Most of the Prochargers that I see are hung off of the driver's side of the engine via a large bracket. I have been struggling with decisions as of late. Some of you may remember that I originally planned on running a 434 cubic inch small block chevy motor with a blow through carb. Well, I changed my mind and am deciding to go with 427 stroker LS engine. I still don't like the fact that the Procharger air inlet is on the rear of the unit, and due to that location it will suck in hot air from above the headers. I made a post regarding this already, you can read it here...

https://www.thirdgen.org/forums/powe...rocharger.html

Anyways, now that I will be running an LS engine, I came across a multitude of mounting options. The one that I am looking at in particular is this one, taken directly from the Procharger website...

REVERSE PASS. SIDE MOUNT - FROM DRIFTING TO PROTOURING!

One of the most popular versions of the LS family to swap these days is the C5/C6 Corvette style. Cars with low hood lines love the low intake manifold and low mounted accessories. This positioning makes it perfect for a reverse mounted (forward-facing) ProCharger system to be used. We have seen this system being used in everything from the punishing ranks of professional drifting, to SEMA builds.

We even have (4) different drive systems for this kit, which covers a wide range of horsepower, from 650hp to a mind-bending 1,200hp! Those drive system options are as follows.

Versions avaliable:
- 6 rib (shared drive)*
- 6 rib (dedicated drive)*
- 8 rib (dedicated drive)
- 10 rib (dedicated drive)

* = can be used with factory balancer

For larger dimensions please click the image.


Dedicated Drive: Belt routing diagram (availble in 6,8 and 10 rib)


Example: Jason Scudellari F100 with ProCharged LS Swap. (

Click HERE for Video

)


I like the look of this setup because it doesn't look like it will interfere with anything. Maybe someone is running this style and can comment, but it looks like there would be plenty of room between the body of the blower and the strut tower. Also, with the inlet of the blower facing forward, I can run a relatively short section of tubing down through the passenger side battery tray area and give the blower access to cooler, outside air that hasn't been heated up by FL summertime underhood temps. The blower discharge/outlet is pointed downward and with some creative engineering, it should be easy enough to route the piping to a FMIC behind the bumper. Given all the options on pullies, I would probably go with the 10 rib dedicated belt, even though I would prefer to use a cog drive. I have heard all the horror stories about belt slip and trying different brackets and tensioners to stop it from happening. It might be possible that since this setup is more compact, the belt run will be inherently shorter and could possibly reduce the amount of belt flap that seems to occur at higher engine speeds. My genuine hope is that with a larger engine size and decent flowing heads I can make my power output at a boost level lower then when the head unit starts to slip.
Am I missing anything?

 

I don't think there's even a remote chance it'll fit. It's too far forward. I have a 5-inch intake and I can barely turn the corner from throttle body before clashing with the radiator. That supercharger setup is even further forward.

 

Here's my setup on my 408.

Indiana muscle car bracket.
12 rib belt.
It all fits under a stock hood.
Definitely a very tight fit. I had to remove the wiper motor.

I'd love to figure out a way to do the inlet better.
I plan on putting in a new radiator this winter with the inlet and outlet on the passenger side. And then redoing the super charger piping, so maybe I'll come up with something.

 

Bumping old post. Hope it helps ya.

this is my ECS 2200X with A&A flip drive. C6 stuff in my 92Z28