Andy works hard on the kits and the kits are changing all the time. My kit is 6 months old and doesn't have the long hose's shown.

The little bit of air the intercooler takes doesn't cause heating to the coolant. I have run it hard enough to know it does stay cool.

You have O facts but a bunch of stuff you stuck together.
I'm not the one claiming the facts.

I'm pretty sure I have more miles in a real Supercharged Corvette than you. I actually have owned 3 . Since 2007 I have bought and installed and removed kits myself. I would guess around 70,000
miles. What about you? Been with Procharger since OR before 2012 when you joined here?


Then Driving Company and other's cars? You even have a C7? Daily driver's for about 7-8 years for me.

 

One thing to note when comparing prices, the standard Procharger kit includes a Diablo InTune and a base tune for the kit. If you plan to get your own tune elsewhere you can remove that from the kit which subtracts $400 from the price. You can also go with a satin finish with takes nearly $300 off from the polished (or go black for an extra $100). Stepping up to helical gears adds $100...plus the various balancer pulley and blow-off valve choices if you don't like their standard offerings. As you can tell, there are tons of options/choices so each kit can be tailored to the individual customer.

The Procharger kit I've personally spec'd out and price shopped is:
-satin finish (or maybe black, I love the OEM look)
-helical gears
-vertical intercooler (since it's my street car)
-standard (OEM airbox) intake
-standard pulley
-standard BOV
-w/tune

The one thing I will say, I do wish Procharger offered two separate tunes with their kit, one for 91, and one for 93. It will likely drive me nuts driving around on a tune designed to be safe for 91-octane when I'm running 93

 

If you wanted to do a fair break down of the 3 centrifugal kits to see what is a better deal you would have to do the following to make things as equal as possible.

The A&A kit would need to be priced with a T-Trim and BOV Upgrade.

The Procharger kit would need to be priced with a D1, I/W balancer, and BOV upgrade. (remove hand held tuning solution cost from package)

The ECS kit would have to include a I/W Balancer.

As far as major components and power capability that is as fair of a comparison as you would find I believe. Above this you would have to look closely at Bracket/Component design such as rigidity, pulley design, tensioner design, belt wrap and so on...

I have NO brand loyalty when it comes to spending money, my dollar always goes to what I feel is the best product for my application.

 

The free market at it's finest

 

Please refrain from the personal attacks.

This is a corporate log in, that any of the tech staff can use.
So thus no reason for me personally to talk about any of the things I own or have owned. I have my own personal screen names on various web forums for that.

Lets keep this thread on track, and remember.
Boost, its a wonderful thing!

 

Sorry to hear about your worrisome past experience.

However this is a great post, that I would like to a able to speak freely about our system, in regards to each of your bullet points

Best kit for expansion down the road-

Lets start with our bracket system. : Its a robust design, that is made of solid CNC billet, and is designed to fit our small blowers, all the way to our larger mid sized race units.

With ZERO issues even on the high HP C7s this bracket design is here to stay. (Other then as of today, or revision to make sure it fits on the 2015 model year cars)

We already have customers running the following blowers on their C7's
P-1SC-1
D-1SC
F-1A
F-1C
F-1A-94
F-1X (yes, even an F1-X built by record setting M2K motorsports)

Intercooler sizing and configuration:

Again, we didn't start off with a small intercooler, for our customers to then later upgrade to a larger unit down the road. We started off with a HUGE custom intercooler from core design, to end tanks. 4.5" thick core, with 972 cubic inches of cooling core area!

Spent hours pressure/flow testing core designs to make sure we had the least amount of pressure drop, with the highest effective cooling rate.

Then did track testing, to make sure we had Vertical and Horizontal mounting solutions, to correctly match the intercooler system, with how the customer is wanting to use their car.

Other parts and components
The silicon tubing we use is ULTRA high quality made in the USA units. We spent a good deal of time making sure people would not have to worry about tubing that would be prone to puncture, rips or tears. So from stock HP levels, to crazy race HP levels, tubing is not a concern.

Our bracket design works with our crank pulley, and both major SFI balancer companies, for those that have built motors.

We made sure to build a rock solid system, that was 100% reversible, down to including OEM parts, so a customer doesn't have to trim or modify ANY of their own.


Customer Support-

Not only does a customer get the support of knowing they are buying a system from a company that is 20 years old.

But we also have an entire phone staff on hand M-F 8:30-5:30pm.
And email is open 24/7

Though since we sell through an amazing network of dealers and distributors, most all of them have their phones/emails logged in even on the weekends.


Ease of Install-

No lie, most all centri systems are going to be nearly identical instals.
However I can speak about the advantages we put in place to keep down install time, and headache for the customer.

