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Old 01-27-2010, 06:39 PM   #1
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Supercharger Do's and Dont's

I lurk a lot on this forum but it has been a substantial part of my free time. I love this community! Anyway, I'm done driving the car bone stock and have a supercharger on my short list for upgrades. There is exactly one shop in town that has a guy I trust to do it.

I have two questions. Which supercharger would you guys recommend? It's not a simple "which one is the most badass" question, but as I read around pricing them, I would like to see what you all have to say! Does the one you installed come with the full kit needed for install, or did you have to buy something else afterward?

The second question for those with blowers is is there a list of do's and don'ts or something to that effect? I know I'm probably gonna lose the #%&@ out my warranty. Info like that. Other things I'll need to upgrade/have tweaked, etc.

Thanks in advance!
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Old 01-27-2010, 07:04 PM   #2
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I personally think the one in the picture below is the best way to go. They have a proven track record and I have not ever heard any complaints about them. The performance of the 2300 is oustanding plus they look balanced and like they are supposed to be there. I think with any of these you need to upgrade the rear half shafts. I also believe the internals must be be built to support the increased amount of hp. Takes the worry out of the question that everyone asks "how long will my motor last" and this is also piece of mind. There are many other parts that I personally upgraded as a matter of personal preference because I wanted mine to be built to last. Lingenfelter Performance Engineering is my choice for my upgrades.
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Old 01-27-2010, 07:38 PM   #3
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If you get the Vortech System installed by a "top-tier" installer, you can get a 3 yr /36k mile powertrain warranty for an extra few hundred dollars.
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Old 01-27-2010, 07:59 PM   #4
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Depends what you want in your car.

Peak power or torque EVERYWHERE.

Centrifugal will be a good peak power blower, but a roots/twin screw will give you gobs of torque anytime you want it.

Personally I have a Maggie on my GTO and I'll never go with anything but a positive displacement blower again. I F'n LOVE the torque down low.

On the Camaro I'll be going with a Twin Screw though. I have nothing against the Maggie's and think they are great. I just want to go with a Twin Screw because it was an option I never had on the GTO, and I'd like to see the differences first hand.
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Old 01-27-2010, 08:25 PM   #5
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Quote:
Originally Posted by EDISKRAD EHT View Post
On the Camaro I'll be going with a Twin Screw though. I have nothing against the Maggie's and think they are great. I just want to go with a Twin Screw because it was an option I never had on the GTO, and I'd like to see the differences first hand.
i thought the maggie WAS a twin screw? (roots style)
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Old 01-27-2010, 08:45 PM   #6
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Quote:
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i thought the maggie WAS a twin screw? (roots style)
I believe it is.
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Old 01-27-2010, 08:45 PM   #7
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Quote:
Originally Posted by Chewy View Post
i thought the maggie WAS a twin screw? (roots style)
maggie is a roots, it basically just pushes air from one side to the other side, where as whipple and Kenne bell are twin screws they actually compress the air within the rotors., twin screws are known to be more efficient allthough the new maggie (tvs) are being extremely efficient as well. leaps and bounds over the previous heatons.

Comparative advantages

The rotary screw compressor has low leakage levels and low parasitic losses vs. roots-type. The supercharger is typically driven directly from the engine's crankshaft via a belt or gear drive. Unlike the Roots type supercharger, the twin-screw exhibits internal compression which is the ability of the device to compress air "within" the housing as it is moved through the device instead of relying upon resistance to flow downstream of the discharge to establish an increase of pressure.
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Old 01-27-2010, 08:53 PM   #8
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Ok, so on paper, how does the procharger compare?
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Old 01-27-2010, 08:55 PM   #9
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I TO WOULD LIKE TO KNOW ABOUT DOES AND DONT'S JUST GOT MIND DONE TODAY AT G-FORCE HAVE'NT EVEN DROVE MINE YET!! NEW HERE SO DON'T KNOW WHAT TO EXPECT??
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Old 01-27-2010, 08:57 PM   #10
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Ok, so on paper, how does the procharger compare?
well currently at 8 psi, dynos are showing that maggies are needing bolt ons, intake exhaust and headers to achieve 530 whp. where as the twin-screws both KB and whipple (which arent out yet) are showing 530+ whp on stock car. now one can argue that intake, headers and exhaust dont help much, but on stock car those mods are good for 40+whp alone. now the twin-screws are not officially out those are just test numbers, actual numbers are should be even higher, 550+whp on stock vehicle, imo
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Old 01-27-2010, 09:00 PM   #11
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I TO WOULD LIKE TO KNOW ABOUT DOES AND DONT'S JUST GOT MIND DONE TODAY AT G-FORCE HAVE'NT EVEN DROVE MINE YET!! NEW HERE SO DON'T KNOW WHAT TO EXPECT??
do's, drive it like u stole it , do smoke shows, and have fun. grow a mullet as well. thats a must. get supporting mods, intake exhaust long tubes, maybe a small cam. run some meth for better efficiency and better tuning abilities. = more power obviously.

