I just posted in the supercharger area similar question. I'm looking at all my options right now. Basically here’s the story... I have a 2002 C5 Corvette that I have owned since new. I haven't done any modification what so every. Over the weekend I ordered my first part for it - B&B PRT exhaust. :)

Honestly the car has gotten boring to drive and rather than get ride of the car I would like to add some power to it. I'm considering based on recommendations so far either a supercharger or depending on total cost keeping it all motor.

My question here is what all would need to be done to the motor to pick up an additional 150-200 HP while keeping it all NA?

Thanks for the help.

Steve

You can pick up about 125-150 rwhp with an aggressive head cam package. That will cost around $6,500. You can pick up 150-200 w a SC($9,000 approx).

If you don't intend to HPDE/RR SC is great. Good luck.

Or what you might want to consider that will wake your car up. Is a gear swap or stall converter if your car is automatic.

This could be a reasonable option for you. :cheers:

http://www.ecsracing.com/ecsracing/showthread.php?t=515

If you want to keep it as a daily driver and don't want to go deep into the motor a MagnaCharger would definitely give you that low end thrust and take away the boredom. It might not be the cheapest mod but a polished one sitting on top of your engine sure looks nice. :D
Check out Vega$Vette's pictures as he has one. 500 ft lbs too!

You can pick up about 125-150 rwhp with an aggressive head cam package. That will cost around $6,500. You can pick up 150-200 w a SC($9,000 approx).


Or a complete nitrous kit for $1200 :cheers:....and would still leave you with perfect street manners and day to day MPG.

Or a complete nitrous kit for $1200 :cheers:....and would still leave you with perfect street manners and day to day MPG.

I like the idea of NOS, but would consider this for something over the 150-200 HP that I want "always on". I would get a smaller NOS set up to have just for fun and messing around. :cheers:

If you want to keep it as a daily driver and don't want to go deep into the motor a MagnaCharger would definitely give you that low end thrust and take away the boredom. It might not be the cheapest mod but a polished one sitting on top of your engine sure looks nice. :D
Check out Vega$Vette's pictures as he has one. 500 ft lbs too!

Thank you. So as far as superchargers you saying the Magnuson is the better choice?

This could be a reasonable option for you. :cheers:

http://www.ecsracing.com/ecsracing/showthread.php?t=515

Thank you - I will be looking at this link.

Or what you might want to consider that will wake your car up. Is a gear swap or stall converter if your car is automatic.

I have thought about gears after the engine work is done. Nothing to wild, perhaps just a mild change to wake up the low end more.

You can pick up about 125-150 rwhp with an aggressive head cam package. That will cost around $6,500. You can pick up 150-200 w a SC($9,000 approx).

If you don't intend to HPDE/RR SC is great. Good luck.

I have saw your thead on your race car you are building very cool. No serious RR here, so what supercharger do you recommend?

If you want to keep it as a daily driver and don't want to go deep into the motor a MagnaCharger would definitely give you that low end thrust and take away the boredom. It might not be the cheapest mod but a polished one sitting on top of your engine sure looks nice. :D
Check out Vega$Vette's pictures as he has one. 500 ft lbs too!

Thanks, about 250 hp over stock at the crank

http://i103.photobucket.com/albums/m158/Johnthaxton/Eng3.jpg

Thanks, about 250 hp over stock at the crank

http://i103.photobucket.com/albums/m158/Johnthaxton/Eng3.jpg

Wow that looks great, you get the power and 10 full points in the bling department. :cheers:

I have saw your thead on your race car you are building very cool. No serious RR here, so what supercharger do you recommend?
Some comments from my earlier posts. Many good choices and vendors. Good luck.

FI overview

1. centrif supercharger(Procharger, Vortec, Novi)
2. roots supercharger(Magnacharger), also twin screw(Kenne Bell)
3. twin turbo(APS, STS)

Details:

2 basic choices turbo or SC. Turbo gets you lots of low end boost fast, is quiet and there are no belts to change. They are a little more expensive to install correctly ($1,000 addl).

As for the SC choices those fall into two categories(I: stock hood, II: high rise hood reqrd):

I: Centrifugal SCs: Procharger, Vortech, ESC kit, which don't require a high rise front hood. They build power gradually and come on with the big power between 3,200 and 3,600 rpm. If you forge the bottom end of the car, you can get these to turn out impressive hp #s(my car for ex. is 740rwhp). Price installed 500hp $9,000, price for 740hp(including forged bot, fuel pump, meth inj) $16,000. Advantage: great for ¼ mile, gradual application of power help avoid wheel spin.

IIa. roots style: Maggie: Builds powers right away at 2,000+rpm. Downsides: limit to about 500 rwhp and needs high rise hood. Cost about $9,000 (feels a little more like a big block engine with big power down low).

IIb. twin screw: Kenne Bell: Builds power right away and can be modified to support 800rwhp. More efficient, less parasitic loss. Downsides: high rise hood, addl weights (+100 lbs). PS. Ford GT uses twin screw.

Tom is the Ford GT using the Kenny Bell supercharger? Great write up, hell I might not have interest in a thread but if I see you have posted I'll take a look always good info!

Tom is the Ford GT using the Kenny Bell supercharger? Great write up, hell I might not have interest in a thread but if I see you have posted I'll take a look always good info!

I know the GT is a twin screw, however I don't know if Ford subbed out the work to KB?

