I know for a fact I am going to have a Magnacharger M122 installed on my car. I will more than likely send it to Lingenfelter for the 600bhp package they offer. My question is the package is a 600bhp and 500lbs of torque and on there website the chassis dyno shows it only makes 512 hp and 440 lbs of torque, so how is it rated at 600? Are they just rating engine hp? If so I guess I would have to get a smaller pulley for the magna.

 

They rate their packages by power made at the flywheel. So in essence that 600 FWHP rating will make well under that at the wheels. It is because of powertrain losses where power is lost while being transmitted from the engine, to the transmission, then to the rear end then to the wheels. Typical losses are from 15 to 20 percent.

 

that's how I figured they were rating the package. My goal is to get 600rwhp!

 

I dont think they include HEADERS in their package or a better quality
HEAD setup, like AFR or EPI. That might get you to 600 at the wheels.

 

LPE won't install headers on your C6 (last I heard) because of EPA rules. They will 'deal' with headers if you already have them.

 

With a positive displacement Roots-type blower like the Maggie, peak HP numbers are almost meaningless. HP at upper RPM's is limited by the size of the blower case, which is relatively small. If you use a smaller pulley, you will see the boost come on more quickly, but you might not actually see an increase in peak HP, as the faster spin rate heats up the air/fuel mix more, losing power and raising the risk of detonation.

The beauty of the Maggie is the power increase under the curve. Check out a dyno chart, look at the TQ numbers from 2K RPMs all the way up to 5K or higher. The TQ curve will be almost flat. That is why a 550 HP Maggie engine might easily outperform a 600 HP Heads/cam engine at the track. On the street it's no contest --- the Maggie will have gobs of TQ available on demand even off idle.

 

NA cars w h&C packages are yielding 500 RWHP. I would think that MAGGIE 122 on top of all that could yield 600 RWHP. Besides that
the Maggie is cute as hell to look at.

 

did you say "cute"? I'm sorry, we dont use that word around these parts...

 

How much is the pkg?

 

In kentuckey they do. LOL. 600 RWHP is about it for the ls2 bottom end.

 

They advertise the price at 12,800. That also includes a new hood painted to match. I know it is higher than others but with the warranty they offer and the quality of work they do I believe it is worth it. Also no one around me has a Lingenfelter car!

I believe I could get more hp out of a procharger but I love the sound of a maggie!!

 

One thing about the 12,800 LINGENFELTER CAR is it has class , resel value and is in the league as the ZO6's or better. They paint the Hood
and it looks sharp. Real sharp. I dont know if there is a need to start adding mods on top of that. They tune it and if you add things it will need a retune. Besides that they offer a 36000 mile warranty. Its truly
the best way to go. You can easily put 12,000 worth of mods on and
the car may not drive any better. Good luck with your decision.

 

Fantastic. You're gonna be happy!

 

I recently installed a Maggie blower which is the very same kit that LPE uses in their packages. This car is a 2007 LS2, the customer also installed headers, Billy Boat Bullet exhaust, and I added a LPE GT11 camshaft. At the time of installation the cars final dyno numbers were 465hp/435ft/lbs to the wheels on my Mustang Chassis dyno. The blower was the smaller M112 Magnusson unit. This power level was made on 5 PSI of boost which is the original design spec of between 5 and 6 PSI.

The customer recently returned in search of more power, I then installed a new small OD pully to make 7.4 PSI of boost. This smaller pulley and more boost with additional tuning made 502hp and 501ft/lbs. While the Hp gain was only 37hp, the torque gain was huge at 66ftlbs. In my opinion to make 600rwhp will take more extensive mods on top of the blower or a forged larger displacement engine.

A better solution maybe a twin turbo setup to get closer to that 600hp power level. With turbos you don't encounter the parasitic losses from the engine having to drive a supercharger. You can easily gain 50 to 75+ hp more with turbos over a supercharger making the same six to eight PSI boost levels.


The M122 according to Magnusson or Callaway is recommended for engines having a displacement of 6.2 or larger.

http://callawaycars.com/callaway/mai...s/template.htm

While this blower can be used on a 6 liter engine, in my opinion it alone won't be enough to get you any where close to 600rwhp. You may get a little closer with a set of ported LS3 heads, and a LPE GT11 camshaft, I am thinking that you would be somewhere around 540 to 560.

At 600rwhp you are close to 700 at the flywheel. At that level, the bottom end meaning the pistons may not last long. The car I mentioned earlier is a blast to drive with over 400 ft/lbs above 2500 RPM, it is very fast with just 502hp to the wheels

 

I have the LPE Magnuson M112 Pkg. I've been very happy with mine. There are 2 of us on this forum with a little over 500 rwhp/ 500 rwtq.......I have 325s on the rear, he has 345s, traction is non existant. Unless you're just interested in dyno numbers, your 600 rwhp will be wasted. I have driven cars with centrifugal blowers and h&c pkgs with similar hp as mine......none of them had the bottom end torque (or traction problems) as mine....they definitley felt slower. IMHO You don't need to generate 600 rwhp with a maggie, but if you're stuck on 600 rwhp, check out Gene Gorman's car (M122 with cam...585 rwhp) BTW Lingenfelter South (21st Century Muscle Cars) will customize the packages for you....headers...smaller pulley..etc.

 

I don't think the 122 blower can support enough airflow to make 600 rwhp on a street car (pump gas etc.). Even if you could run full spark timing and leaner AFR with race gas to get a better engine efficiency, it would be hard to make that kind of rwhp with a 122.

Here is an engine dyno graph of a 403 CID LS2 engine that we ran an H122 blower on:



This engine had lower compression than a stock LS2 in order to run the higher boost on pump gas (around the same CR as the new LS9). We were spinning the H122 to its maximum rpm. We were also running into belt slip issues and ended up building a cogged rear belt drive for the supercharger (with a tensioner) and running a 8 rib front drive belt system.

We and others have run engine dyno tests on 122 equipped engines that have made enough power to make roughly 600 rwhp but those engines have been running open exhausts, stock or close to stock compression ratio, good fuel, close to maximum power timing and lean air-fuel mixtures (by supercharger/turbocharger standards). Even then you have to spin the 122 fairly quickly.

To make that power level you really want a TVS1900 or TVS2300 (the new four lobe, higher efficiency, higher flow output Eaton superchargers). They flow more air and can be spun to a higher rpm along with being more efficient (lower outlet temperature and less power consumption for the same airflow/pressure).

We built a 403 CID engine and ran a TVS1900 that made around 730 hp on pump gas with the stock truck exhaust manifolds. It has similar compression to the 403 LS2 described above (again so we could run pump gas at these boost levels). Here is a graph of that engine:



To get 600 rwhp you would want to run lower compression than a stock LS2 and then run more boost. Forged pistons would be recommended. Ported heads would help some as well. We have had very good durability of the production crankshafts at this power level but we would recommend forged pistons and probably new rods as well. You would also need larger injectors and a different fuel pump system than we use in our normal C6 supercharger packages.

We do offer turbocharger packages that make over 600 rwhp.