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A&A SUPERCHARGERS

SUPERIOR ENGINEERING   SUPERIOR POWER    SUPERIOR PRICING   SUPERIOR CUSTOMER SUPPORT

A&A Corvette Performance started out as a small Corvette performance shop that began modifying existing Corvette supercharger systems in 2001. Early systems were plagued with belt and heating issues. (and some still are) We found ways of rerouting the belts and moving pulleys that helped the belt issues immensely. We also started building the first front mounted single intercooler in the business. Shortly thereafter we started making our own supercharger brackets that alleviated all the belt issues of the day. In late 2002 we marketed the first A&A Supercharger system using our own brackets, intercooler, tubing, and sheet metal parts. Through constant testing and improving, the system has evolved into the most popular Corvette supercharger system available.

A&A Superchargers is now the Vortech Factory Authorized manufacturer of supercharger systems for all models of C5,C6 and, now, C7 Corvette. We use Vortech head units exclusively as we feel these are the most efficient units available. The A&A / Vortech head units are manufactured to our specifications and can only be purchased through A&A or one of our many distributors in the USA and Europe. The remainder of the entire system is designed and manufactured by A&A Corvette. As of June 2013 we have manufactured over 2000 Corvette supercharger systems for the C5 and C6 Corvette. Of these 2000 plus systems, approximately 20% of them were installed and dyno tuned in our own shop. Approximately 30% were sold to "do it yourselfers" who installed the systems at home. The remainder were installed through our ever growing network of authorized sales and installation centers.

While we do have online ordering, we HIGHLY RECOMMEND that you call us and discuss your expectations and possible goals for the future. Picking the right unit for your application is something that will be best approached with some guidance from us. Try to forget what you read on the internet forums and ask us what we would recommend. More often than not, we will recommend a smaller system than you think you may want. We know what works. Bigger is not necessarily better when it comes to superchargers.

Even the decision of whether to install the system yourself or have it professionally installed, should be an informed decision. Being able to say you installed the system yourself may give you quite a sense of accomplishment. On the other hand, we’ve seen quite a few enthusiasts who would have been much better off having the system professionally installed. As us questions and read over our instruction manual before deciding.

If you have aspirations of ”going big” in the future, talk to us about it. We have a lot of experience in big builds and can guide you in the right direction. There are some things that may save you money by buying now, and some things that can be put off and some things that are just not going to be needed at all. (reread the comment about the internet forums)

SYSTEMS AVAILABLE TO FIT YOUR NEEDS AND BUDGET - EMISSIONS LEGAL TO BARELY LEGAL AND BEYOND

ALL A&A SYSTEMS FIT UNDER THE STOCK HOOD WITH NO MODIFICATIONS.

Our systems can be configured in many ways. Our base system is 50 STATE EMISSIONS LEGAL as per C.A.R.B. # D-707. This covers all years and models of Corvettes from 1997 through 2013. Our base systems have been tested and found to not affect the emissions of the C5 and C6 Corvette. Our 2012 test vehicle made 516 HP AT THE WHEELS (645 FLYWHEEL HP) in 100% emissions legal trim. What other vehicle modification can top that? No other modification can make this much EMISSIONS LEGAL HORSEPOWER!.

We have systems capable of 600 RWHP (700 FLYWHEEL HP) or more that are suitable for stock or nearly stock engines. These intermediate systems are very cost effective and are generally right in the same price range as the base kits.

Also available, are systems capable of OVER 1000 RWHP (1200 FLYWHEEL HORSEPOWER) and all levels in between. With proper engine modifications you can have a 1000 HP street driven vehicle (in non-emission areas) with reliability and great street manners. This was absolutely unheard of just a few short years ago. Give us a call. We have the expertise and experience to design and build your complete package , including engine, driveline, exhaust, suspension, fuel system, supercharger and more.

Call us and let's discuss your goals. We have everything you need to meet or exceed them.

TAKE A CLOSER LOOK

Download the instruction manual for our system and take a close look at how the parts integrate and work together. Look at the quality of the parts used. We are confident that you will not find a better system at any price. Now look at the price! With all these innovations and high quality parts used in our systems, our prices are still hundreds lower. The closer you look, the clearer the choice becomes.



