Ive been going through current/old threads comparing the two for a few weeks and im still torn on which way I want to go. I'm considering a Magnuson or an ECS1500. I have a z06 with headers and an unknown cam (assuming its an n/a cam equivalent to a btr 3). I have zero intention on making more power than the stock ls7 can handle and I absolutely do not want to fight heat issues. My last car would run hot enough with the a/c on while on the highway to disable the a/c, etc. Im not going to be going to a road course or doing much (if any) drag racing. I bought my last c6z with an ECS 2200 already on it and didnt care much for how slowly boost built. Im not sure if a 2200 just comes on a lot slower than a 1500 or if centrifugals typically come on slow.

With that being said, I like the idea of a p/d blower, but I see a lot of hate on them on the forum. My goal would be 700whp with no plan to go any further. If the time came when I wanted to build an engine and make more power, I would just swap blower setups if needed. Is it difficult to make 700whp on a TVS2300, or is it simply swapping pullies? If its going to be a struggle to reach this goal then maybe that's not the blower for me. I see people saying the TVS2300's are only good for 600 and less, while others are claiming 700+. Is it possible these cars are making the same power, just different dynos (mustang vs dynojet, etc)?

Im not against using meth or doing a flex fuel setup, but its very possible i'll be filling up in areas where e85 isnt available at times. So i'll be on 93 more often than not.

I've looked at the newer STS kits as well, but it doesnt seem like any of the turbo setups get much love on here either lol

 

700 hp should be pretty easy with a PD blower on an LS7. And if you already have headers and a cam, it will work nicely with that. And it will have instant torque down low. Magnuson Heartbeat is what I would go with. Well made and has a large heat exchanger. Looks cool too.

I would upgrade the radiator to a DeWitts that has the integrated oil cooler in the driver's side end tank.

 

I just got my A&A kit for my LS2 c6 and with a 3.4 pulley on 91 pump it made 620. Mine is in the powerband instantly and drives like stock. Shouldn't have any problem making 700 with that big motor LS7. Couldn't be happier with the kit.

 

Ls3 here through an auto.

heartbeat with 78mm pulley with IW OD balancer. Headers, cam, fuel system. 671whp on 93. 750whp /710wtq on E85.

an ls7 will easily do this with less boost.

no overheat issues or IAT issues. Stock rad too

 

If 700rwhp is the goal and that's really going to be it, the heartbeat seems like a really good system to me, but it just depends on what you want.

The rough rule for centri systems is you'll get about half the boost at 2/3 max RPM. i.e. if max boost is say 12psi and max RPM is 6000 RPM's, at 4000 RPM's you'll only see about 6psi, then it ramps up fast from 4000 to 6000 RPM's. That is not exact, but you get the idea. Some people like the taking off feeling that gives you. Some people prefer the torque that a lot of boost at any RPM gives you... so it's really just about what you prefer, IMO anyways

 

A P/D supercharger will compliment the tall gearing of the Z06 better because of the ability to make more boost at lower RPM’s.. With that said. If it was me a centri supercharger would be my choice for 700rwhp without even thinking twice. They just flat out work great on LS motors. You just have to get a kit like an esc 1500 with the restricter plate and small pulley to get that good boost response. $5600 kit plus methanol injection=700rwhp

Edit. I just saw that you have a cam, so you can make a lot more than 700rwhp with the above upgrades pretty easily (if you want to push it).

 

A centri is definitely the cheaper option. Im not overly concerned about the price difference though. Ive always thought an n/a cam wasnt optimal for a boosted application, but ive seen other guys claim its better with a p/d blower. Im not sure why it would be better with a p/d and not a centri though.

I dont have any plans to push it further than a stock ls7 can handle (somewhat mostly reliable lol). Ive had faster cars in the past, I dont want to worry about something breaking every time I lay into it.

Im hesitant on a centrifugal because i dont want to fight belt issues or overheating issues in the hot weather, and dont want to wait until 6000rpm for the power to be there. Im hesitant on the Magnuson because I want to make around 700whp without jumping through a ton of hoops with it. Any ideas what it actually takes to get 700 out of a Magnuson Heartbeat

Im curious if anyone has dyno graphs showing a comparison of the 2 options with equivalent cars / mods??

 

You’re right about heat issues. My GS definitely runs hotter with the supercharger, doesn’t overheat thought. As for not making any power until 6000 rpm’s, I’m not sure what was wrong with your previous setup. I’m losing traction with DR’s before 4K in 1st and 2nd gear.

Properly setup PD or centri, I’m sure you’ll be happy!

 

This thread has a ton of info on the Magnuson option. It's a long one that veers off course fairly often But somewhere in there is a summary of the setups people on here have done and what they make, so you can see pretty easily what you'd need to do. The good news is what you're wanting to do has already been done several times, so you won't have to re-invent the wheel, just copy what worked for someone else.

https://www.corvetteforum.com/forums...this-fall.html

 

LOLOL, I looked at the first few pages and last few pages, and assumed the entire nearly 4,000 posts in there were off topic haha. I'll brose through it and see what I can find. Thanks for the input.

 

Ours definitely has the best bracket design, best intercooler design, and best overall fitment of any centri system. It's also the best looking. I designed every piece and was just as fussy about how it looked as how it performed.
Every curve on the bracket matches the adjacent piece. It was important to me to have that.
We also have the best customer service available. You can reach me after hours and on weekends for tech support. NOBODY else does that.

 

I just received my A@A bracket drilled for a Procharger and it's nice! Very nice!

 

Pretty sure PD blowers have more heat issues than a centrifugal. PD blowers suffer from way more heat soak. I think either way you go you should upgrade your cooling system regardless.

I would go with the ECS kit all day long. It builds power way before 6000rpm so that is not an issue either. Plus they drive great when not building boost, great for just cruising.

 

I know nothing, but my ls3 c6 dynoed 697 rwhp on the same dyno it made 384 stock. It has a small blower cam, 12 pounds of boost with a heartbeat sc.
This a mild street car, no heat related problems. An ls7 with a cam SHOULD equal or beat this if tune, fuel, octane, and sense prevail.

 

Nice solid numbers! Is that on pump gas? What pulley size and HB size?

 

93 plus boostane, 1 pint to 10 gal 93. 3.1 upper, 7.96 lower heartbeat 2300. 220/240 blower cam

 

id have to agree, I’ve made over 850 with a tvs2300 and I was always plagued with belt issues and breaking idlers and belt tensioners. Pulley bearing failures….you name it. It makes a difference when you’re pushing limits or when you’re using brackets and a blower designed and engineered to make the power you want.

I just recently swapped to A@A YSI-B with their 10Rib and secondary drive and let me tell you. The quality and design is top notch. I just wish A@A would make their own alternator power steering bracket just for looks. I ended up making a billet one work.

 

Is 7.96 stock lower or is that a 10% OD?

 

10% over

 

If you are worried about temp issues there are ‘bolt in’ air to water solutions out there for centri blowers. Not cheap but would block the rad the same as a PD (as effectively it’s just a HE). Worth a thought!

the Cordes solution is really neat if you aren’t using the fog light area for other coolers: https://www.corvetteforum.com/forums/c5-forced-induction-nitrous/4540566-procharger-p1x-makes-900-rwhp.html