Superchargers must perform under inherently extreme conditions, so ProCharger goes to extreme lengths during manufacturing to ensure durability and maximum performance. Each of ProCharger's billet impellers and compressor housings have been optimized to offer superior boost and efficiency. To complement these specialized impellers, ProCharger matches them up with precision-ground gear and shaft assemblies designed to provide tens of thousands of miles of trouble-free street/strip operation. "Our F-series models employ ultra-strong, heat-treated, precision-machined 9310 steel shafts and gears designed to operate at high speeds up to 70,000 impeller rpm, with impeller tip speeds approaching Mach 2," Pangrac explains. "These gearsets offer the industry's highest step-up ratios, which allow the use of large pulleys that provide maximum belt contact and belt life. The gear and shaft assemblies, bathed in our proprietary synthetic lubricant, ride on single super-precision SC-series bearings, or our patented compound bearing assembly. All this is precisely anchored in a CNC-machined, aerospace-quality billet aluminum case."
The SAE's published test standard for automotive superchargers, J1723, allows supercharger units to be tested on a bench to measure efficiency. However, there is some debate over whether SAE J1723 accurately expresses how well a blower performs when installed in a vehicle, and ProCharger is not a fan of the SAE's test standard. "It should be noted that supercharger test specification J1723 only applies to testing on a test stand. It does not apply to use on an engine, and specifically does not factor in engine dynamics or intercooling," says Summers. "Additionally, oil temperatures are not called out and thus can be manipulated, and the test specifications do not have provisions to accurately test self-contained superchargers. For these reasons and others, we're only one of many supercharger manufacturers that do not use SAE J1723."
To accommodate a variety of applications, ProCharger offers a plethora of head units. The P600B is an oil-fed unit that is used on a small number of ProCharger's older systems where space is at a premium. Next up the ladder are the company's innovative self-contained units. "The P-1SC-1 is our standard blower that goes on most of our systems, and the D-1SC is usually offered as an optional upgrade in most of our kits," says Pangrac. "The P-1SC-1 and D-1SC are similar in exterior design, but the D-1SC will support a higher horsepower level due to a different impeller and compressor housing design, which provides more airflow. The F-series blowers are for extreme horsepower applications, anywhere from 700 hp all the way up to 3,000. The F-3R-139 is currently our largest supercharger."
ProCharger's method of ensuring reliable supercharger systems is quite simple: beat the snot out of test vehicles during the R&D process. During the development phase, it's not uncommon for one of the company's project cars to endure over 200 pulls on the dyno and nearly 15,000 street miles. "We understand dyno testing is very different from real-world driving, so we test numerous beta vehicles up front before releasing a system to the public," Summers explains. "This testing involves installing the supercharger system and spending plenty of time with the car on the dyno and on the road to get the data the engineers need, and fine-tune the car accordingly. Then we turn the car over to the owner, if it is not owned by ProCharger, and let them beat on it for a while. By keeping in touch with them, we can be informed of any potential problems that may arise with extended use and fix them accordingly."