||What are the benefits of supercharging?
done correctly, simply generates the largest, most cost-effective
increase in power. Intercooled centrifugal superchargers in particular
not only produce the largest power gains available with pump gas,
they also generate more torque and horsepower per dollar than any
other high performance option. Supercharging allows an engine to essentially
produce the power of a much larger, highly modified engine when needed,
with the fuel economy and drivability of a stock engine when the additional
power is not needed.
||How does supercharging increase performance?
||Superchargers achieve performance gains
by increasing the density of the air/fuel charge within the combustion
chambers of an engine. This increase in density is achieved by forcing
additional amounts of air (beyond the amount of air that normal atmospheric
pressure would force into the engine) at the lowest temperature possible.
Temperature is important because cooler air is more dense and therefore
more powerful. Cool air also safely allows the use of factory ignition
timing, while the presence of excess heat can cause detonation and
requires the use of ignition retard (which can substantially reduce
power). In more technical terms, supercharging increases both the
volumetric efficiency of the engine and the mass air flow through
||What are the major differences among
||The two biggest issues
are the type of supercharger utilized in the system, and the design
of the intercooler. Roots superchargers are the least efficient superchargers,
which means that they consume the most power to turn the supercharger
itself, and produce the most heat. Centrifugal superchargers are the
most efficient, which means that they consume the least power and
produce the coolest air. Intercooler design is also very important.
If a system utilizes an extremely undersized intercooler with even
a reasonably efficient supercharger, the system will produce excessive
heat, limited power gains, and reduced engine longevity. With the
advanced thermal design of ProCharger Marine intercoolers, not only
is the heat rejection capability per cubic inch outstanding, the overall
size and total heat rejection capabilities of these intercoolers is
far superior to others.
For example, the ProCharger AW-324 intercooler
core will remove far more heat than a competing intercooler
core, which is utilized in the screw-type supercharger
system for the 502 EFI. While the heat-rejection capability per cubic
inch of these two intercooler cores is similar, the
AW-324 features more than three times the cooling volume of the screw-type
core, and is far more effective. Similarly, the ProCharger
AW-504 intercooler, which is designed for even higher
power levels than the AW-324, will remove even more heat. Air distribution
with the ProCharger system design is also superior, as the screw-type
core is positioned directly adjacent to the throttle body opening,
which limits utilization of the cores already limited effectiveness.
Not surprisingly, the supercharger system which utilizes the most
efficient supercharger and most effective intercooler will produce
the largest power gains.
||Why dont all supercharger manufacturers
utilize large intercoolers?
||Lack of available
space is the biggest issue which may limit the ability to effectively
utilize intercooling. This is especially true for positive displacement
superchargers, which have fewer mounting options than centrifugals.
Due to their mounting locations, screw and roots blowers may be limited
to an extremely small and ineffective intercooler, or even no intercooler
at all. Similarly, space limitations inside an engine compartment
may influence which intercooler a customer prefers, although intercoolers
can typically be remote-mounted with a centrifugal supercharger, if
necessary. Cost is also a factor, as intercoolers are not cheap. ATI
is the largest manufacturer of aftermarket intercoolers for marine
and automotive use, an advantage which helps ProCharger Marine offer
the largest and most effective intercoolers, as well as the broadest
||Do I have to modify my swim deck or
systems are very compact, and typically require no modifications.
Other superchargers may require modifications to the swim deck or
elsewhere, and may not work with twin engine applications. For more
information, please refer to dimensions provided in the back of the
ProCharger Marine catalog.
||Can I supercharge a 100% stock motor?
||In practical terms, that
depends on the type of supercharger. Virtually any supercharger could
be installed on any motor, but if the reliable gain in power is very
limited (older supercharger designs typically produce gains of around
15% on stock motors), then supercharging alone may not be economically
viable, and engine modifications would be necessary to produce even
a modest 25% power gain. Because Intercooled ProCharger systems produce
such cool air and consume so little power, large increases in power
are achieved with each pound of boost, and reliable power gains of
40-75% are typical on stock motors. Again, the issue is not whether
stock motors can reliably be supercharged, its simply that some
superchargers produce such excessive heat and limited power gains
that it would not be worthwhile.
||Do I need to change my propeller?
||Changing your propeller
allows you to achieve the desired increase in speed without changing
your rev limiter. The increase in pitch size is directly related to
the increase in power and speed, as well as your desired engine rpm.
