ATI 1CX100-F1R Non-Intercooled Serpentine HO with F-1R (12 rib)
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Race Valve is included with this system.
You spoke and we listened.
ATI is proud to be the first and only manufacturer to offer a self contained, gear driven centrifugal blower. Offering the industry’s best, strongest and most powerful centrifugal blowers (our oil fed D-series) wasn’t enough–we went back to the drawing board to raise the bar even higher! This effort produced a completely new breed of centrifugal supercharger. The compact C-2, the stealthy P-1SC and D-1SC, the industry-standard F-1 and F-2 and the record crushing F-3 superchargers. Freeing the supercharger of the engine’s oil supply provided ATI’s engineers more latitude in design, allowing them to build a supercharger without compromise. By utilizing a proprietary synthetic lubricant (free of contaminants), higher bearing speeds, decreased bearing temperatures and increased bearing life are realized. This oil system independence means you are no longer required to punch a hole in your oil pan to enjoy the benefits of centrifugal supercharging. Custom applications benefit too, as a self-contained blower need not be positioned to accommodate an oil drain. These new blowers utilize higher internal step up ratios, which allow the use of larger pulleys that provide more belt contact and increased drive belt longevity. You can use a serpentine belt to make power in excess of 1000 hp, a level once only available to cog belt users.
Buy a ProCharger, get a peace of mind. We make the industry’s finest superchargers and stand behind our products by providing you with the industry’s best warranty. If you purchase a serpentine belt driven ProCharger, we will warranty it for a full 12 months from the date of purchase.
Industry Leading Power
With ProCharger technology, reliably adding big horsepower to your engine is a lot easier than you may think. Intercooled ProCharger systems utilize exclusive features and proven technology to deliver reliable 50-85% gains in horsepower and torque with stock motors running pump gas. ProCharger technology is proven to produce the industry's largest power gains and coolest charge air temperatures, and ATI is also the only company that guarantees the best performance gains. Nothing else even comes close! For modified street applications, ProCharger technology delivers 10-second ET's with the least amount of engine modifications - and with the supercharger still under warranty. For highly modified applications, ProCharger is the undisputed leader, and is over 800 horsepower ahead of the competition. Superior products yield superior results.
The patented SC design eliminates the need for oil lines and punching a hole in the oil pan. Additionally, instead of being forced to utilize heated 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 not only eliminates the heat that is transferred to a supercharger by engine oil in oil-fed applications, it also avoids the risk of clogged supercharger oil lines, oil drainage problems, or engine oil leakage. By combining an advanced multi-patented 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. Both street and strip ProCharger models are also the most durable superchargers available, and are backed by the industry's best warranty coverage.
|"Terzich's (ProCharged) Camaro is a perfect example of astounding performance coupled with rock-solid reliability."|
|“They are relatively easy to install, affordable, and easily transform a mundane street engine into a stout powerplant with minimal effort.
…it’s good to point out that the potential to achieve power levels of this magnitude is real and it doesn’t have to break the bank.”
|"The coolest vehicle on the ground has been turning heads like no other car we've seen. The 1969 Nova utilizing a 427 Chevy crate motor and carburetors with a ProCharger centrifugal supercharger astonished everyone with 8 second runs on 91 octane pump gasoline. This is an astonishing achievement!"
Bret Kepner, ESPN2
|“His 93 Chevy Caprice wagon with a 572 ci big block engine makes 1,740 hp [with 93 octane] and recently ran a 9.57 at 163 mph [weighing in at 4,850 pounds with Morris on board]. The magic, of course, comes from the ProCharger centrifugal supercharger.”|
|“Our 355 ci mouse makes 765 hp on 91-octane… well over 2 hp/ci with a street engine that could conceivably fit into almost any rear-drive Chevy ever built.”|
|“Bolting on the ProCharger also increased our gas mileage.”
|“The motor alone puts out 400 hp to the tires, and will pilot the Nova down the quarter at 12.29 seconds elapsed time at 111 mph. When the F-2 ProCharger is bolted on with 26-27 psi of boost, this 91 octane (with no additives) bad boy puts out 1,160 hp to the tires! Then it sent the Nova down the quarter at 8.24 at 163.5 mph. Stop and think about it, ProCharger bolted on 4 seconds and 50 plus mph!”|
|“If you want to go heads up racing with the big boys, then here’s a power adder that can help put you in the winner’s circle.”
|“With plenty of visceral grunt, an aspect of civility, and practicality thrown in for good measure, centrifugal blowers are perhaps one of the best investments you can make when purchasing a power adder.”|
|“…a “bolt-on” increase of over 50 mph in the quarter-mile, and over 3.5 seconds drop in elapsed time!”|
|“My favorite things to work on are these pump gas ProCharger motors. I love these things. They’re a very practical application for some serious horsepower with a lot less maintenance. [ProChargers] are very good on not beating up the engine.”
