ATI 1FX400-P1SC High Output Non-Intercooled with P-1SC (8 rib)

The 1965 to 1973 Mustangs (and other early Ford models like Cougar, Fairlane, Comet, Torino, Maverick and more) are still prime canvases for modern hot rodders to create masterpieces on and ProCharger stands there.

ATI 1FX400-P1SC High Output Non-Intercooled with P-1SC (8 rib)

ATI 1FX400-P1SC High Output Non-Intercooled with P-1SC (8 rib) 1964-1/2 - 1973 Mustang (260, 289, 302, 351 V8) Kits Uses 85-93 Accessories Please remember that the prices on our site are the Procharger Minimum Advertised Prices Call 260 672-2076...



The Finer Details

Part Number: ATI 1FX400-P1SC

Manufacturer: ATI ProCharger (Accessible Technologies Inc)

Condition: New


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The 1965 to 1973 Mustangs (and other early Ford models like Cougar, Fairlane, Comet, Torino, Maverick and more) are still prime canvases for modern hot rodders to create masterpieces on and ProCharger stands there.

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ATI 1FX400-P1SC High Output Non-Intercooled with P-1SC (8 rib)


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    ATI 1FX400-P1SC  High Output Non-Intercooled with P-1SC (8 rib)

    1964-1/2 - 1973 Mustang (260, 289, 302, 351 V8) Kits

    Uses 85-93 Accessories 

             


    New and improved heavy duty spring loaded belt tensioner is supplied!

            

         

    PRESSURIZING THE EARLY FORDS (MUSTANG, COUGAR, FAIRLANE, COMET, MAVERICK, TORINO)

    One of ProCharger’s earliest supercharger kits was for the venerable 1986 5.0L “Fox-Body” Mustang. That car helped return the new-car world to serious hot rodding and speed parts compatibility after a nearly 15-year performance drought. The Fox-chassis Mustangs went on to be the go-to car for racing and street performance for years afterward, much like how the original 1965 Mustang created an entirely new market segment—the pony car. Mustang is the only American car to enjoy 55+ years of production. Some will mention that Corvette has been around longer, but that’s not factual—there was no Corvette produced for the 1983 model year, making the Mustang the longest continuously produced platform in American history. Maybe even in world history! 

    The 1965 to 1973 Mustangs (and other early Ford models like Cougar, Fairlane, Comet, Torino, Maverick and more) are still prime canvases for modern hot rodders to create masterpieces on and ProCharger stands there holding the performance paint brushes with kits from mild to wild for the early ponies. Whether it’s a stock 289 V-8, a heavily modified big-block, or a 5.0 Coyote or 7.3L Godzilla transplant, there are ways to install ProCharger boost and power into the package. 

      DESCRIPTION  BOOST  HP GAIN  INTERCOOLER
      1964.5-73 - High Output with P-1SC (8 rib)  specify  specify  -
      1964.5-73 - High Output Intercooled with P-1SC (8 rib)  specify  specify  2 core (550hp)


     

     It uses a P1SC ProCharger supercharger, a highly efficient, self-contained (no external oil lines needed) supercharger with a custom-designed 7075 billet aluminum impeller, CNC-machined transmission case, and a compound bearing design to deliver maximum performance, with rigid aluminum brackets, an eight-rib serpentine drive belt with a spring-loaded belt tensioner, and one of ProCharger’s ProFlow bypass valves. 

     

    EASY BOLT-ON APPLICATIONS

     The most popular supercharger option for early Mustangs is one of the most basic kits we offer. Don’t confuse “basic” with “weak” however. Even on a completely stock engine with a blow-through carburetor, a ProCharger system will increase the horsepower by a whopping 45%. Add an intercooler and/or aftermarket tunable EFI, and that power increase jumps even more. 

     

    INTERCOOLED VS NON-INTERCOOLED SYSTEMS

     An intercooler is one of the key ways to make the biggest power possible, whether it’s in an early carbureted or a modern electronically fuel injected engine. An intercooler drastically reduces air charge temperature into the engine, and cooler air makes more power every time. The cooler air also allows for more boost and more aggressive tuning, both of which are responsible for more power. ProCharger’s early Ford kits can be had in both forms, depending on the end-user’s goals. 

    Non-intercooled systems are easier to install and do not require permanent modifications to the car so it can be taken back to stock very easily. Since the early Fords are considered valuable classics now, the lack of cutting is big seller to many customers. For those with a bent for more performance at the sake of originality, an intercooled system is the best bet. 


             


     

                      

    The kit includes this replacement crank pulley to convert the front dress to a single serpentine belt.

     

                      

    The power-steering pump was removed to replace the V-belt pulley for an eight-rib pulley for the serpentine belt. The belt setup retains the stock water-pump rotation.

     

                     

     


    ProCharger’s Superchargers Blow Away the Competition 

    ProCharger carbureted & aftermarket EFI superchargers were designed with one simple goal: blow the competition away. From 298 small blocks to large 351 based stroker monsters, ProCharger’s extensive lineup of applications for carbureted and aftermarket EFI Ford engines are ideally suited for street, strip and full race vehicles.

     Building the correct engine and blower combination, numerous ProCharged “muscle car” owners have demonstrated that it is possible to build a 1,600+ horsepower street car, complete with air conditioning and power steering!

     ProCharger’s carb and aftermarket EFI applications include a wide range of available superchargers, intercoolers, drive systems, bypass valves, carb bonnets and even bracket to fit in ultra tight engine bays.

     From the custom designed 7075 billet aluminum impeller to the CNC machined transmission case to the industry-exclusive, compound bearing design, each self-contained ProCharger supercharger has been designed to deliver maximum performance, pass after pass, year after year, championship after championship.

     

    F-1 SERIES Superchargers – 1000+ HP

    The highly versatile ProCharger F-1 supercharger lineup is compact enough for many of today’s high-horsepower modified street engine applications, yet powerful enough for ultra-high street horsepower and hard-core racing applications.

     

                                         

     

       DESCRIPTION  BOOST  HP GAIN  INTERCOOLER
      High Output with F-1D, F-1, F-1A (12 rib)  specify  specify  -
      High Output Intercooled with F-1D, F-1, F-1A (12 rib)  specify  specify  Sheet Metal 3 core (950 hp)
      8 rib Race Kit with F-1C or F-1R (EFI Renegade)  specify  specify  -
      High Output with F-1C, F-1R (12 rib)  specify  specify  -
      High Output Intercooled with F-1C, F-1R (12 rib)  specify  specify  Sheet Metal 3 core (1050 hp)

     

      DESCRIPTION  BOOST  HP GAIN  INTERCOOLER
      Cog Race Kit with F-1D, F-1, F-1A  specify  specify  -
      Intercooled Cog Race Kit with F-1D, F-1, F-1A  specify  specify  Sheet Metal 3 core (950 hp)
      Cog Race Kit with F-1C, F-1R  specify  specify  -
      Intercooled Cog Race Kit with F-1C, F-1R  specify  specify  Sheet Metal 3 core (1050 hp)
      Reverse Rotation Cog Race Kit with F-1R  specify  specify  -

     

    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. 
     

     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.