Please refer to the Performance Profiles for examples of actual applications which should help you judge the
appropriate propping for the increased power level. Just as GPS and
radar are more accurate than a speedometer, the ability to turn a
large prop to the desired rpm is a good indication of actual power.
||How will a supercharger affect my fuel
||An intercooled centrifugal
supercharger increases engine efficiency. This in turn may actually
increase fuel economy by allowing use of a larger prop, which in turn
produces lower cruise rpm and fuel consumption.
||What type of warranty is provided with
||ProCharger Marine systems
are backed by the best warranties in the industry. Virtually all ProCharger
superchargers are available with an exclusive three year warranty.
One year warranties are also offered for boost and power levels that
others will not warranty for even one day. For information on the
warranty coverage for a specific ProCharger system, please consult
your catalog or price list.
||How does supercharging affect engine
||That depends on the design
of the supercharger system, as well as the manner in which a boat
is operated. In general, the two biggest threats to engine longevity
are detonation and excessive engine rpm. Detonation may be caused
by several factors, but the primary factor is usually excessive heat.
Cool intake air (also referred to as charge air) temperatures are
the single greatest protection against detonation and engine damage.
In fact, every 1° reduction in charge air temperatures typically
produces a 1° reduction in exhaust gas temperatures. Cool charge
air also produces more power per pound of boost, which means that
an engine will make more power with less rpm. This in turn allows
the use of a larger prop, which will decrease not only the typical
cruising rpm of the motor, but also the average lifetime engine rpm.
Decreasing rpm obviously increases engine longevity. Some other supercharger
systems, on the other hand, actually raise the factory rev limiter
as a standard part of their system, largely as an attempt to compensate
for lackluster power gains. Anyone can choose to raise an engines
redline, and a supercharger manufacturer should not claim the added
power that is gained simply by raising the rev limiter. In general,
the supercharger system which produces the coolest charge air temperatures
will deliver the greatest engine longevity. This is achieved by greatly
reducing exposure to detonation, and allowing the vessel to attain
higher speeds with less engine rpm.
||Why do some companies modify
ECMs and/or provide ECM piggyback modules?
modifications originated with a roots supercharger system. Because
of the heat produced by roots technology, it is necessary to retard
the ignition timing of stock fuel injected motors when utilizing a
roots supercharger. Power gains with a roots supercharger are limited
to begin with, and fell to around 15% with the power-robbing effects
of ignition retard. To address the opposing needs for ignition retard
and more power, the ECM was modified to not only retard timing, but
to also raise the rev limiter - and allow a higher power claim at
the elevated redline. Others have since followed, and while manufacturers
try to position their ECM modifications as a good thing, the fact
is that any need to retard ignition timing is actually an indication
of excessive heat. The same can be said for any supercharger system
that requires EGT warning lights. As for ECM piggyback modules, although
these were originally designed to also retard ignition timing without
being forced to modify the ECM, this approach did not work well, and
they are now used almost exclusively to control auxiliary fuel injectors.
Please note that such piggyback modules are controlling additional
injectors installed at the throttle body, with an intake manifold
that is not tuned for the introduction of fuel at this point, creating
the potential for uneven fuel distribution. Because Intercooled ProCharger
systems increase fuel delivery by utilizing the the highest rated
fuel systems of any supercharger manufacturer, additional fuel injectors
and piggyback modules are not necessary.
||Do ProChargers work better on stock
or modified engines?
systems provide cool, engine-friendly power, and work extremely well
on both stock and modified engines. Because Intercooled ProCharger
systems provide the coolest charge air and largest reliable power
gains, this means that substantial increases in horsepower and performance
can be reliably achieved without modifying your motor; modifications
would simply produce even larger gains. Intercooled ProCharger technology
also allows you to return the motor to stock form if you decide to
move the supercharger system to another boat. This approach can be
contrasted with roots blower applications, in which engine modifications
are basically mandatory due to excessive heat from the supercharger,
and low % increases in power from the supercharger alone. Intercooled
ProCharger systems also provide advantages if you choose to increase
your power levels in the future. ProChargers provide a broader flow
range than other superchargers, making it easier to increase the power
level through increased boost and/or engine modifications, with far
less chance of outgrowing the supercharger.