COMPARE A&A SUPERCHARGERS vs. OTHER MANUFACTURERS

We invite you to look closely at our system vs. all others.  No other manufacturer will invite you to compare their systems, part for part, as we will. The fit, finish and quality of components used are second to none. This commitment to aesthetics carries forward with the same commitment to function. We are continually analyzing how any part of the system could be potentially improved and have implemented these improvements. It is through this never ending desire to offer the best system available that our system has evolved into just that. Please download our instructions for your particular model and look closely at each part and see how they integrate into the complete system. The closer you look at our systems, the more you will be impressed by the quality of each and every part used.  Call or email with any questions you may have. We’re here to help.

BRACKET AND PULLEY DESIGN
The bracket and pulley design is the heart of any supercharger system. Belt slip or misalignment will take all the fun out of any supercharged….. (more)

BRACKET AND PULLEY DESIGN

The bracket and pulley design is the heart of any supercharger system. Belt slip or misalignment will take all the fun out of any supercharged car. Our bracket and pulley design offers excellent alignment and belt wrap. This is essential in any supercharger system and is unsurpassed by any other manufacturer.  When fully tensioned, you are able to wrap the belt all the way around the supercharger pulley until it touches the belt on the other side. While this would actually be too far, it does show that any claims of having better belt wrap than A&A simply aren’t true.   Our lower spring tensioner adds extra wrap and tension on the crankshaft pulley as well.

          All aluminum plate has variances in both thickness and straightness. We realized this early on and rather than use 3/4” plate in the manufacturing process, we use 1” plate and machine the entire plate on both sides. This is a costly addition to the manufacturing process but is the only way to assure that every single bracket is absolutely flat and dimensionally equal. No other manufacturer pays this much attention to detail in their bracketry. We use double bearing pulleys with stainless inserts to support the bearings, where others just stick a bolt and washer through the pulley with no regard to proper  support of the bearings.

 Our brackets, we’ve been told, “are works of art”. Take a look at the attention to detail. Our extremely accurate CNC machining comes out so smooth that all that is needed is a hand polish to make them look this great.  We never touch them (or need to) with a buffing wheel. We use nothing but Grade 8 or Stainless hardware throughout. These are all unretouched pictures of our brackets with nothing more  than a hand polish.

Pictured, are our standard brackets, as included in all our kits. We also build special brackets with 8 and 10  rib drive pulleys, specially reinforced tensioners and smaller idlers for race applications.

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RAM AIR INTERCOOLER DESIGN
Our intercooler design is innovative and unprecedented.. Not only are our intercoolers as large as practical for a Corvette, but the placement …. (more)

RAM AIR INTERCOOLER DESIGN

Our intercooler design is innovative and unprecedented.. Not only are our intercoolers as large as practical for a Corvette, but the placement and attention given to airflow management is unmatched. An intercooler must have as much ambient airflow through the core area as possible to be efficient.

After much testing with smoke generators we found that a good portion the ambient airflow would actually hit the front of the intercooler and just “roll” over the sides. We are the only manufacturer to implement aluminum side plates on our intercoolers that capture this air and prevent this. The top seam of the intercooler is flush up against the frame which stops any air from going up and over the intercooler.

The bottom of our C6 intercooler has a panel that seals the area between the intercooler and the front fascia. This stops any air entering the grill opening from escaping below the intercooler. 100% of the actual intercooler core is exposed to frontal airflow. None of this area is hidden behind the frame of the vehicle.

Our C5 intercooler is completely sealed against our sheet metal enclosure and has an ABS scoop at the bottom. Any air that is grabbed by the scoop is forced through the intercooler. It has nowhere else to go.
Our design is the only one that is 100% exposed to frontal airflow either directly (C6) or through the use of directional scoops (C5). Not one square inch of either intercooler is shrouded by the frame or bodywork.

Airflow through the rear of the intercooler is also important. Most designs place the intercooler tightly against the radiator and air conditioning condenser. We place our intercoolers with a large space between these components which aids in airflow through the intercooler as well as airflow to the radiator and condenser. Air will not flow through the intercooler core if it can’t exit the rear of the core. This is just as important as placing the front of the intercooler directly in the air stream.

We are also the only manufacturer that utilizes sheet metal panels to direct airflow into the radiator. Without these panels up to 35% of this air would be lost into the fender wells and front fascia. Again, we are the ONLY manufacturer that includes any sort of panels to direct airflow into the radiator.