Steve Morris, ESPN2
|“Bringing a smile to every gearhead’s face who sees the motor, this blown big-block pumps out 1,000 hp.”
“Traction is a small problem with 1,000 hp and 780 lb-ft of torque…”
|“ProCharger is the world headquarters of supercharging.”
Bret Kepner, ESPN2
|“His best pass with 17 psi of ProCharger thrust was a 10.51 at 131 [‘59 Impala, 509 cid, F-1R]. Not bad for a car that’s all steel except for the bumpers and weighs nearly 2.5 tons with driver.”
|“It is no secret that intercoolers are the most effective and safe way of resisting detonation in blown motors, plus they offer the opportunity to increase boost - and horsepower.”
|"The 6-71 was replaced by a big ProCharger F3 reverse-mounted supercharger stuck dead-center in front of the KMP Performance-built 580-inch big-block and blowing into a single four-barrel carburetor through a Steve Morris Racing Engines elbow. Not only would the new setup create less heat than the big Roots, but driver Roth could finally see the road!"
The following specifications are general guidelines offered to aide in
building an engine for street use. For more detailed specifications regarding your specific application or for "strip only" use, please consult a professional engine builder.
Forged pistons recommended for all applications. Cast and hypereutectic pistons can be used but should be limited to lower horsepower (approx 450-500 hp) applications.
For pump gas (91-93 octane) applications, a compression ratio of 8.5:1 to 9:1 is recommended for boost levels of 8-10 psi. Higher octane fuel will allow you to run higher boost levels, approximately 1 psi for every 2 points of octane. To determine the maximum boost level for your compression ratio (using pump gas), refer to the enclosed compression ratio chart.
The same rules for normally aspirated engines apply to supercharged motors. Higher flowing heads will help generate more horsepower than stock heads. Supercharging produces a percentage gain in horsepower; by starting with more base horsepower a modified motor will receive a larger total hp gain (from the same percentage gain). Porting, especially on the exhaust side is recommended. Aluminum heads will allow you to run approximately 1 psi more boost than cast iron heads due to their ability to dissipate heat.
Lobe separation: 112 to 116 degrees Split pattern: Exhaust duration and lift approximately 10 degrees and .010, respectively, greater than intake. Install cam straight up. Contact a cam manufacturer for lifts and durations that best suit your application.
Crankshaft and rods:
Cast up to 450 horsepower, forged for higher horsepower or for rpm levels above 6,000 rpm.
Headers are recommended. The size of headers are dependent on whether you are wanting to create more low end torque or high rpm horsepower.
Dual planes are recommended to improve low end torque, however may require staggered jetting for good fuel distribution with carbureted applications.
Holley double pumper w/ mechanical secondaries.
600 cfm (#4776) for up to 500 hp
650 cfm (#4777) for up to 650 hp
700 cfm (#4778) for up to 750 hp
750 cfm (#4779) for up to 900 hp
All carburetor’s will require removal of the choke assembly and choke horn, replacement of the floats with the solid nitrophyl floats and jetted to suit your motor.
Fuel pump (carbureted applications):
Your fuel pump must be capable of supplying the proper amount of fuel flow at the maximum operating pressure. To determine maximum operating fuel pressure requirement, add your maximum boost pressure to your initial idle fuel pressure.
(8 psi idle fuel press.) + (10 psi boost press.) = 18 psi max. fuel press.
multiplying this figure by 1.2 (20% safety factor) gives us 21.6 psi
To determine required fuel flow, multiply your total expected horsepower by a bsfc (brake specific fuel consumption) of .65. This will give your fuel flow requirement in 1bs/hr. To convert to gallons per hour, divide this figure by 5.87.
(500 boosted hp) x (.65 lbs/hr/hp bsfc) = 325 lbs/hr fuel flow
325 lbs/hr / 5.87 lbs/gal = 55.4 gals/hr fuel flow
Therefore, a fuel pump capable of providing a minimum fuel flow of 55.4
gals/hr at a pressure of 21.6 psi is required.
This can be accomplished by an all electric high pressure-high flow fuel pump (i.e. SX #18201, B.G. 400, Magna-Flow 250 or similar type fuel pump) and a return style, boost sensitive fuel pressure regulator (Mallory #4309 or similar). Or by using a boost referenced mechanical fuel pump only (up to 500 hp) or a boost referenced mechanical fuel pump in conjunction with a low pressure electric pump (i.e. Holley blue, Comp 140 or similar).