dont's, well dont up the boost on stock internals. thats really it.
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Old 01-27-2010, 09:10 PM   #12
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I JUST GOT MY #'S FROM THE SHOP THIS IS WHAT MINE IS SHOWING ON DYNO I THINK ITS PREETY GOOD!
Magnacharger TVS 2300 Supercharger @ 8 psi
Kenne Bell BAP
ADM Cold Air Intake
Kooks 1 7/8 Headers
Magnaflow 3" Catback
Nitrous Outlet Maggie N2o Plate (75hp)
MSD Wires NGK TR7 Plugs
Eibach Pro Kit Spring Kit
SJM Line Lock Kit
G-Force Custom Dyno Tune
Dyno Numbers
Motor w TVS
508 RWHP
526 RWTQ
TVS + 75hp n20
623 RWHP
737 RWTQ
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Kenne Bell BAP,ADM Cold Air Intake
Kooks 1 7/8 Headers Magnaflow 3" Catback
Nitrous Outlet Maggie N2o Plate (75hp)
MSD Wires NGK TR7 Plugs
Eibach Pro Kit Spring Kit,SJM Line Lock Kit
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TVS + 75hp n20
623 RWHP
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Old 01-27-2010, 10:05 PM   #13
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What about the driveability of the TVS2300?

I think i've read once that you shouldnt hit the car in low gears and low rpms since this puts the most strain on the internals/drivetrain, anything to it?

And what about mpg's, is it true that the TVS use less under partial load? (i know htis shouldnt be a main concern when getting a supercharger)

Thanks in advance!
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Old 01-27-2010, 10:07 PM   #14
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Those numbers are right in line with were they should be.

Andy
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Old 01-27-2010, 10:12 PM   #15
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Quote:
Originally Posted by jty03 View Post
I lurk a lot on this forum but it has been a substantial part of my free time. I love this community! Anyway, I'm done driving the car bone stock and have a supercharger on my short list for upgrades. There is exactly one shop in town that has a guy I trust to do it.

I have two questions. Which supercharger would you guys recommend? It's not a simple "which one is the most badass" question, but as I read around pricing them, I would like to see what you all have to say! Does the one you installed come with the full kit needed for install, or did you have to buy something else afterward?

The second question for those with blowers is is there a list of do's and don'ts or something to that effect? I know I'm probably gonna lose the #%&@ out my warranty. Info like that. Other things I'll need to upgrade/have tweaked, etc.

Thanks in advance!
Hello neighbor

Earl Mackenzie has a great reputation in Lawton. Did I guess right?
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Old 01-27-2010, 10:13 PM   #16
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LIKE JTY03 ASKED WHAT ABOUT DO'S AND DON'TS? WITH A CHARGER?
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2010 2SS
Magnacharger TVS 2300 Supercharger @ 8 psi
Kenne Bell BAP,ADM Cold Air Intake
Kooks 1 7/8 Headers Magnaflow 3" Catback
Nitrous Outlet Maggie N2o Plate (75hp)
MSD Wires NGK TR7 Plugs
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TVS + 75hp n20
623 RWHP
737 RWTQ
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Old 01-27-2010, 10:42 PM   #17
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Hello neighbor

Earl Mackenzie has a great reputation in Lawton. Did I guess right?
Yes unfortunately, you guessed right. I'll do a search for Earl.
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Old 01-27-2010, 11:49 PM   #18
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Quote:
Originally Posted by Chewy View Post
i thought the maggie WAS a twin screw? (roots style)
Quote:
Originally Posted by Mindz View Post
I believe it is.


The Maggie is a Roots. Not a Twin Screw.

Here,

"The roots supercharger features two counter-rotating lobes that trap air from the intake side of the supercharger (normally at the back of the supercharger), move it around the outside casing of the lobes, and out the bottom of the supercharger through an outlet / discharge port. Like the twin screw supercharger, the roots is a "positive displacement" aka "fixed displacement" supercharger, meaning that it moves a fixed volume of air per rotation. Notwithstanding minor amounts of air-leak at low rpms, the roots supercharger cannot flow backwards like a centrifugal supercharger, and is thus nearly as efficient in its ability to pump air at low rpms as it is at high rpms. What this means is that roots superchargers are very capable of making large amounts of boost even when engine rpms are very low. This makes for great low-end and midrange power, and also makes them great for trucks and towing vehicles. The roots is also self lubricated, and is the simplest of the supercharger designs, meaning it is reasonably priced and very reliable.

