and how different versions of the intercooler are evaluated.



When ProCharger began R&D for the C7 Stingray supercharger system, we determined that a "one-size-fits-all" approach to the intercooler was not an ideal solution. Lets be honest, the Corvette is not a "one-size-fits-all" performance vehicle, given the variety of racing mediums customers use them in. To ensure a customer has the ultimate air-to-air intercooler for their needs, two versions of the intercooler system was created (Vertical and Horizontal.) Customers using their C7's for 1/4 mile drag racing or standing mile racing, can benefit from our outstanding vertical intercoolers advantages. And those using their cars on a road course application, will prefer our horizontal intercooler, that allows maximum engine cooling for long durations.

So lets dive into what steps were taken to ensure both of these ProCharger air-to-air intercoolers for the C7 were the undisputed industry leader.

LOCATION: First and foremost we knew it would take both a road course and drag strip to collect the data we needed for proper evaluation. The Heartland Park racetrack is located close to the ProCharger facility and offers up not only a world-class road course, but also an NHRA drag strip. This allows us to test the same car on both tracks, on the same day, with the same weather and conditions (thus eliminating changing variables that could otherwise skew the performance data).

(Full Complex Arial View)


(Road Course Layout, used for Testing)


Click on this video below, and use the MAP above, and you can see that we used this track layout so that we didn't cross over the drag strip going into turn #1. That way we could do testing on both tracks at the same time. (We were testing the C6 upgraded larger intercooler on the drag strip, while the C7 was out on the road course)

CLICK IMAGE FOR VIDEO





DATA COLLECTION: Three separate laptops were on board recording nearly every engine parameter (that's right THREE separate data acquisition systems), as well as pressure and temperatures at different locations on the supercharger system. For good measure we also used video and photography to capture aerodynamic effects.



(It took 3 laptops on board to capture all data each run)


TEAM: We wanted to keep the amount of cool down time between laps and passes constant, so each time the car would come in from a track session, all the vehicle data had to be logged and saved, and the entire intercooler system had to be swapped to test each design. To make sure all this happened quickly and consistently, a team of ProCharger staff worked feverishly with the skill and speed of a professional endurance race team.

(Changing Intercoolers)


DRIVER: All the testing equipment in the world will do no good if the driver can't perform consistently on each pass and lap, and ProCharger is lucky to have AMA and ASRA licensed road racer Walt Sipp on our sales staff. Lap after lap, hour after hour, Walt's driving abilities allowed him to push the Corvette to the limit, yet still retain consistent precision.

(Walt prepping before testing)



**************************************** **********

Now for the test results, starting with the Vertical intercooler and followed by the Horizontal variations tested.



Vertical Intercooler Testing: Absolutely lowest IAT's, PERIOD. With a nearly non-existent pressure drop, the Vertical intercooler option is perfect for high-HP street cars, whether on the drag strip or long pulls down the highway. However, with the stock radiator and engine cooling system, this unit may not be ideal for road-racing with extreme multi-lap sessions at wide open throttle. Enter the Horizontal intercooler option.

(Vertical Intercooler)


**************************************** **********

(135mph entrance to turn one)


Horizontal Intercooler Testing: We tested several versions of scoops, flaps, diffusers, etc to determine what the best fitment and the most effective cooling. Though none of the Horizontal intercooler options tested (regardless of flaps, scoops, size, etc) could match the Vertical intercooler's low IAT's, the Horizontal intercooler still has its merits--some of the versions that stood out from the rest are illustrated below ...

(Horizontal Intercooler)



First Test Group:
3.5" thick ProCharger cores (to mimic competitors' available units)

A. Enclosed scoop, forward-facing, top of core
B. Factory flap, behind core opening

Second Test Group:
4.5" thick ProCharger cores

(C) No scoop/flap, just open hole to ground
(D) Factory flap, behind core opening
(E) Factory flap, in front of core opening
(F) Extended flap, behind core opening
(G) Extended flap, in front of core opening
(H) Enclosed scoop, forward-facing, bottom of core
(I) Enclosed scoop, forward-facing, top of core
(J) Enclosed scoop, forward-facing, bottom of core, extended
(K) Multi-vane wings, forward-facing, bottom of core
(L) Multi-vane wings, rear-facing, bottom of core

So what does this all mean? Here is a quick breakdown of the notable tests, with images of a few of the options tested.