Importance of Bypass/Surge Valves
Applications utilizing intercooling and those operating at boost
levels in excess of 8 psi will benefit from the use of a bypass
valve (commonly referred to as a “surge” valve). In high RPM,
low load conditions, the supercharger is still operating at full
speed and attempting to deliver full flow. With the throttle
blade(s) at or near the fully closed position, the engine is unable
to accept the airflow from the supercharger. In this event the
pressure builds until the flow attempts to reverse direction and
exit through the compressor, resulting in a harmful condition
known as compressor surge. Installing a bypass valve between
the supercharger discharge and the carburetor/throttle body
prevents damaging compressor surges by diverting the
undemanded charge air to the atmosphere during manifold
vacuum conditions. ATI’s butterfly-type Pro-Flo is well suited
for applications making 750 hp
or less. Applications at
higher power levels are
best suited for use
Carburetor Operation 101
Though some used to question the viability of “blowing through” a
carburetor designed for use in atmospheric conditions, carburetors (with
a few simple modifications) have been used successfully in blow-through
applications for decades. This includes applications with boost levels in
excess of 25 psi and power levels in excess of 1400 hp. The key benefit of
using a carburetor as opposed to EFI is the charge cooling effect which is
best summarized in this quote from Hot Rod magazine: “Working under the
laws of latent heat of evaporation, an engine equipped with a carburetor
will exhibit substantially cooler charge temperatures when it arrives at the
intake port in the cylinder head. A temperature this cool means the
cylinders are being fed a much denser oxygen charge and producing at
least 5 percent more power.” A carburetor is a simple device that utilizes a
siphon or “booster” placed within a venturi to mix fuel with the incoming air
stream. As air moves through the carburetor it passes through the venturi
which causes the air to rapidly contract and then gradually expand back to its
original state. As the air accelerates through the venturi, its pressure decreases and causes fuel to be siphoned from the float bowl
(which, by its connection to the bowl vent, is at the same pressure as the slower moving air at the top of the venturi). As airflow
increases, the pull at the booster becomes even stronger, causing even more fuel to be drawn into the air stream. Through the
selection of a specific booster design and the manipulation of fuel supply circuits, this system can be used to meet the fuel demands
of most any engine. Proper operation of the venturi-booster requires three conditions: float bowl pressures must be equal to that of
the incoming air, there must be a smooth delivery of air into the venturis, and a steady supply of fuel entering the float bowl. This is
the case for any carbureted application, naturally aspirated or supercharged. Read below to see how the ProCharger system
addresses each of these needs.
The Carburetor Bonnet
While fully enclosing the carburetor in a “box” is necessary for marine applications (as required by U.S. Coast Guard regulations),
automotive applications are able to benefit from the performance and serviceability offered by a properly configured carburetor
“bonnet”. Pressurizing the bowls and guiding the air into the venturi are quite simple since they are addressed with the installation
of the carburetor bonnet. The float bowls on a Holley “double pumper” are referenced to the carburetor air entry at the bowl vents.
Once the carburetor hat is installed, these bowl vents will allow the float bowls to maintain proper pressure and operate just as in
naturally aspirated form. By design, the ProCharger carburetor bonnet also controls the movement of incoming air and allows it to
enter the venturi in a direct, controlled fashion. ATI offers two different bonnet designs to accommodate a wide variety of
applications. Applications operating at higher air flow and boost levels will benefit from efforts to further control the movement of air
entering the venturi. This is typically accomplished through the use of a spacer placed between the standard ProCharger carburetor
bonnet and the carburetor, and in some cases supplementary float bowl vent installation. Applications allowing minimal hood
clearance will benefit from the use of our low profile bonnet, which extends only 2" above the carburetor’s air filter mounting flange.
Though an “ideal” carb hat configuration would have
the air entering vertically from several inches above
the mouth of the carburetor, hood clearance issues
simply don't permit it. Our bonnet design allows air to
enter the carburetor with minimal horizontal air movement
across the top of the venturi. This ensures that a uniform,
turbulence-free airstream passes through the booster,
allowing it to function properly. Though some hat designs deliver
inconsistent results when placed in various positions, our design assures
that proper bowl pressures are maintained, providing consistent performance
on ProCharged, carbureted applications.
- Item #: ATI 1CX100-F1R
- Manufacturer: ATI ProCharger (Accessible Technologies Inc)