Well! , it seems that i have found something for you SVT owners that you may find very appealing. I did some research on the ATI - ProCharger . Thanks to Focus Fanitic mag , ATI has come outw/ a complete kit(the car tested was the SPAL ZX3).Their Focus fact states:The C-1 supercharger is featured in ATI-ProCharger,s Focus kit, it is not the Co,s only supercharger- far from it .In fact, the ATI produces no less than 21 , yes
units ,which service everything from small cars , such as the Focus,to full bore racecars producing more than 2,000 hp. The largest Pro-Charger is the F-4 , which is rated to more than 30 LBS!!!!! of boost and support up to 2,300 hp(shazam!!). Step 1. Installing the Pro-Charger kit is removing the factory airbox , inlet hose , and mass air meter. Dont put the mass air too far away, however, as youll be swapping its electronics onto the ProCharger discharge tubing. While you are here, you might as well go ahead and replace the factory 19-lb/hrfuel injectors with the required, but not included 42-lb/hr injectors. This requires disconnecting the battery, removing the factory fuel rail, replacing the injectors, and reassembling it all . On this step and all others, the ProCharger install manual is quite through. be sure to read it first!! Step 2: This is the busness end of mountig the blower. Because of the C-1 blowers self-contained oiling system, ATI could mount the unit just about antwhere. As a result, the company decided to mount it low in the passenger-side inner fender. To do so, ATI constructed a bracket that piggy-backs onto thefactory air-conditioning compressor. You simplyreplace thethe bolts retaining the compressor with longer studs that allow you tomount the A/C adapter bracket. The sub-bracket supports
the snout of the blower drive and serves as a mount for an idler pulley, which aides belt wrap on the blower pulley to eliminate the potential for belt slip.
Step 3: the main bracket serves as a mountfor the supercharger itself, via three studs from the sub-bracket, but it also sandwwiches the blower pulley. So, then you mount the longer serpentine from the blower kit first before raising the blower and main bracket into place. That way you can slip the belt over the pulley after everything is in place.
Step 4: This is the ProCharger C-1 supercharger. It is rated by ATI for up to 675 hp when installed on a 150- 325 hp engine and will produce a maximum of 25 psi. With the3.4-inch pulley delivered in the kit., the blower yeilds 10 pounds of boost and retains a 12 mo. warranty. Because of its self contained oiling system, you do have to change its oil. the first oil change comes after 500 break-in miles. Future oil changes should be with every other oil changes,i.e every 6,000 miles. Usually, the blower pulley is closer to the blower housing, but the Focus required this unique longer shaft, which is supported at the other end by a bearing in the sub-bracket . This allowde ATI to mount the blower where ther was space, but still allowed using the factory accessory beltdrive clever,huih?
Step 5: Now its time to go for the glory and bolt on the blower.Three longer spacers seperate the main and sub-brackets, while three shorter spacers offset the blower from the main bracket.With the blower bolted up, its nessarry to loosen up the factory serpentine belt with a long pry bar and route the belt over the blower pulley. It really helps to be on a lift for this, but speaking from the installers experience, this also possible with the car on jack stands. The ProChargermanual includes a belt-routing diagram, should you forget how to route the belt.
Step 6: Mounting of the air to air intercooler comes courtesey of two brackets. one mounts to the framerailusing the holes formerly attaching the factory tow hook. The second bracket is secured by using two lock nuts into the radiator core support. There is a flapthat is bolted to the intercooler to direct ambient air over the intercooler core,which removes heat from the boost going into the engine. Intrecooling not only allows the engine to produce more power from a denser air charge, but it also allows you to run more timing, which really creates more power. Another happy side effect of intercooling is a chance for heat-induced detonation.
Step7: With anchor points of the blower and intercooler in place, its time to route all the ductwork.Install the superchargers inlet elbow and air filter, which live above the blower in the inner fender.This area is agood location to pick up plenty of ambient air as your Focus travels down the road. Additionally the filter ends up behind the passenger side headlight.So, if you were racing and wanted that extra push of ram-air, you could pop out the headlight and feed air strait to the filter.
