ProCharger Intercooled Supercharger - Supercharged!

7. ProCharger's new primary cover comes assembled but needs to be disassembled for installation. Ed started by removing the clutch cover

8. ...then he took the PTO cover off. Ed needed to temporarily remove the eccentric tensioner assembly, which he's doing here, in order to install the cog belt around the PTO assembly and the cog driven assembly (left of eccentric tensioner assembly). The tensioner will be re-installed and set to achieve maximum belt life.

9. Here's a shot of how the entire primary assembly looked before the cog belt was installed. Shown is the driven cog pulley (A). Underneath is the PTO assembly (B). And let's not forget the AIM Corp Variable Pressure Clutch assembly (C) that was installed to handle the big power increases from the supercharger.

10. The cog belt was installed, followed by the reassembly of the eccentric tensioner unit. The eccentric tensioner was then set to achieve maximum cog belt life (approximately 10,000 miles). After that, the motor was turned over in order for the cog belt to track the pulleys.

11. To adjust the tension of the cog belt, Walt slid the round band on the tension tester (arrow) between 6.0 and 6.5 pounds force because this tension helps achieve the maximum life of the cog belt.

12. Bolted over the eccentric tensioner assembly and the driven cog pulley was a tensioning jig (A) provided in the kit. This jig is removed once the desired belt tension is achieved. In this case we were looking to achieve between 3/32 to 1/4-inch of deflection using the edge of the belt as a reference point. When the proper deflection was achieved, the tension tester read between 6.0 and 6.5 pounds force. Ed tightened the tensioner bolt to 18-22 lb-ft after Walt took some final measurements.

13. Once the belt tension was set, the PTO cover was re-installed and then the clutch cover was re-installed after 1.5 quarts of primary fluid had been added.

14. Walt moved on to the supercharger assembly and poured the provided 2.5 ounces of oil in the supercharger assembly since this is a self-contained oiling unit with no oil lines. The unit is CNC machined from billet aluminum and features precision bearings and helical gears. There are four determining factors that affect the unit's impeller speed: engine rpm, PTO step up ratio (2.3:1), PTO driving pulley to B1 driven pulley ratio, and the internal 5.0:1 internal gear ratio on the unit itself.

15. The ProCharger was attached to the supercharger bracket mounting saddle with the provided hardware and thread locker.

16. The serpentine style belt was attached to the inside of the primary and then to the pulleys on the back of the supercharger assembly.

17. The supercharger assembly was then attached to the PTO bracket saddle on the back of the primary cover and then the serpentine style belt was adjusted to the proper tension. The serpentine belt tension was set via a tensioning pulley and jack screw attached to the supercharger bracket. As the screw was turned the pulley increased pressure on the belt and needed to be tightened until the belt was unable to be twisted past 90 degrees in order to achieve maximum belt grip on the pulleys. If the belt slips too much, the proper amount of boost may not be achieved.

18. Walt prepped the air cleaner bonnet assembly to mount it in place. The unit is made from high-grade billet aluminum and bolts right onto the stock throttle body.