For modified and highly modified applications, no other supercharger
can approach the combination of durability, efficiency, and total
airflow that completion ProCharger models offer. The largest ProCharger
model now supports over 1,800 marine horsepower, and is available
with a one year warranty. And unlike the one size fits all
approach utilized by some companies, ProCharger Marine has the broadest
offering of superchargers and intercoolers available, ensuring that
both your supercharger and intercooler are properly sized for optimal
performance with your power level. Stock or modified, we have you
||Do I need two superchargers?
|| Only if you have two engines.
With an Intercooled ProCharger system, one supercharger alone will
provide more power than some other companies can provide with two,
and will also be far more cost effective. With current supercharger
technology, the use of two superchargers on one engine typically indicates
a lack of durability (the supercharger must be spun very slowly to
avoid breakage) and/or a lack of efficiency at maximum airflow. Warranty
policy is also a good indicator of a superchargers durability.
||Who manufactures ProCharger
Inc, designs and manufactures ProCharger marine, automotive and industrial
superchargers, intercoolers and complete systems. ProChargers (and
most centrifugal and roots superchargers) are designed and manufactured
in the USA, while screw-type superchargers are imported. Being a manufacturer
rather than an importer and/or reseller is important, because manufacturers
are able to design supercharger models specifically for individual
marine applications, while importers do not control supercharger design,
and are limited to the models offered by the foreign manufacturer.
||What causes the transoms of some boats
to be discolored?
||A discolored transom is
indicative of a rich air/fuel ratio. Some OEM applications, such as
the 502 EFI, tend to run rich from the factory, and more discoloration
may occur with the addition of a supercharger (due primarily to increased
exhaust output). ProCharger systems utilize a boost-sensitive fuel
pressure regulator, which allows adjustment in the field to address
either a rich or lean air/fuel ratio, as opposed to ECM modules which
need to be removed and re-flashed. Generally, the bigger concern is
not a rich air/fuel ratio, but rather a lean air/fuel ratio, which
typically results from utilizing exhaust or engine modifications without
adjusting a supercharger systems
preset fuel delivery. Additionally, based on aerodynamics, not all
hulls are subject to discoloration. For those that are, high sheen
polymers or waxes may diminish or eliminate discoloration, as well
as simplifying general cleaning.
||What fuel octane is required?
||The use of 91 octane fuel
is generally required for use with all modern supercharger systems,
regardless of brand. However, the fact that ProCharger Marine systems
produce the coolest air temperatures means that some ProCharger applications
will be safe with 89 octane fuel. In particular, an M-3 or M-3SC ProCharger
with an AW-504 intercooler is a great combination for customers who
do not have access to 91 octane fuel and will be running low boost
levels. Please refer to the back of the price list for more information.
||Do I have to punch a hole in the oil
pan for the supercharger oil supply?
||No. SC ProCharger models,
featuring self-contained lubrication, are available and have eliminated
the need to tap into the engine oil system (which may require engine
removal). These SC models are the only self-contained superchargers
available with a three year warranty. ATI also offers its original
oil-fed models as well.
||Why should I choose a ProCharger system?
||ProCharger Marine systems
are the best available because ATIs overall combination of technology,
experience and service exceeds all other companies by a substantial
margin. Rather than generic, meaningless claims, we can demonstrate
specifically why ProCharger Marine superchargers, intercoolers and
complete systems are better than others. Check the facts. Regardless
of engine type, Intercooled ProCharger systems are the undisputed
leaders for maximum reliable power gains and warranty coverage. ATI
has devoted more engineering resources to the development of marine
supercharger systems than any other company, and ATIs commitment
to innovation and quality is unmatched. ATIs service staff is
also the largest and most knowledgeable in marine supercharging, and
ProCharger Marine systems have thousands more hours of actual in-water
testing and usage than any other company.