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SUPERCHARGER INLET DUCT AND FILTER
The inlet duct from our high flow air filter to the supercharger inlet is also designed with superior airflow in mind. The curves are smooth and…. (more)

SUPERCHARGER INLET DUCT AND FILTER

The inlet duct from our high flow air filter to the supercharger inlet is also designed with superior airflow in mind. The curves are smooth and cross sectional area is large. This all translates into lower inlet temps and more power output.  Picture  trying to suck a large amount of air through a straw. You have to work much harder than breathing normally. A supercharger is sucking a huge amount of air. The supercharger has to work much harder to suck the air through a restrictive intake tract. If you actually have negative pressure in front of the blower, as a restrictive inlet would have at wide open throttle, the supercharger has to overcome that negative pressure before actually making boost. That could mean that the supercharger would have to make something like 12 PSI to actually see 10 PSI at the engine. That would be the 12 PSI the supercharger is producing, minus the negative pressure in front of the supercharger inlet. The supercharger is  producing more heat and doing more work to make the same amount of boost.

Some manufacturers actually use a supercharger that is too large for the application and try to choke down the inlet so as to limit boost at the top end. While this may make a nice looking dyno curve under ideal conditions, in real life the inlet air temperatures are sky high. Too much restriction (negative pressure) can also damage the supercharger impeller.  It’s much like the cavitation of a boat propeller. It is always better to use the correct supercharger for the intended application. We do not recommend running a supercharger that is too large for the intended application. We have a great trade in program available to those that decide to build a forged motor and run a larger supercharger with higher boost at a later date.

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BLOWOFF VALVE
A blowoff valve is necessary in any supercharger system. When idling, cruising or when lifting off the throttle, the air coming from the super…. (more)

BLOWOFF VALVE

A blowoff valve is necessary in any supercharger system. When idling, cruising  or when lifting off the throttle after a spirited run, the air coming from the supercharger MUST be vented so as not to over pressurize the ducting, damage the MAF sensor or in extreme cases, cause “compressor surge” and damage the supercharger itself.  The blowoff valve is a critical part of the system and is not a place to save money with an inferior part.

In 2011 we contracted with Turbosmart to build our blowoff valves. This valve is built in Australia to our specifications and is superior to other designs. There are no O Rings to come loose or flapper valves that don’t seal properly. The piston design reacts very quickly and has adequate airflow for most applications.  It also has a great sound  without being obnoxious.  The removable exhaust filter quiets the discharge air for  those not wanting as much noise. The Turbosmart valve is another expensive addition to the A&A Supercharger system that is included in our very reasonable price. We recommend out standard valve for anything up to 650 RWHP. Beyond that, we recommend the 50 MM Turbosmart “Big Bubba” valve. This valve is also compatible with our standard system for a minimal upcharge.

This would be a prime example of a part that one would purchase to use now, that will also be work when the engine and supercharger are upgraded to a much higher horsepower level at a later date. We have tested this valve at 1200 HP with no issues.

We also have huge Race Type valves that are truly obnoxious, if you feel you must.

Our blowoff valves come with an exhaust filter to quiet them considerably. They can be special ordered without the filter and with a “trumpet” type discharge, which is quite loud, as seen in this video.

http://www.youtube.com/watch?v=0T73tUEtxh4

COMAPARISON OF OUR STANDARD AND “BIG BUBBA” BLOWOFF VALVES

57 MM RACE VALVE

 

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ARTICULATED SILICONE HOSES
Our silicone hoses are made up of complex bends and angles to clear the various obstacles in the Corvette engine compartment. To properly …. (more)

ARTICULATED SILICONE HOSES

Our silicone hoses are made up of complex bends and angles to clear the various obstacles in the Corvette engine compartment. To properly rout the compressed air from the supercharger discharge to the blowoff valve, intercooler and ultimately to the engine itself, requires some serious navigation around the sway bar, skid bar assembly etc. Most manufacturers use a combination of 45 and 90 degree rubber hoses with couplers to accomplish this.(and quite honestly so did we). Our hoses are 4 ply silicone and have the proper bends built in to navigate around these obstacles as well as provide a smooth entry into the intercooler without having to kink the hose.. You won’t find these on any competitors systems.

This long hose comes out of the supercharger, behind and underneath the sway bar and over  into the right front fenderwell where it attaches to the blowoff tube. It can be done with a couple of rubber elbows and an aluminum coupler, but which would you rather have on your vehicle?

This particular hose is designed to clear the factory skid bar. A standard 90 degree hose ends up with a big kink in it right here !