(A) and (I) = Poor Performance
Testing of these units had to be aborted due poor IAT's and ECT overheating, likely due to the amount of air the scoop steals away from the radiator just behind it. No test session could be completed due to engine coolant temps putting the engine at risk after just a few laps. (Both core sizes)




(H) and (J) = Moderate Performance, Bad Aerodynamics
These units performed well in terms of IAT's and ECT, however aerodynamic problems occurred above 115+ mph. The nose of the vehicle would lift causing "push" when cornering, and the braking transition was sketchy. For safety reasons, no testing about 135 mph was performed.




(D) = Good Performance
This was the first unit to ship with our systems and performed well. However, the intercooler flaps that are intended to route air toward the core create a ground clearance issue for lowered vehicles, and have a tendency to lay over at higher speeds. The IAT's and ECT also performed adequately, though not the best of the options we tested.




(L) = Best Performance
This unit could spend all day on the road course (at least until you ran out of gas, tires, or brakes). The IAT's stayed exactly the same on each lap, the ECT stayed exactly the same (stock), no aerodynamic changes of the car were observed, and great ground clearance was achieved (even on lowered C7's). This version wasn't too far behind the Vertical unit in terms of low IAT's and it has the same high-flowing core as the Vertical with nearly no pressure drop. This is the perfect unit for cars that will be at WOT for long periods of time, and/or in harsh, high-heat climates. Even though the unit is drawing air from underneath the car, the ground clearance is still close to factory.



(Shown with intercooler)



So there you have it, a glimpse into the real-world testing and R&D, with data to back it up. For more than 20 years, ProCharger supercharger systems have been a premium product, consistently proven to be the top performer on the drag strip, the street, and the road course!

If you are looking for the Ultimate Power Adder® for your C7 Corvette Stingray at power levels from 650-1200+ HP, look no further and call ProCharger today at 913-338-2886.

If you already have a ProCharged C7 that you want to share with the world, please check out our FACEBOOK page, or tag us at @procharger

(Aftermath of only a few laps on fresh tires)

Theta

Out of curiosity, are you using the inTune for the handheld programmer?

Katech_Zach

Looks great. We can't wait to start installing.

Unreal

Not a fan of that screw adjustment on the tensioner. Seen too many PC kits bend that and need it replaced.

Other than that looks pretty good.

Detoxx03

Kit looks great and thanks for providing a good bit of info. Looking forward to seeing what the C7's do with ProChargers.

0ProChargerTech

We have a few different loading methods we have been evaluating/using though at this time have not chosen which will be the final decision. In the past we have primarily used SCT handhelds on GM's for our loading platform, and Diablo for the DCX systems.

No matter which handheld is used to load, the operating system is standard GM, and unlocked. Which will allow tuners to ability to make changes for future modifications to the car, etc.

Thanks! We are looking forward to everyones results as this platform grows and grows.

Blackdevil77

Nice work! Can't wait to see some of these kits get installed!

0ProChargerTech

Thanks Unreal!

I can say that the "bend" usually only happens if the TQ sequence is not followed correctly. (Or someone tries to put an unnecessary amount of preload into the belt) We do LOTS of belt and pulley swaps on BETA cars in-house as well as dealers, and when done correctly its a none issue.

Over the past couple years, there have been more and more F-1-F1X C5/C6/Mustang/Camaro/Etc making big power (1000+ wheel) with this tensioner design, and more by the day.

Maybe to help with this, I could make a short little write up on the TQ sequence of it, to aid people that might not have the manual in-front of them. Do you think this would be worth, it?

killascrimp

I love it , Thats what i want... If you need another bata car i live in north florida...LOL

Theta

I just asked Cary to poke/prod someone there into uploading the horizontal IC picture.