IIa. roots style: Maggie: Builds powers right away at 2,000+rpm. Downsides: limit to about 500 rwhp and needs high rise hood. Cost about $9,000 (feels a little more like a big block engine with big power down low).

Easy to do up to 600 rwhp on a Maggie. One guy with a 402 is getting 682rwhp : 720rwtq. I'm getting 502 rwhp with only 5.5 psi pump gas and no meth. At 7.5 and meth tune I'd be over 550 rwhp.

Easy to do up to 600 rwhp on a Maggie. One guy with a 402 is getting 682rwhp : 720rwtq. I'm getting 502 rwhp with only 5.5 psi pump gas and no meth. At 7.5 and meth tune I'd be over 550 rwhp.

Are you running headers? What other mods you have?

Are you running headers? What other mods you have?

Heads/Cam/Headers/High Flow Cats/3.42s and a few other things.:cheers:

I think maggies are great, however most FI folks I know don't recommend them for high(600+) hp applications.

As you increase boost the roots style blowers can also really run into heat soak issues at levels much over 525hp. Yes, you can get into bigger block applications to get more hp, but frankly centrifs are a great option for larger block engines, where low end power isn't an issue.

A 402 block (w some forged components) and an F series procharger can make 800 + hp easy.

See EPP's link below.

http://www.exoticperformanceplus.com/projectCar.php?car=29

Are we're starting to get away from the daily driver aspect here?

For simplicity of installation (yep, there's a hood change in order) and 100,000 mile reliability you have a hard time beating the Magnuson. And the shriek and torque from the Maggie is pretty awesome to boot. Plus it does not rob power/fuel economy at cruise speeds like the screw blowers. However since the screw blowers are a true compressor, when you increase the boost the screw blower does get more efficient with less air temperature increase.

Rememberall screw blowers compress air inside the blower case itself. That can cause around-town heat soak issues and high IAT's for a DD car. Not to mention parasitic drag to compress air that you aren't even using. The roots style blowers compresses air inside the manifold so when you are cruising, the Maggie is just windmilling. The Maggie takes 1/3 of 1 HP to turn at 60 MPH. Now thats low drag!

Belt issues seem to plague the centri blowers. Especially once you go outside the factory settings. However you can't deny the high HP capability of an F series ProCharger! Proper placement of the intercooler is the most important part of a supercharger system with a centrifugal blower for long term reliability and horsepower production as well as maintaining reasonable coolant temperature. Some aftermarket-aftermarket (Non-Procharger/Vortec/Paxton) kits seem to have recurring cooling sytem issues because of intercooler location and flow rate.

TT's are another awesome possibility. They are quiet (until you get into serious boost), reliable, and no belt issues. :D You can run a TT on a stock engine up to ~9 PSI without a lot of worry (well tuned, mind you!). Mileage with a TT is supurb as well. They are load sensitive though. No load, no boost. But maybe that's the way it should be. :D

You guys are great, so much information given here. I think at this point I'm leaning towards a Maggie, might go with a blower cam and heads to match and call it a day? I think with all of this I will be over the 150 to 200HP I was orginally going after is that safe to assume?

Are we're starting to get away from the daily driver aspect here?

For simplicity of installation (yep, there's a hood change in order) and 100,000 mile reliability you have a hard time beating the Magnuson. And the shriek and torque from the Maggie is pretty awesome to boot. Plus it does not rob power/fuel economy at cruise speeds like the screw blowers. However since the screw blowers are a true compressor, when you increase the boost the screw blower does get more efficient with less air temperature increase.

Rememberall screw blowers compress air inside the blower case itself. That can cause around-town heat soak issues and high IAT's for a DD car. Not to mention parasitic drag to compress air that you aren't even using. The roots style blowers compresses air inside the manifold so when you are cruising, the Maggie is just windmilling. The Maggie takes 1/3 of 1 HP to turn at 60 MPH. Now thats low drag!

Belt issues seem to plague the centri blowers. Especially once you go outside the factory settings. However you can't deny the high HP capability of an F series ProCharger! Proper placement of the intercooler is the most important part of a supercharger system with a centrifugal blower for long term reliability and horsepower production as well as maintaining reasonable coolant temperature. Some aftermarket-aftermarket (Non-Procharger/Vortec/Paxton) kits seem to have recurring cooling sytem issues because of intercooler location and flow rate.

TT's are another awesome possibility. They are quiet (until you get into serious boost), reliable, and no belt issues. :D You can run a TT on a stock engine up to ~9 PSI without a lot of worry (well tuned, mind you!). Mileage with a TT is supurb as well. They are load sensitive though. No load, no boost. But maybe that's the way it should be. :D

Great explanation of the pros/cons!

PS. I'm running about 15 lbs with forged bot, meth inj, Ron Davis Rad/sep oil cooler on D1SC. I have the twin side mount intercoolers. Thinking of swapping to a F1c head unit for more efficient running/lower heat issues. I will likely stick around sim boost levels.

Road raced the car much last year, likely will retire to street duty this year with track car project completion this Spring.

How say you?

You guys are great, so much information given here. I think at this point I'm leaning towards a Maggie, might go with a blower cam and heads to match and call it a day? I think with all of this I will be over the 150 to 200HP I was orginally going after is that safe to assume?

We're actually pretty close to finishing a similar setup for another member. Check with me next week and I can supply you some pics and dyno graphs. We do a lot of Magnuson superchargers, and have never had a customer that regretted doing it.

Let me know if I can answer any questions,
Ed