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CNC LASER CUT ALUMINUM SHROUDS AND ENCLOSURES
Our laser cut sheet metal shrouds, panels and enclosures look as good as they are functional. They are designed to direct and keep air where…. (more)

CNC LASER CUT ALUMINUM SHROUDS AND ENCLOSURES

Our laser cut sheet metal shrouds, panels and enclosures look as good as they are functional. They are designed to direct and keep air where it belongs, flowing through the intercooler and radiator. You won’t find these panels and enclosures in any competitors systems.

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HEAD UNIT CHOICES
We offer a number of head unit choices. This allows you to tailor the system to your needs. Whether your goal is a 600 HP “Street Sleeper”, a …. (more)

HEAD UNIT CHOICES

We offer a number of head unit choices. This allows you to tailor the system to your needs. Whether your goal is a 600 HP “Street Sleeper”, a 1000HP street screamer or a purpose built drag racer, we have complete supercharger systems and related accessories you’ll need. Below you’ll find descriptions of each head unit and its capabilities. These are very brief descriptions and we highly recommend calling or emailing us with your goals so we might recommend the proper unit for you.

Si TRIM- THE LITTLE BLOWER CAPABLE OF BIG POWER

The Si Trim head unit is the workhorse that we include in all our 50 STATE LEGAL systems as well as in most systems that we would recommend for stock engines. It is extremely efficient and capable of 750 HORSEPOWER with the appropriate pulley. If you do not have aspirations of “going big, in the future, which basically means you want to leave the engine stock, or near stock, then this is the head unit for you. We generally recommend this head unit for anyone who wants to bolt the system on the car, without further modifications, and will be happy with 500 to 600 RWHP or so (REAR WHEEL HORSEPOWER) ) which translates to approximately 700 FLYWHEEL HORSEPOWER. While we have pushed the “little” Si to 860 HP, to show its capabilities. we do not recommend it.

Ti TRIM- RACECAR POWER IN A STREETABLE PACKAGE

The Ti Trim is the next step up. This head unit can be used on stock engines, with a little larger pulley, to keep it in a safe range.. This is geared more for the owner who may want add one of our custom camshafts, long tube headers and possibly Methanol injection and is willing approach the limits of a stock short block.. For those that think they may want to make over 700 HORSEPOWER and may be considering an engine build in the future, then opt for the Ti. This head unit is capable of 950 FLYWHEEL HORSEPOWER.(800 RWHP) The Ti Trim is a very affordable option and will work well with stock as well as slightly modified engines.

V2 or  V3?

Now it gets a little confusing. The Si TRIM and Ti TRIM are designations for the size and flow capabilities of the head unit. Both these head units are available in two different configurations. V2 and V3.
V2 is the designation referring to a supercharger that is lubricated by a constant flow of engine oil. A fitting is inserted into an oil galley on the side of the engine which attaches to a small feed line that supplies pressurized oil to the supercharger. A return line is then run down to a fitting that is inserted in the oil pan. We supply the proper tool for cutting (not drilling) the proper sized hole in the pan.
V3 is the designation referring to a supercharger that is self-contained. This unit requires no oil lines and has its own sump built into the supercharger itself. Periodically the oil is drained from the supercharger, via a stainless drain hose attached to the bottom of the unit. A fresh bottle of supercharger oil is then squeezed into the supercharger through the fitting on the supercharger case.

YSi TRIM – TRULY A RACE ONLY SUPERCHARGER

The next step, and it’s a BIG step, is the YSi Trim head unit. The YSi is considered a “Race Only” type supercharger. It’s capable of 1600 CFM, and over 1200 HORSEPOWER. This supercharger is not intended for use on any stock engine. This unit is not available in a self-contained version.

There are a LOT of cars running around with the A&A YSi system, forged engines, specialty belt drive systems, methanol injection, etc. that are making in excess of 1000 RWHP (1200 FLYWHEEL HORSEPOWER) These cars are not for the faint of heart or those on a budget. Building a project like this takes a LOT of planning and quite a bit of money to do it right.

We offer all the components needed for such a build from the supercharger itself, to clutches, specialty belt drive systems, exhaust components and engines. This is something that will need to be discussed in depth before starting.



We are available to answer any of your questions via phone or email.