0ProChargerTech

I don't know if they will be adding to the fleet. However I can say that we had to get a LOT of them to make sure everything was on the up and up. Stick with Dry Sump, Stick with Wet Sump, Auto with Dry Sump, Auto with Wet Sump, Z51s, None Z51s. All I can say, is that it wouldn't hurt to call and ask sales.

With it being closing time here in KS, I don't think that will get up until next week. But once the photos are edited up, they will be posted up here, and I will update the title with a revision date.

Have a great weekend.
ATI ProCharger

Unreal

That could be helpful. I think the issues I've seen is people really trying to push them. At normal pulley sizes it works fine but when you try to push a d1 into the 800+ and run a small pulley and tons of belt tension they don't seem to hold up. This looks like a smaller one compared to the c6 so it should be more robust. Maybe it is just people trying to push the 6 rib c6 kits too far that have those bend but I have several friends that swapped to other brackets with the rest of the procharger and then had no issues.

What is the sensor in the end of the intercooler? I love the flat intercooler. C5/c6 have such issues with heat so I'm happy to see companies offer that option.

Theta

Can the D1 upgrade be had with the handheld, or would that require custom tuning?

0ProChargerTech

Awesome!

I will get started monday on a little write up using the C7 for reference. But it will be the same for pretty much all the applications that "push" on the belt. (very few pull)

The issues with the stock 6 rib, is usually length (stretch) and well its a 6rib. Some of the gates tensioners have longer travel to deal with the stretch, and can hang on a little longer. However offer no ability to pre-load them. With proper blower/pulley size the current stock tensioner design has been doing great for years.

For high HP applications such as a C5/C6 a flip drive, and 8 rib are highly suggested. Its something we looked at adding, however lots of companies out there are making them, it was not an immediate concern.

Lucky the C7 ProCharger kit already has an ultra short belt (47" if I remember correctly) and a dedicated 8 rib drive. So people are going to be able to push these pretty far. If thats not enough, then we will build a cog bracket and balancer as needed.

Back on topic, next week I will get started on the proper way to set those tensioners so that you get years of service out of them.

Thanks again,
ATI ProCharger

0ProChargerTech

The reason the P1-SC-1 comes with the tuning, is because that is the headunit that has the CARB certification number attached to it. And since most people using a D1SC push the boost level up beyond the factory level, we do not supply a tune with it.

The P1-SC-1 on the C7 is at a very low impeller speed to make the 7psi factory boost level. (48k) Using a 4.38" pulley again if memories serves correctly, so people will be able to push the P1-SC-1 very far in the HP numbers (Thanks to no belt slip.) Even though the blower is only rated to 825hp, we have had people make 750+ rwhp with the units on proper set ups, running within the max rpm limits. (If memory serves correct, Mr. Big here on CF made some pretty large power numbers with a P1-SC-1)

Hope this answers your question,
ATI ProCharger

Theta

Well, giving them the benefit of the doubt, I'm fairly sure they could extrapolate the first two going from production samples or information from vendors.

The third would be a bit trickier without having the others in-hand to do proper flow tests, etc. Size differences, however, would easily be able to be determined (even if only by pictures to give rough dimensions).

OddJob1971

Will there be a kit offered with the d1sc head unit? Or can it be purchased as an upgrade to the kit?

Theta

From what I was told, the D1 is available for a small upgrade fee from the P1 included with this kit.

Ben@WeaponX

Great write up and glad the kit is out the door! My gen 2 CTS V has an F1X on it with a 10 rib that has over 1000HP which your team reached out to me last week to get pics of since it's the only one in the world. Not sure where my C7 will end up but forged rotating assembly is already here, with exception of the pistons that are getting coated the week after next. Will you offer a 10 rib option? It will inevitably be necessary!

Matt's C7

I understand if this doesn't get answered until Monday/afterward, but I wanted to ask now: Can the i1 be used with this kit as is, without modifications?

Also, have these setups undergone testing yet? What kind of power/torque curves are produced at factory boost level? How is the throttle response? That large intercooler core makes me wonder if there is severe lag. I'm not concerned about lag from a dig, but when getting back on the throttle out of a corner, etc.

Thanks for your response and well done on the product and the informative post. (Pictures, yay.)