ATI 1FX223-F3AR-spec SBF Reverse Race Kit F-3R-121

Carb/Aftermarket EFI Ford SB Reverse Race Kit with F-3R-121

ATI 1FX223-F3AR-spec SBF Reverse Race Kit F-3R-121

Please remember that the prices on our site are the Procharger Minimum Advertised Prices, Call 260 672-2076 

ATI 1FX223-F3AR-spec SBF Reverse Race Kit F-3R-121

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The Finer Details

Part Number: ATI 1FX223-F3AR-spec

Manufacturer: ATI ProCharger (Accessible Technologies Inc)

Condition: New


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Carb/Aftermarket EFI Ford SB Reverse Race Kit with F-3R-121

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ATI 1FX223-F3AR-spec SBF Reverse Race Kit F-3R-121


  • More Information

    Please remember that the prices on our site are the Procharger Minimum Advertised Prices
    Call 260 672-2076

    ATI 1FX223-F3AR-spec SBF Reverse Race Kit F-3R-121

    ProRace Bypass Valve is supplied with this system

     

    Carb/Aftermarket EFI Ford SB Reverse Race Kit with F-3R-121

    Reverse F-2 is shown

     


     

    F-3 SERIES Superchargers – 2000 to 3000+ HP

    The first centrifugal supercharger to power a door-slammer over 200 mph and into the sixes, F-3 ProChargers are the centrifugal superchargers of choice among heads-up racers across the continent.

    National Mustang Racing Association (NMRA), National Muscle Car Association (NMCA), National Hot Rod Association (NHRA), Pacific Street Car Association (PSCA). Outlaw Racing Street Car Association (ORSCA), HOT ROD’s Drag Week and Pump Gas Drags, Bonneville, Maxton and more – chances are very good that a ProCharger-equipped racer has “been there, won that” with a ProCharger F-3 under their hood.

    The legendary ProCharger F-3 family of supercharger models features a large, 12- inch volute and provides vastly higher airflow than the F-1 and F-2 models. Considered by many to be the ultimate competition supercharger, the F-3 retains all the F-Series design advantages, including self-contained oiling, the patented, ultra-high speed compound bearing assembly, precision ground 9310 steel gears and can support 2,000+ HP on race gas and 3,000+ HP on alcohol.

    First and Most Powerful Self-Contained, Intercooled Systems–Bolt on 60 to 85% More Power

    Where it all started: the venerable 5.0L Windsor. When Ford introduced factory fuel injection on the 1986 5.0L Mustangs, the barn doors were flung open to a new era of bolt-on performance. It was just a matter of time before these boost-friendly engines were realizing the real-world horsepower gains from the industry’s first air-to-air intercooled centrifugal superchargers: ProCharger. To this day, ProCharger is still the only manufacturer to offer an air-to-air intercooled supercharger system for the Fox-bodied 5.0Ls and the only intercooled solution for the SN-95, Windsor-powered Mustangs.
    Push Rod Power Adder of Choice

    Don’t be fooled by “old school” push rod technology. Most 5.0L and Windsor engine equipped Mustang owners will see a 60-85% or more increase in horsepower from an intercooled ProCharger system. That’s enough power to easily knock two seconds off your 1/4-mile ET on an otherwise stock 5.0L Mustang. As a matter of fact, the patented and proven, self-contained ProCharger is the only supercharger that has put completely stock 5.0L Mustangs into the 11’s and will take Windsor-based engines into the 10’s, 9’s and 8’s with the fewest engine modifications.

     

    ProCharger: The Air-to-Air Innovator

    ProCharger introduced the industry’s first intercooled supercharger system, running 9 psi, nearly five years before anyone else and to this day, is still the only company that offers air-to-air intercooling as an integrated solution rather than an afterthought. If you try to supercharge a 5.0L engine without an intercooler, you simply can’t run much boost without substantial exposure to detonation and engine damage. However, because intercooling removes the heat that causes detonation, you can safely run more engine-friendly air-to-air intercooled boost with full timing and complete peace of mind. And with air-to-air intercooling, there is no need for band-aids such as ignition retard, over-rich fuel injectors or ice water. Intercooling is simply the fundamental solution for reliable high performance, because it substantially improves both engine reliability and performance.

    Building a modified Windsor engine for your Mustang? An intercooled ProCharger supports the highest boost (20+ psi) and power levels in the industry

    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% emissions legal gains in horsepower and torque with stock motors running pump gas. ATI is the only company that has put stock 4.6 2V's and 5.0's into the 11's, and is 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 in Ford racing, with eleven national championships in the past 2 years alone. Superior products yield superior results.

     Advanced Design
     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.

     

    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.

    Compressing Air Creates Heat, Intercooling Removes Heat!

     

    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:

    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.

     

    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.