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WHY WOULD I WANT TO SUPERCHARGE MY CORVETTE?
Supercharging is, without a doubt, the best “bang for the buck” as far as performance upgrades are concerned. A fairly radical head and cam upgrade... (more)

CENTRIFUGAL vs. ROOTS OR TWIN SCREW TYPE SUPERCHARGERS
The roots or twin screw superchargers will make boost right off idle and are good for heavy trucks with automatic transmissions. The one main disadvantage... (more)

CENTRIFUGAL vs. ROOTS OR TWIN SCREW TYPE SUPERCHARGERS

The roots or twin screw superchargers will make boost right off idle and are good for heavy trucks with automatic transmissions.  The one main disadvantage to this type of blower is gas mileage. Just a slight touch of the throttle, will produce a couple of pounds of boost. In order to stop the engine from pinging (audible detonation), the computer must retard the timing and enrich the fuel mixture. Driving uphill just adds to the problem.

The centrifugal supercharger works differently. It basically freewheels until you put enough load on the engine to drop the vacuum down to near zero. At that point the blowoff valve closes and the charger starts making boost. Until that point, the computer is still in cruise mode with full timing and a lean fuel mixture. The fuel mixture and timing can be optimized for light acceleration, stop and go traffic, driving up hills etc. While we wouldn’t  advertise it, many have reported better gas mileage, in everyday and highway driving,  after the supercharger installation.

Will a roots or twin screw make more power at low RPM? Absolutely. The question is, is that what you really want or need? .

A stock Corvette will spin the tires from a standing start pretty easily, so there’s not a big need to add a huge amount of power below 2500 RPM. If you are making stock or more power than stock, you’re going to be past the 2500 mark in a hurry and will never see it again as you accelerate through the gears.

If you start driving aggressively and shift the car at 5500 or 6000 RPM, it’s going to drop into the next gear at over 4000 RPM (except maybe a 4 speed automatic with the 2.73 differential) The centrifugal supercharger is right in the meat of its power band and building power fast. The roots or twin screw supercharger is almost done by then.

An automatic transmission that downshifts under heavy throttle will also drop right into the perfect area of the power band, and ,again, the roots or twin screw  is way past it’s power peak.

The roots or twin screw has such a flat power band that they are just not exciting. Most of them are all done by 4500 – 5000 RPM.

The massive air to air intercooler design and air directing sheet metal work of our systems keeps air inlet temps to a minimum and allow the engine management system to retain more ignition timing and use less fuel than roots or twin screw types. This all equates to a more efficient running engine and MORE POWER.

The centrifugal charger will have more power at 2500 RPM than a stock vehicle or even one with a good head, cam and header package, but not so much that every time you touch the throttle the car jumps and spins the tires. That can be very annoying as well as expensive (tires, tickets etc.) From 2500 and up, the power builds rapidly. It has big power when you want it and is smooth when you don’t.

It really is the best of both worlds. At low RPM and light throttle, the car is as docile as a stocker. Gas mileage remains unchanged from stock, also.

One you start getting into the throttle, the beast under the hood becomes quite apparent! There is no substitute for a properly designed centrifugal supercharger system. Massive power with stock drivability and emissions really can be had in a reasonably priced package. If you decide to upgrade to a forged engine and larger supercharger, at a later date, the roots or twin screw is not upgradeable. You’ll never be able to make the 700, 800 RWHP or more that the centrifugal supercharger is capable of. 

A 550 RWHP manual transmission vehicle equates to 647 flywheel horsepower! That is an amazing amount of power in a very drivable street car that still gets 25MPG. This would have been unheard of just a few years ago.

Looking for BIG power? Look no further. 700, 800 RWHP or more is readily available with a well designed engine – supercharger package. We can help you with a supercharger system to match your existing engine build or design and build you a complete package with everything needed to make 1000 horsepower or more!

You will not see any big build street cars running anything but a Centrifugal supercharger. It’s what works, period.

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CUSTOMER SUPPORT
A&A has long been known for excellent customer support, before as well as after the sale. Customers are always welcome... (more)

CUSTOMER SUPPORT

A&A has long been known for excellent customer support, before as well as after the sale. Customers are always welcome to talk to an Owner, Manager or one of our Techs if they need help with installing, diagnosing or choosing the correct part. After hours phone support is available until 9:00 PM (Pacific) and on weekends. No other supercharger or performance company will offer extended support like this. Who do you call on a Sunday evening when you have an installation question? We are the only company you can count on to be there.

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