We have recently released the 1000r supercharger system for the C5 corvettes including all LS1 and LS6 based vehicles. Please check out our web site for more information.

Mention this add for free shipping*

http://www.dragonrace.com/c5blackengine.jpg

*Free shipping applies only to continental United States and ends Jan 31st, 2008

Man thats a tight squeeze, how this compare to Procharger set up? Welcome to SV :cheers:

1000R this thing just sounds serious power!?

Interesting set up. Does look a maggie just mounted side ways

I am sure that you have been asked this a thousand times, but how is the heat issue with this system?

We have recently released the 1000r supercharger system for the C5 corvettes including all LS1 and LS6 based vehicles. Please check out our web site for more information.

Mention this add for free shipping*

http://www.dragonrace.com/c5blackengine.jpg

*Free shipping applies only to continental United States and ends Jan 31st, 2008

I've been looking at a Maggie and Kenny Bell as option for my C5, what sort of power this putting out?

The question of heat soak of the blower is the #1 most frequently asked question but we've tested it and found it not to be any more of an issue than is associated with the other manifold mounted superchargers.

With Stock or Ceramic Coated Headers our supercharger ends up around 210 degrees when heat soaked on a 75 degree day...which is almost exactly the same temperature we read off the blower on a Magnuson or Kenne Bell. This is NOT the air temperature just the case temperature of the supercharger.

With Stainless uncoated headers the temperature jumps another 20 degrees which does not affect the inlet air temperature on the intercooled setup significantly. In the case that a non-intercooled setup is installed we would recommend coated or stock type manifolds.

Air temperatures non intercooled can approach 170 degrees which is consistent with any non-intercooled positive displacement supercharger. Intercooled the temperature is 110-115 degrees at the inlet on a 75 degree day which is far cooler than a traditional intercooled and manifold mounted supercharger that has reached full heat soak.

On race applications utilizing our air to water upgrade...there is also the provision for intercooling the supercharger case.

Generally speaking the heat in the supercharger unit comes from the heat of compression of the air rather than any radiant heat from the engine or engine compartment.

Can't afford on my salary, :( but must say that is cool.

The question of heat soak of the blower is the #1 most frequently asked question but we've tested it and found it not to be any more of an issue than is associated with the other manifold mounted superchargers.

With Stock or Ceramic Coated Headers our supercharger ends up around 210 degrees when heat soaked on a 75 degree day...which is almost exactly the same temperature we read off the blower on a Magnuson or Kenne Bell. This is NOT the air temperature just the case temperature of the supercharger.

With Stainless uncoated headers the temperature jumps another 20 degrees which does not affect the inlet air temperature on the intercooled setup significantly. In the case that a non-intercooled setup is installed we would recommend coated or stock type manifolds.

Air temperatures non intercooled can approach 170 degrees which is consistent with any non-intercooled positive displacement supercharger. Intercooled the temperature is 110-115 degrees at the inlet on a 75 degree day which is far cooler than a traditional intercooled and manifold mounted supercharger that has reached full heat soak.

On race applications utilizing our air to water upgrade...there is also the provision for intercooling the supercharger case.

Generally speaking the heat in the supercharger unit comes from the heat of compression of the air rather than any radiant heat from the engine or engine compartment.

Good operating temp, HP output, looks - I'll say job well done Dragon, I've saved your site information.

Nice work guys :cheers: