Check out Part 1 of our Procharger i-1 installation!
When we last met, the team from ProCharger started to transform the SS into a different animal, pausing just before the supercharger was to be connected. Our 2012 Camaro SS is finally ready to accept the newfangled blower from ProCharger, and our excitement is escalating! In case you missed it, the i-1 is a patented programmable ratio supercharger, a world first, with a unique control system that gives its driver the ability to switch between supplied performance modes, all from the same setup, on a provided touchscreen in the cabin. In sport or competition mode at 7.5-pounds of boost, our Camaro is on track to add another 185-horsepower to the wheels, on pump gas. Needless to say, we were amped up to begin the install of the ProCharger i-1 last issue, and the brand new supercharger assembly was provided with all of the necessary, reliable hardware to be expected from ProCharger.
Cooling things off is a three-core air-to-air intercooler that most would agree, provides abundant cooling and reliability when compared to air-to-water setups for street use. We'll bolt that up shortly after the supercharger. Thanks to an effective intercooling setup that avoids heat transfer associated with engine-top mounting or exhaust interface systems, the ProCharger i-1 is able to produce greater numbers per pound of boost than air to water intercooled, positive displacement supercharger systems.
With that being said, in the last issue, the necessary fluids were drained, the factory air box was removed, the factory balancer was tactically pulled off of the crank and the new one was installed, the crank and balancer were pinned, the crank pulley was installed, the accessory bracket and main bracket assembly were bolted up, and the accessory belt was tightened. It's time for round two! All that's left is to sit back, and follow along with the rest of the installation process, not as a step-by-step manual, but to see just how noninvasive the new kit is, as we explain how the innovative system fits into our fifth-gen. It's finally time to bolt up the i-1!
1. With the main bracket assembly complete, it’s time to introduce the star of the show. Look at that billet ProCharger i-1! Ryan carefully positions the supercharger into place, before mounting it onto the main bracket using the provided fasteners. After loosening the tensioner by rotating the brass collar on top of the bracket assembly clockwise, Tyler installed the supplied dry-hybrid supercharger belt.
2. After removing the dipstick, Tyler fills the supercharger with one, 2.5-ounce bottle of supplied blower oil. Forgetting such an important step would spell disaster for the brand new setup.
3. With the big piece of billet blowing power mounted up to the right, it is time to connect the factory upper radiator hose and overflow hose. When connecting the lines, Tyler took a minute to make sure that all lines were clear of moving components, fans, belts, and pulleys.
4. Next on the list is the installation of the supplied intercooler and tubing. Tyler tightened the provided sheet metal bracket to the upper tabs located on top of the intercooler, using the supplied nuts and bolts. From there, he mounted the assembly to the vehicle, and aligned the intercooler mounts with the slots found on the factory sheet metal.
5. Note the new location of the mass airflow sensor (MAF). It’s new home will be full of steady, reliable, and clean airflow. Tyler connected the factory MAF with the MAF wiring harness extension provided with the ProCharger kit, then zip-tied the wire away from fans, belts, and pulleys.
6. With the intercooler and supercharger ready to accept tubing, Ryan starts with the hot side of the tube route, using the 90-degree silicone coupler. After the coupler is connected to the outlet of the supercharger, he will work his way down to the new bypass valve.
7. After installing the discharge tube by connecting it to the coupler, Ryan installs a 45-degree rubber elbow, connecting it to the new i-1 bypass valve. The beefy bypass valve is connected to another coupler that installs into the new intercooler.
8. Since Ryan already installed the lower intercooler tubing on the passenger side, he slides the throttle body tube into the open end of the rubber hose coupler. The silicone reducer is also supplied with the kit, and the larger, 4-inch, side slides onto the throttle body.
9. With all of the intercooler tubing installed, Ryan routes the ambient air push-lock hose under throttle body, connecting it to the passenger side fitting on the i-1 ProCharger. Next, he connects the remaining push-lock hose to the driver side fitting on the i-1, routing it down to vent to atmosphere.
10. Moving onto the vacuum manifold, Ryan installs the supplied manifold after assembling it, and securely clamps it into place. On a side note, improper clamping of the brake booster hose could cause a power brake failure, so he was sure to connect it properly.
11. Next up is the fuel system. Tyler depressurized the system, and disconnected the fuel injector electrical connecters, fuel rail wiring harness, and removed the fuel rail assembly as one piece with the injectors still attached. Tyler would then install the retainer clips onto the new injectors, and push each injector into the fuel rail injector socket, and reinstall the fuel rail assembly. Installing the new injectors will ensure proper compatibility with the new i-1 setup.
12. Onto everyone’s favorite pastime, wiring! Routing the wiring harness requires the removal of the passenger side cowl cover, passenger compartment air filter, and the firewall plug to allow wires to pass from the engine compartment through the cabin. ProCharger uses their own module, called a FlowCharger to regulate fuel flow, mounted in the trunk. The trigger wiring from the boost switch on the vacuum manifold is routed along the back of the firewall, through the firewall, through the cabin, all the way into the trunk, next to the fuse box. The fuel system control module fuse is removed from the fuse box on the passenger side of the trunk, and the wiring harness is exposed when the fuse box is dissembled.
13. The FlowCharger wiring is connected and mounted underneath the topside of the trunk compartment, while the fuse box on the passenger side is reassembled, and replaced to look factory.
14. Ryan connects the wiring harnesses into the controller, and attaches the supplied vacuum hose to the barb fitting on the controller. The controller is mounted to the brace on the left side of the glove box opening, and secured with at lease two self-tapping screws.
15. The two wiring harnesses and the vacuum hose from the controller are routed through the firewall grommet, into the engine bay along the upper firewall, over to the driver’s side rear corner. All of these other wires are routed up to the driver’s side area of the engine bay to meet up and pair with the terminal block (shown), supplied in the kit.
16. Using a simple diagram, Ryan connects the wires, and also connects the power wiring harness. The terminal block connects cleanly along the upper firewall. Off camera, Ryan hooks up the supplied i-1 fuse to the terminal on the fuse box in the engine bay. Finally, the wiring is finished!
17. After reinstalling the engine cover, it’s time to install the new air inlet assembly. Once the elbow is connected, the air filter is connected, and the assembly angle is adjusted accordingly.
18. Take a look at the touch screen. The seamless integration allows for an on-the-go boost ratio change thanks to the touring, sport, competition, and custom modes. The screen looks like a normal GPS screen, but controls so much more! The page displayed is password protected to prevent unwarranted changes from other drivers.
19. Here’s a good engine bay shot showing the final look, with the installation of the ProCharger i-1 complete!
20. Our Camaro did a few solid baseline dyno pulls, making 381-horsepower and 390 foot-pounds of torque at the wheels. According to the guys from ProCharger, the fifth-gen should gain an additional 185-horsepower from the installation of the i-1 on pump gas.
21. The post i-1 install dyno pull resulted in 576-horsepower and 558 foot-pounds of torque. That’s a gain of 195-horsepower!