Also, Thanks again for everyone taking the time to add their $.02 worth.

It is really appreciated.

tyoneal

You may want to go to Kenne Bell's web site, lots of data on a corvette system. I have head that they do a lot of dyno testing on their systems and provide real reproducible results.

Callaway has superchargers & turbos also.

Its in this months CarCraft. Looks like this:

http://carcraft.com/toc/116_0703_cover_l.jpg

... in the back, in a little blurb about "770hp."

Well.....

My Bad. Its actually in the December issue. But the actual press release was dated Feb '06 :lolhit:

Its a 402cid LS2 with a Magnusen super charger. The article is a little different than the press release available on the Magnuson website... but still tells some of the story.

well i sort of agree on the above comments on turbos and superchargers, but some of them are not true in the sense that they arent comparing apples to apples..

if your goal horsepower wise is below 600 shaft horsepower you can do this on a prety much stock ls1/2 using what ever device to boost the engine you want.. if your engine survives 7 pounds of boost it will do so regardless fo what is used to produce the boost..

But a 7 pound turbo engine will produce noticably more rwhp than a mechanically supercharged engine.. as you dont rob the engine of shaft horsepower to drive the turbos, as is the case for a supercharger.

the hardware for the turbo setup is actually cheaper than a supercharger kit, but it reqires more fabrication by you, so if you are any good with a welder and dont charge yourself by the hour id stick to the turbos..

a pair of manifolds costs a hair under 1 grand from schwartz, the turbos are 800 a piece for garett units and the wastegates are about 300.. a good intercooler will run you from 300 and upwards and the tubing costs whatever you want it cost depending on material.. exhaust tubing, mag welds and paint works just as good as stainless, tig welds and polishing, for intercooler piping.. but the price certainly isnt the same..

all in all you should be able to put together a turbo system for less money than a supercharger cocts... IF your horsepower goals are the same.. and if you do the work your self..

if you dont believe me just take a look at a JY turbo hp.. they are making 650 hp for less than 1000 bucks on a twin turbo 5.0 ford.. http://www.2quicknovas.com/turbos.html

Also, a properly setup turbo system is much more trouble and maintanance free down the road, especially at high boost levels. No need to change or tighten belts or change fluid. A turbo is also much easier on the motor with both making the same power, you have a tiny cam that is easy on the valvetrain, it is very quiet, and the boost is 100% load based not rpm based.

Just some of my personal experience.:)

Hope it helps.

Thanks for the correction. I'll check out the site.

Tyoneal

I just saw on the Magnacharger site that Duttweiler is building LS2 crates with one of Jerry's superchargers. With only 8lbs the package makes 740hp and 650 Ft-lbs. :thumbsup:

http://www.magnacharger.com/pr020.htm

guess its about time for a late model vette owner with forced induction to pipe in right? :lol:

I'm very good friends with teh shop that does my work, I get the unbiased opinions of EVERYthing out there in the world of vettes so take it FWIW.

a magnacharger (they just came out with a 112 head unit which flows more) is a great reliable daily driveable eaton type blower, a lil more prone to heat soak, right on top of the motor a simple installation with little to no custom fab work done. Power is good, but there is better out there for all out efforts. I like the way they come in full boost down low....unfortunately for a 3300 lb wet vette thats kinda pointless, most of teh G machines here....well they're not that light but not a whole lot heavier. Low end torque equals tire spin without slicks or R compound street tires. Also you run into belt slip issues askign for big boost on a normal 6 rib setup (comes into play past 600ish rwhp on most blowers especially with a smaller blower pulley with less belt wrap)

Superchargers....my buddies made a name for themselves reengineering ati procharger's kit with a single front mount intercooler and a much better belt setup for the 6 rib and eventually working into 8 and most recently a 10 rib setup. Of course ATI realized their C5 vette system sales were pretty pathetic and weren't happy, they stopped selling my buddies loose head units and would only sell them as a kit. At that poitn they switched over to a paxton novi head unit. Their west coast competitor switched to vortech when the same situation happened to them at the same time.

I attatched a link with some examples of that the paxtons are doing on various LSx derived engines.

http://forums.corvetteforum.com/show...9&postcount=14

okay as for my own personal car I drag/roadrace/street drive an 03 Z06 with rear mount sts twin turbos (two gt35's) Off the bat the car made 553/489 stock in every sense of performance ie. stock manifolds (turbos mount behind rear tires) cats, cam, only modification to the engine was stiffer valvesprings. Of course that wasn't enough, I wanted a 402 or 427 motor built to the heavens wild flowing heads the big bad fast 90/90 setup, headers etc. My buddies talked me out of it and all we did was rebuild my 22K mile stock 346 LS6 with forged pistons/rods arp fasteners, stock crank, new bearings, head studs, cometic gaskets and a very mild (as in you wouldn't know its there if I didn't tell you) cam. Stock heads, stock manifolds, cats mid section pipes etc. bumped it from 7 psi to 14 psi......710/640. When another car broke a few weeks back drag racing 6 hours from home, his car ended up in my trailer and I wound up driving the vette back home....before I hit the gas I was getting 28 mpg.....one 3rd to 4th gear pull that dropped to 21, I usually see 14 when I'm not driving like a grandpa :lol:

LS motors are very powerful motors. The big displacement is nice, but honestly I spent alot less with this 'budget' 346 setup and its more power than I can honestly use. Hell I kept it stick and the car has run a best of 10.95 at 140 or 10.6 at 136 more recently (we think the oem cats are toast and we're pulling them). You'd laugh to see me roll a 28 mpg car that idles like stock into lanes at the drag strip for a 10.0 index class with full backhalf cars running on race gas :lol:

If i were building a streetable weekend warrior I'd lean towards centrifigual superchargers (of course there's a bunch of fabrication involved here) or a turbo setup (more fabrication) the maggie is nice but I'm planning on putting one on my next 2500 suburban since they stopped the 8.1's because its a heavy truck and I want the power down low....in a car.....honestly without a full backhalf its hard to properly utilize low end grunt. I'd go solid midrange and killer top end personally. and the turbos or centrifugal will get you there :thumbsup:

ps. as for kenne bell....they've installed 2 and said the results were VERY, VERY disappointing, won't take another one in for an install said they're tired of making excuses for crappy results.

pps. a maggie needs a raised hood on a C5 (sure its a low profile design) make sure you account for that in your plans, or at least get all the base measurements from the mounts etc. to make sure you have adequate clearance.