Also, Vengeance just installed a Maggie for someone, maybe they can hook you up with him. You really should experience both before deciding.

 

i will definately ask them about that, and i appreciate the offer about your car. i really want to try both b/c that it is alot of money and i wanna be 100% satisfied with my decision ya know.

 

Most of the newer roots type blowers use high helix design (more twist per inch) rotors. This makes them more efficient. Also, the roots style are usually larger and have a higher output therfore they do not need to spin as fast and build boost at a lower RPM. However, like others have said, they require a raised hood.
The centrifugal are smaller and fit on the front of the engine like a large alternator. They are still very effective.
Shop around some and talk to several manufacturers and installers, then make your decision.

 

will do

 

Maggie Blower all the way. And who says you need a new hood. lol

 

looks freakin sweet! do u drive it in the rain? any problems?

 

Jim....Thats down right BADA$$...

 

I am going with a Paxton for 2 reasons. 1. Price was awesome. 2 For some reason I just can't get myself to accepr getting a new hood.

If it wasn't for the hood I probably would have heald out for the Maggie.

 

Best of both worlds is the Lysholm (or Screw) compressor. Wait for Kenne Bell to release their screw compressor for the C6.

 

Given two completely stock C6s with each setup optimized for max power/boost, the procharger would win the 1/4 mi drag race. Low end power doesn't mean much at the drag strip as most of the run is made above 4300-4500 RPM. Since the Procharger makes more power at higher RPMs and has a higher peak power, its' average power put to the ground will be more in a 1/4 mi drag race giving it the win.

On the street for everyday driving where the overwhelming majority of your driving will be below 4000 RPM, the Maggie will be much more satisfying to drive because of the better low RPM power/boost.

Have you seen the difference in boost curves for the two different superchargers and do you know why each is shaped the way they are? That tells the whole story and should make it easy to decide which one you want depending on what you want from the car. The pros/cons list above is a good guide to go by.

 

thanks, i would probably prefer the maggie but both would be insane and the price of the centri. is alot smaller than the maggie as well so im going to try and atleast ride in a couple different cars equipped with each before i make my final decision, who knows i may sell my car and buy a used c6 zo6

 

Looks like we will be waiting a long time

 

no word on the kb yet?

 

Manufacturers use roots style blowers because they are building mass produced(although sometimes limited numbered) street cars. Throttle response and low-end grunt is essential because it is where they assume the majority of the driving will take place. They're also easier to fit under the hood. Granted they may have to redesign a hood or a smaller intake for it to mount up to, but fitting a CSC type blower in the extremely limited space in the engine bay can be a lot trickier. It has nothing to do with reliability. I wont tell you what style to go with, that's up to you. I have ridden in roots blown cars but I have owned a CSC blown car. The roots may take it off the line but a CSC just keeps pulling, and pulling, and pulling, and.....

Either way, it's great to be blown.

 

 

that reminds me of my favorite bumper sticker

"Bottles are for babies. Real men get blown!"

 

many manufacturers produce cars/trucks with turbochargers that are just as complex, some even more complex than a centrifugal supercharger (ie. twin turbo setups)

 

Ford GT uses a Lysolm blower

 

go with the kenne bell twin screw

 

Callaway selected the MagnaCharger to supply positive manifold pressure in its Callaway Corvettes and Callaway C16's. Our engineers could have chosen to boost power from a number of methods. After all, we know a little bit about turbocharging (e.g., Callaway Twin Turbo C4's and MazdaSpeed Protegés). And centrifugal superchargers would have been quicker and easier for us to install (i.e., no hood required). However, for us, the decision was easy.

The base 2005-2007 Callaway Corvette made 560 hp (SAE) at the flywheel from bolting-on the MagnaCharger and Callaway exhaust system. The Callaway Corvettes with the "616 HP Performance Package" option raised the ante, generating 503-505 hp (SAE) at the wheels. This option includes a high-lift, relatively short duration cam, CNC-ported LS2 cylinder heads, a Honker cold air intake, and other valvetrain parts. All of these cars have stock exhaust manifolds and catalytic converters (and the '07's have a 100,000 mile warranty). Both are extremely streetable, ask people that have driven them.

These high helix angle Roots-style systems make tremendous torque at low and mid-range RPM, and they keep pulling strong all the way to the red line. C6's prepared with the 616-type of engine, i.e., mild cam, ported heads, aftermarket intake and exhaust are consistently high-10 second cars. And they still get high 20's mpg on the highway.

You don't have to buy a Callaway Corvette, though, to get Callaway Corvette performance. Callaway engineers developed the 616 option specifically for our cars and the specs are proprietary, but we distribute MagnaCharger kits to talented tuners and installers worldwide that can build reliable, durable, powerful engines with their own preferred component combinations. Callaway supplies the PCM calibration, so there's no trouble codes, detonation, or unexpected glitches.

For dyno shootouts or drag-racing-only applications, where the peak power value is the only concern, where the engine is operated in a very narrow RPM band, where you're building an engine specifically for a high RPM, supercharged application, and where idle quality and long-term durability are not a primary consideration, centrifugal supercharging could, in fact, be a better solution than Roots. We thought that most Corvette enthusiasts want a more street-oriented experience.