- No trimming/cutting or modifying of any OEM plastic parts.
- We supply pre-cut OEM parts ready for you to bolt on and go.
- No wiring of any sort, even our MAF extension harness is plug and play
- Silicon tubing, to make tubing install SUPER easy, and rattle free
- Billet CNC adaptor to factory airbox, so no cutting of it required
- Rock Solid CNC Crank pulley with Cam locks. No need to install balancer
- COMES WITH TUNING. So after your install, load tune and ENJOY!


Pricing -

We do not sell factory direct, and we have minimum advertised pricing guide lines our dealers keep to, however your best bet is to call them directly and discuss your exact system costs. (Since a lot of them run specials, group deals, and packages)

With our pricing, some times items that are very important get over looked.

- We pride being a MADE in the USA company. And supporting US companies does cost a little bit extra at times. EXAMPLES: intercooler cores. substantial cost savings could be had by switching to an over the seas intercooler core manufacture, however that is NOT something we feel is in our customers best interest, or our brand. Even the little things such as our sheet metal end tanks, or the MAF extension harness, all made right here in the USA.

- Testing, we spend the $$$$ to test not only our supercharger head units, but also the systems themselves, not only on the dyno or test cell, but also the track. All the testing equipment, time, and track rental add up into over head costs in the system.

- Progress and Evolution of our company/brand. We are continuing to push what is possible with the centrifugal supercharger, and investment into equipment to keep that trend going. Equipment such as CMM machines that check every part and piece that goes out the door, to make sure it meets absolute spec. New CNC machines that are absolutely at the top of their class, to allow such complicated impeller designs to be possible in billet. ETC.

When making a purchase with us, you are backed by 20 years of innovation and leadership in the world of Centrifugal supercharging, and a dedication to saying that again in another 20 years.

 

 

We have not a single complaint or problem with our design and it's easier to install then replacing the balancer itself, but to clarify ours is locked into the stock balancer also. Which I assume you are referring to as "cam locks".

We also have the option for a balancer upgrade if requested, but only a few guys who have gone to the 1000 hp area have decided to go that route.

Guys do not be fooled by silicon hoses being in your favor, that is done because they are less expensive and easier to ship, that does not mean in it's in your best interest to have them in your boosted car.


Just look at the main shops on this board who are making big power with the C7's, most of them are using ECS kits for a reason, they know better.

Bigger head unit, better tunabilty from MAF placement then I have personally seen from other kits. US made intercooler core, double bearing steel idlers, best tensioner on the market, easiest to upgrade, more low end TQ from our design. I also feel our bracket design starts it's mounting points from a better source then both the other kits, but I do not think any would be a failure point, but better is better.

I could go on, but you get the point, all the kits being discussed here are good kits, but in my personal opinion only one is best, and that's the ECS kit.


No hype, no BS dyno results posted, real track results, first to production of C7 kits, and I think I'm fair to say there are more ECS kits on the road then any other manufacturer.

 

What I was referring to is that ours has actual Cam-Locks.
(When you rotate the 6 retainer bolts, the "CAMS" in the rear rotate to lock into place)
Same as an offset bolt in a suspension system.

Due to variance in GM balancers, we did not feel a fixed position bolt is the best means of taking stress/load off the crank bolt, for long term usage.

Since the blower loads that crank pulley in both directions,
(under load its one direction, then the opposite direction upon deceleration/surge conditions)
Overtime if there is any "gap" between the load and unload side, the force can work the crank bolt loose.

I did not state how yours works, just pointing out the differences between the two. Here is a graphic of ours, before rotating the cams into the locked position against the balancer arms.

 

Do you have pictures of your pulley? I am curious how it installs without removing the factory balancer (as you advertise)? I assume the crank bolt still needs to be removed? (these are genuine questions from a potential customer) I do also like how you advertise the front bumper doesn't need to be removed.

 

The supplied tune is not "locked" so your tuner could aways tweak it as you need it to be.

Even the inTUNE itself allows you to make changes without a laptop, although I would advise that you do that on a dyno while logging and using proper equipment such as a wideband.



Plus remember the nice thing about the inTUNE is that it allows the cars ECU to go completely back to 100% as if its never been tuned, incase you remove the system and sell the car.

 

We know the procharger kit comes with only one tune option but what about the other kits? Do any of them offer a tune thats a bit more customized? Im not asking if they included a full custom dyno tune, but can any of them provide me a tune that will take my intake, ported TB, long tube headers and Xpipe into consideration? If so, then that lowers the cost of a kit compared to the kits that do not offer something like this..

 

Great to hear your tune is not locked! I already have an InTune, but would I still need to purchase your full kit that includes it to take advantage of your tune?

 

Personally given the mods you have, Id personally recommend a custom dyno tune no matter what. To maximize the power potential, on the fuel in your area.

I am sure they could sell you a full system, however subtract out the cost of the inTUNE device.

Or just put your inTUNE back to stock, and you can sell it to someone else, and use the one that comes in the kit.

Those are your two options there.

