Of the Maggie to the Procharger. Thanks

 

Maggie = instant boost, tons of torque, with a virtually flat torque curve, really good power
Procharger = boost comes on progressively, lots more top end power than the maggie and more peak torque.

Maggie is pricier as well

 

Good summery!

I usually suggest the Maggie if the car will be spending more time on the street (great power that can be felt all the time) and the ProCharger if the car is being set up as a drag strip king. The Magnuson can be run at the track too but the ProCharger can take you further at that point.

 

I have a procharger (6 psi) with a mild tune and magnaflows putting out 503 RWHP@6100 RPM's. I have over 3,000 miles on it with no problems at all. It's on a C6 A4 w/2.72 gears. It's fast as hell on the streets and gets the job done. I am waiting on 3.15 gears and headers going on this month for my Christmas upgrades. Also a stall speed too.

 

I believe MN6 maggies put down about 480rwhp and 425rwtq (from almost off idle to 5200rpm). Thats 560hp and 500tq at the flywheel.

I think a lot of Prochargers are geting about 500rwhp, so around 590-600hp, with about 530rwtq, but that comes on at much higher rpm than the Maggie.

 

procharger fits under your stock hood and maggie needs a raised hood

 

the maggie is also really limited power wise, they are really too small for the ls2 they are better suited to a smaller cube 346 and definately run out of breath early on. they do produce great torque and are good for ppl looking for no more then 500rwhp. if you plan to mod your car further down the road the procharger is better suited here. if you forge ur bottom end a procharger d1sc could put down mid 600's easily.

 

Are you sure? Of the few Maggie ls2 dynos I've seen posted, they provide much MORE breath at the high rpm's than did the LS1 version.

This thread would benefit also from a discussion of maintenance. The Maggie does not require oil changes, and I had a Maggie on my c5 for 2 years and broke the belt only once, which was at the 1/4 mile track (actually, someone else was driving that time, and he knows who he is ).

I'm not sure what the latest data is on the centrifugals for oil and belts and freezing pulleys, but it's certainly worth looking into.

 

Does anyone want to comment on the relative sound levels. I remember the Mag. was quite loud??

 

Good question. At idle, the Mag is almost undetectable. With a stock pulley, driving around town you get the slightest whine, somewhat like the RFI whine that you could hear on the car radio in some older not so great models. At wide open throttle, the Mag is very loud. I kept stock mufflers on my C5 and pretty much couldn't hear them at all over the scream. However, I think that would've been different had I been using an aftermarket exhaust.

On the centrifugals, noise seems to vary considerably among the different models. Hopefully you can details on each different model.

 

LPE has a vid of a Maggie car running at Laguna Seca: driver was flagged for excessive noise and had to shut it down on the front straight: the sound meter pegged at 99db - all blower noise !!!.

Centris range wildly as posted above. The ATI's are loud even at idle. If you want quiet, then go with the Vortech SQ, which has helical gears.

Also, the Centris are far more efficient: the Vortechs drink up about 30HP at 6psi boost on a 1,200 CFM application (LS1/LS2/LS6). The screw-types (mag (Eaton), Autorotor (KenneBell), and Lysholm) require close to 90HP at that same level. This means you have to run 2psi more boost on the screw blowers to achieve the same power gain, which means more heat and more potential for detonation. This may seem like no big deal, but it makes a huge difference in engine life when you have 10.9:1 compression and stock internals.

 

I am not sure about the centrifugal being more efficient? On my race car, I have a PSI blower and make more power than anything else on the track with the exception of the turbo cars. The roots does not come close. The centrifugals are fast, but don't have the 60' times because of less torque at launch.
Now this is a true race car and torque is necessary to get 60' times. On a street car, more torque may just blow the tires off.
I have seen centrifugas blowers at the track that use a large motorcycle chain to drive them. I thought it was a great idea until the drivers kept breaking the chains. So the centrifugal blower uses more power than you think.
As I understand it, the screw blower is the most efficient blower available is applied properly. That is why the centrifugal drivers can't catch us. And the most efficient of all is the turbo. When they get their problems with spooling the turbo at launch worked out, we will not be able to beat them.
On another note, the turbo cars do not tear up parts like us blower guys do. Blowers cause crank harmonics and that are hard on the valve train and crank shaft. Not to mention moment forces on the front bearings. A turbo does nothing to the motor other than restrict the exhaust.
I had a Mustang Cobra with a centrifugal powerdyne with pulleys for 9 lbs boost. It pinged at high rpm, but it was fast. I blew out the rear end and had a new rear end put in with 3.73 gears. Under warranty (had a racing friend at the dealership). My neighbor has a Mustang Cobra with a KenneBell screw and other mods I am not sure about, and its really fast. Faster than mine ever thought of being. But I am not sure about the other modifications to the car.
Either way you go, I am sure you will burn lots of rubber. And if it does hook up, it may shread the transmission.

 

I have no idea what that last post is saying