2008 Pontiac G8 GT Procharger HO Intercooled Supercharger System Install - Four Doors Of Fury

The driver side headlight must come out in order to provide access to where the intercooler tubing will run, along with other components we're not telling you about...yet. The coolant reservoir, located in the area beneath the passenger side headlight, comes out the bottom. It, too, will be relocated. Meet Dave Werreemeyer with ProCharger Technical Service. Seen helping him out throughout this story is Josh Hamming, also with ProCharger (he's the guy with the hat).

Getting the factory washer reservoir off the back of the bumper is a bit of a challenge, as each of its bolts threads into an insert that basically is not designed for the bolt to be removed. (Makes you wonder, doesn't it?) So after attempting to coerce these noble bolts to leave their stations with an air-powered wrench (as shown), the guys resort to just drilling them out. Sorry, bolts-you done good, but your jobs have been outsourced to India.

All superchargers drive off of the crankshaft pulley in one way or another, and this means added force tending to rotate the pulley on the crank snout. Nearly all LS engines have press-on pulley/damper assemblies, which are fine for street duty, but most assuredly N/G when you're spinning a centrifugal blower. Therefore, ProCharger demands one "pins" the crank (i.e., insert a dowel at the interface of the pulley and crank snout to prevent any chance of the pulley rotating). Step one in the process: remove the stock crank bolt. To keep the engine from turning over while loosening it, the inspection cover comes out under the front of the transmission, and Dave inserts a pry bar to keep the flexplate from turning while Josh works the crank bolt.

Step two: with the stock crank bolt successfully removed, install the provided drilling fixture in its place. Happily, the stock pulley/damper assembly does not need to come off during this process.

Final step in pinning the crank: the crank snout and stock pulley/damper are simultaneously drilled, a dowel is inserted, and the fixture is removed.

ProCharger's kit uses a special aluminum crank pulley that goes on the front of the stock pulley/damper. Among other advantages, this negates any need for rerouting of the stock accessory belt. Josh puts the so-called cam lock assemblies onto the new crank pulley with threadlocker. As you can see, a new longer crank bolt also will go through its center.

The cam lock assemblies get twisted (each is egg-shaped) against the stock pulley "struts" to hold the ProCharger pulley tightly from spinning. Once they are all secure, the new crank bolt gets tightened to manufacturer spec.

The stock power steering reservoir and engine lift bracket must come off, as they are in the way of where the head unit and its bracket must attach to the front driver side of the L76.

Its black paint hides the fact that the new coolant overflow reservoir is made from aluminum, so it's very lightweight. The stock plastic neck snaps into the top, and ProCharger has designed it so that the stock dipstick is still perfectly accurate. The end of the reservoir's one bracket goes to one of the factory locations holding the airbox assembly (left of photo), while the end of other goes under the stock horn mount.

The new washer fluid reservoir bolts in place next to the G8's fuse box. Conveniently enough, it comes with a new pump pre-installed; one simply must connect a small fluid line from the tank to the pump's inlet.

The washer fluid pump doesn't operate by magic: it needs electricity. Therefore, it gets wired into the stock harness using the crimp/heat shrink connectors provided. Here Josh uses a heat gun to ensure trouble-free connections.

The stock power steering reservoir is relocated to the area behind the remote positive battery terminal connection (red). Dave tightens the hose clamps.