Step8: With the blower so low, it almost looks like a turbosystem at a quick glance,but then you see the unmolested exhaust. By the way, at the midpoint of the discharge tube is where the bypass valve hooks up. this valve allowes unused boost to vent back to the blower inlet when the throttle slams shut. This keeps the air from being trapped and super heated between the blower and throttle plate, aiding performance and driveability. In addition to routing the hose from the bypass valveto the inlet,you must also roure a hose up to the egine to send a vaccumsignal to the engine,so the valve will open and close at the appropriate time
Sstep9: Since thekit had already been installed on this car, they simply snaked the preassembled tubing down to the intercoolerfrom the top. Likewise, they had already swapped the mass-air meter electronics from the factory meter to the kits mass-air tube. this is where SVT kit differs from the standard ZETEC kit, as the SVT throttle body is closer to the driverside and requires a shorter mass-air tube.
Step10: If you like the sleeper look, then this kit fits the bill.Because of the low mounting points of the blower and intercooler, the uninitiated may think you just have some kind of CAI kit on your Focus,that is until you peel the paint off the side of their car as you blow past them.
These days software is as important as the hardware. After you have all the hard parts in place, you will need to install the supplied pooter chip to make the system function properly. This requires removing the stock pooter from the passenger side kick panel, removing the service port cover, cleaning the protective grease and laquer from the service ports contacts, and finally plugging in the chip. then you can reinstall the positive battery cable and start up your newly boosted Focus.
: The Procharger Focus kit is nothing if not complete. Based on the compact C-1 supercharger, the includes all the necessary ,tubing, bracketry, intercooler, and bypass valve. Dont be scared off by the number of parts, as it offers a strait forward installation. (The kit PN IFK212-SCI) retails for around $3,9996. SVT owners shouldnt feel left out either, as an SVT kit is also available, and should wake up the free-breathing engine. The dyno evaluation was:
:In short, the baseline hp at 5400 rpm was 113.4
: the baseline torque was 122.2 at 3600
w/ the ProCharger at 10 PSI was 203.5 at 6000 rpm
the torque was 185.0 at 5400 rpm
:the overall gain over stock was 98.5 hp and 86.2 ft./ lbs of torque !!
The Procharger kit is sweet. Alot of the Mustang guy's love it. Also you don't have to tap into the block or oil pan because it is self contained in the blower housing.
____________________ Honda's are like assholes, everyone has one.
PretzLs_SVT wrote: I heard the powerworks supercharger is bringing similar horse but killing other kits in the torque area.
The torque w/ the superchargers from powerworks is excellent. I was able to drive a couple of them during Jetfest '05. They're amazing and I wish I had the funds to buy one, but they are way out there in cost for me. I also have the 2.3 Duratec, so I'm still waiting for that to be developed.
I'd be interested to see some dynos from all side by side done on the same day in the same weather.
____________________ Get in, Sit down, Shut up and HANG ON!
acctually i heard the powerworks regular focus kit is on sale chck focus rush forums and click on hampton roads team i read it in there dtp motorsport was saying this. there number is 757-549-3966 tell them that eric basile that has the svt and came in with the 944 porsche told you to call.
Oh, I know they have the regular ZX3 kit avail. but mine is not a regular ZX3.
I have the 2.3 Duratec PZEV engine. Different animal. I know they have one that they've pulled together on a sedan. Saw it at Tire Rack last summer. NICE and FUN!
I think what I liked most about the cars that were done from Powerworks is that these cars are these guys daily drivers. It's nice to see they are going through their paces on a daily basis for wear and tear. I'm going to be interested in seeing what conclusions they come to after miles and miles of use. I know they get tromped on too...I'm guilty of pushing them during the test drive.
They also have financing avail. so I hear. That could be dangerous!!!
____________________ Get in, Sit down, Shut up and HANG ON!
you know i heard the procharger is under the engine so i heard you hit a speed bump you screwed. thats what i've heard never met anyone with one though. I'm going through DTP in March getting upgraded headers, short shifter and powerworks supercharger kit.