The twin screw supercharger at first glance appears to look similar to a roots supercharger both inside and out. The two technologies are indeed similar, however there are significant differences. At the heart of the twin-screw supercharger are two rotors, or "screws" that rotate towards each other. The rotors mesh together and draw air from the back of the supercharger. The twisting rotors move the air to the front of the supercharger, while compressing the air before discharging through a port at or near the front of the supercharger

Although the centrifugal supercharger is founded on a technology much newer than either the roots or the twin screw, it was the first supercharger to be successfully applied to automotive applications. Unlike the roots, the centrifugal supercharger is NOT a positive displacement / fixed displacement supercharger because it does not move a fixed volume of air per revolution. The centrifugal supercharger essentially operates like a high speed fan propeller / impeller, sucking air into the center of the supercharger and pushing it to the outside of the rapidly spinning (40,000 + rpm) impeller blades. The air naturally travels to the outside of the blades because of its centrifugal force created by its rotating inertia. At the outside of the blades, a "scroll" is waiting to catch the air molecules. Just before entering the scroll, the air molecules are forced to travel through a venturi, which creates the internal compression. As the air travels around the scroll, the diameter of the scroll increases, which slows the velocity of the air, but further increases its pressure."
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Old 01-28-2010, 02:13 AM   #19
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Quote:
Originally Posted by Chewy View Post
i thought the maggie WAS a twin screw? (roots style)
Roots is not the same as a twin screw. Screws have two parts with different profiles, one looks like a screw and the other ... fits against the screw. A roots has two pieces which share the same profile and inter-mesh similar to a pair of gears, though with much more rounded edges.

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What about the driveability of the TVS2300?

I think i've read once that you shouldnt hit the car in low gears and low rpms since this puts the most strain on the internals/drivetrain, anything to it?

And what about mpg's, is it true that the TVS use less under partial load? (i know htis shouldnt be a main concern when getting a supercharger)

Thanks in advance!
Drivability should be fine, based on anything I've heard. GM uses a similar supercharger in the ZR1 and CTS-V and its said their quite docile until you step on it. Fuel economy, yes it should improve if you keep your foot off it. But having the extra power will encourage you to use it more (otherwise, why have it?). But if fuel economy is a real concern (rather than an added bonus) when buying a supercharger ...
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Old 01-28-2010, 06:06 AM   #20
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Speaking from the Cobra world the Whipple is an amazing product, so is KB. And both are superior to the TVS. However the TVS is plenty for your car and will get you to the limits of a safe horsepower you can run on your stock bottom end. So if the TVS is a better deal go that route, I'm sure you'll be happy. Oh and get to a tuner right away after the install, that tune from magnacharger should only be used to get you around before you get a real tune.

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Old 01-28-2010, 09:56 AM   #21
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I've got a maggie and it drives just like stock until you get on it. You hear a little bit of the whine under light throttle, but the car drives exactly the same as it did before the maggie...and then you punch it and HOLY CRAP!!
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Old 01-28-2010, 04:58 PM   #22
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well currently at 8 psi, dynos are showing that maggies are needing bolt ons, intake exhaust and headers to achieve 530 whp. where as the twin-screws both KB and whipple (which arent out yet) are showing 530+ whp on stock car. now one can argue that intake, headers and exhaust dont help much, but on stock car those mods are good for 40+whp alone. now the twin-screws are not officially out those are just test numbers, actual numbers are should be even higher, 550+whp on stock vehicle, imo
a Harrop 1900 has Eaton internals like the Maggie 2300 but seems to run more efficient on a "stock" LS3 install per the threads in this forum. look at the Harrop threads and you'll see dyno sheets showing a bone stock LS3 with only a Harrop 1900 at 8psi putting out 550rwhp vs the 2300 at 518ish....no headers just a CAI.

Quote:
Originally Posted by MrDew View Post
What about the driveability of the TVS2300?

I think i've read once that you shouldnt hit the car in low gears and low rpms since this puts the most strain on the internals/drivetrain, anything to it?

And what about mpg's, is it true that the TVS use less under partial load? (i know htis shouldnt be a main concern when getting a supercharger)

Thanks in advance!
never heard this. punching it at low rpm with a 2300 should be no different that punching it bone stock at low rpms..........not much fun!
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Old 01-28-2010, 05:09 PM   #23
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just to throw one more choice in the mix...Edelbrock now makes a supercharger which is to be released in late march. I know it isn't new news but it had not been mentioned so I thought I would make your decision harder with one more option

http://www.edelbrock.com/automotive_...argers/camaro/

oh and at the moment it is supposed to come with a 5 year/ 100,000 warranty
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Old 01-28-2010, 05:11 PM   #24
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I personally think the one in the picture below is the best way to go. They have a proven track record and I have not ever heard any complaints about them. The performance of the 2300 is oustanding plus they look balanced and like they are supposed to be there. I think with any of these you need to upgrade the rear half shafts. I also believe the internals must be be built to support the increased amount of hp. Takes the worry out of the question that everyone asks "how long will my motor last" and this is also piece of mind. There are many other parts that I personally upgraded as a matter of personal preference because I wanted mine to be built to last. Lingenfelter Performance Engineering is my choice for my upgrades.
This a a great picture. I have a perfect place to use this picture in...

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Old 01-28-2010, 08:21 PM   #25
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Do's and Don't's....DON"T!!!!!! WAIT!!! you will love it.....
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