Hope this helped.

 

I was in the same boat as you when I was ordering for my car. I went with the A&A kit. Andy was great, if I was to make the choice again I wouldn't even think twice about it...I would do the A&A again. I'm sure all 3 kits are nice but I was really happy with it.

 

If this was actually a plus, A&A and ECS never would have gotten into the business of designing their own kits.

 

Don't rule out ECS just because a friend has it and you want to be different. There are other ways to achieve that. Compare A&A and ECS, talk to both, make the best decision for your car.

Whatever you do, buy a kit:

(1) Designed by people who exclusively or almost exclusively specialize in Corvette kits, rather than people who make kits for every make/model under the sun i.e. jack of all trades, master of none. A&A and ECS meet this requirement.

(2) Designed and sold by a company that has a consistent track record of being here for forum members and customers, and not leaving us hanging out to dry. A&A and ECS meet that requirement.

Just my .02

Can't go wrong with A&A or ECS.

 

The "master of none" comment is a pretty low blow.
Pretty sure the literally thousands of happy customers would disagree with.

Whats good about making systems for lots of different applications. (Including industrial)
Means you can learn things for each platform, to make others better.
The industrial division opens doors, to testing and ideas to push centrifugal supercharging further then ever before.

So for us, the range of our products applications really is a great advantage for our customers.
No matter if you own a C7 corvette, or the US military F-35 joint strike fighter war bird, we have product for it.
(Yes, the US military entrusts ProCharger headunits with their new F-35 strike fighter)


Absolute HEMI dominance. (And more race parts coming for them)
Just literally countless 5.7L, 6.1L and 6.4L cars making crazy power!
(Fastest modern GEN3 HEMI in the world has a ProCharger)

Killer Camaro Systems, ranging from LT-1 to Gen5 cars!
8rib, 12rib, Cog systems...you NAME IT!
(Gen 5 Camaro IRS Record held by a ProCharger Car)

Talking about Mustangs isn't even fair, since every single weekend. ProCharger powered racers re-write records from everything from 10.5W outlaw, to 275radial, to street driven cars.
Covering every generation of mustang.
"________" Fill in the blank, to Mustang Records held by ProChargers

Killer wicked C5/C6 systems, from street kits, to full blown race cars!
(Fastest Centrifugal Supercharged C5, is ProCharger Powered) **
(Fastest Centrifugal Supercharged C6, is ProCharger powered) **
** I will double check this Monday, however don't think this has changed recently.

Trying to keep track of all the 8 second/9Second C5/C6 ProCharger cars, would be insane.

From wild cars, such as 7 second C5 passes, to this weekends string of 8.20s by Race Proven Motorsports C6.... and even the mild combo such as Cam only C6 LS2 Auto car running 9.99@138
on pump gas just recently. It seems the Corvette world its filled with crazy ProCharger powered combos. It seems 1000+ rwhp C5's and C6's, is the new 600rwhp of just a few years ago! And LOTS of 1000,1100,1200,and now 1,300HP cars. Some of which make pretty amazing numbers even without a flip drive.

And even though we do come out with LOTS of systems for lots of cars.
We haven't forgot about the older C5/C6 Corvette platforms, and even just this year came out with new goodies for those pushing their vettes to huge power levels.

- New Race Inlet Option, for higher flow to blowers.
- New Race Intercooler for the guys in the 1,000+ HP club.
- And a transfer drive in the works, for those that don't want to use 3rd party options.



(Our supercharger system for the C5/C6 has come along way since that system sold 10 years ago, however lets keep this about the C7)




Lots of testing went into the C7 system, with no rush to market.
There have been no complaints of any sort with our C7 system.

- Proven intercooler options
- Proven tuning
- Proven drive system, even on high HP larger "F" series blowers
- OEM Built quality, with 100% reversibility.
- Track tested, Stress tested, and PROVEN to deliver.
- No Cutting, Trimming, Drilling, Bending or Modifying to your C7.

A True bolt on and GO system!!!

Each day more and more C7 systems go out the door, and about the only complaint heard, is "Why don't you have a solution to the fuel system to make over 1000HP yet" LOL. Which is hardly a complaint at all. We have the system to support whatever power level you may desire with your C7..... all you have to do is figure out how to get fuel into it.



ProCharger has been around for 20 years, and is not going anywhere any time soon. Between this year being our highest production in history (even counting pre-recession) and the industrial division growing by leaps and bounds. Its safe to say, there is no such thing as being left "high and dry" when purchasing our products.

Actually we can still service and supply customers blowers or systems that we have made for the past 20 years! We stock every part and piece to every system ever sold. So even the guy that calls in with the random L98 C4 Corvette kit that needs parts.... we got him covered.

From the Systems, to the Records, to the man power. ProCharger has our customers covered, and is not going anywhere anytime soon.

Happy boosting everyone!

 

or Procharger