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Centrifugal vs. Roots or Twin Screw

Each of these types of superchargers has their place.

The roots or twin screw superchargers will make boost right off idle and are good for heavy trucks with automatic transmissions. The one main disadvantage to this type of blower is gas mileage. Every time you touch the throttle the computer has to add fuel and pull timing to stave off detonation. Even at light throttle the computer has to go into this mode.

The centrifugal supercharger works differently. It basically freewheels until you put enough load on the engine to drop the vacuum down to near zero. At that point the blowoff valve closes and the charger starts making boost. Until that point, the computer is still in cruise mode with full timing and a lean fuel mixture.

Will a roots or twin screw make more power at low RPM? Absolutely. The question is, is that what you really want or need?

A stock Corvette will spin the tires from a standing start pretty easily, so there’s not a big need to add a huge amount of power below 2500 RPM. If you are making stock or more power than stock, you’re going to be past the 2500 mark in a hurry.

If you start driving aggressively and shift the car at 5500 or 6000 RPM, it’s going to drop into the next gear at over 4000 RPM (except maybe a 4 speed automatic with the 2.73 differential) The centrifugal supercharger is right in the meat of its power band and building power fast.

An automatic transmission that downshifts under heavy throttle will also drop right into the perfect area of the power band.

The roots or twin screw has such a flat power band that they are just not exciting. Most of them are all done by 4500 – 5000 RPM.

The massive air to air intercooler design and air directing ductwork of our systems keeps air inlet temps to a minimum and allow the engine management system to retain more ignition timing and use less fuel than roots or twin screw types. This all equates to a more efficient running engine and MORE POWER.

The centrifugal charger will have more power at 2500 RPM than a stock vehicle or even one with a good head, cam and header package, but not so much that every time you touch the throttle the car jumps and spins the tires. That can be very annoying as well as expensive (tires, tickets etc.) From 2500 and up, the power builds rapidly. It has big power when you want it and is smooth when you don’t.

It really is the best of both worlds. At low RPM and light throttle, the car is as docile as a stocker. Gas mileage remains unchanged from stock, also.

One you start getting into the throttle, the beast under the hood becomes quite apparent! There is no substitute for a well designed centrifugal supercharger system. Massive power with stock drivability and emissions really can be had in a reasonably priced package.

Remember, we are talking “REAR WHEEL HORSEPOWER” here, not flywheel horsepower. There is a 15% (manual) to 20% (automatic) difference between the two.

A 550 RWHP manual transmission vehicle equates to 647 flywheel horsepower! That is an amazing amount of power in a very drivable street car that still gets 25MPG. This would have been unheard of just a few years ago.

Looking for BIG power? Look no further. 600, 700, 800 RWHP is readily available with a well designed engine – supercharger package. We can help you with a supercharger system to match your existing engine build or design and build you a complete package with everything needed to make up to 1000 horsepower!

We understand that some customers are just sold on the idea of having a twin screw and nothing will change their minds. For that reason, and our long standing relationship with Edelbrock Corporation, we also off the Edelbrock E Force Supercharger systems for the C6 Corvette.

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