Which Power Adder for Street/Road Course Racing?

[Ray]

Hey y'all,
I was going to ask this in another thread but didn't want to jack anyone's thread. I was wondering which power adder would be best suited for a daily driver AND be able to perform the best on a road course type track. I won't be going down any 1/4 mile strips anytime probably, but this will be my daily driver... I was thinking Magnacharger, but they produce most of their power in the lower range correct? Then I though about twin turbos but I don't know how reliable those are. Any ideas anyone?

Thanks in advance!
Ray

[Doug Hilliard]

Hey y'all,
I was going to ask this in another thread but didn't want to jack anyone's thread. I was wondering which power adder would be best suited for a daily driver AND be able to perform the best on a road course type track. I won't be going down any 1/4 mile strips anytime probably, but this will be my daily driver... I was thinking Magnacharger, but they produce most of their power in the lower range correct? Then I though about twin turbos but I don't know how reliable those are. Any ideas anyone?

Thanks in advance!
Ray

You can see my mods and I just finished a weekend at VIR road course; the car was amazing! The maggie had great torque down low for getting out of the corners and plenty of top-end to hit 150 on the backstretch. I am very happy with the car at the road course! My only concern is my transmission. The 4-5 shift is now really long and I'm planning on having my tuner check it later this week to see if it's just a programming adjustment that's needed.

[Andy@SquashPerformance]

Maggie is a good choice. That low-end torque coming out of turns is your best friend. I've done a bunch of road course track days with mine and it's just what I want.

Andy

[WickedMom]

I love you guys..

Maggie is a good choice. That low-end torque coming out of turns is your best friend. I've done a bunch of road course track days with mine and it's just what I want.

Andy

Andy, you forgot to mention the amazing customer service

Ray, Let me know when you are ready to buy and I will help you get the most smokin' deal, I've got connections!

[Robert@KBXPerformance]

That AWIC must be very efficient on the Maggie's. I would have thought that heat soak after such long runs would be a pretty large issue.

[Doug Hilliard]

That AWIC must be very efficient on the Maggie's. I would have thought that heat soak after such long runs would be a pretty large issue.

I don't have a way of monitoring my IAT's at the moment but no doubt there is some heat soak happening with all that mass. The methanol injection helps with keeping the octane high under boost and preventing detonation; the timing gains help with power too!

[Robert@KBXPerformance]

I don't have a way of monitoring my IAT's at the moment but no doubt there is some heat soak happening with all that mass. The methanol injection helps with keeping the octane high under boost and preventing detonation; the timing gains help with power too!

It is not as much about the mass of the air moving into the engine as much as it is the adiabatic efficiency of the compressor and the ability for the AWIC system to dissipate heat out of the incoming aircharge from the positive displacement blower. The Maggie's are nice street blowers as long as you can hook the torque but for a road course car my money would be on a centrifugal blower vehicle since heat soak is virtually non-existent. If you are downshifting the transmission right then your revs will be pretty high too which means that boost-response will be minimal with the centri blower when coming out of a curve, plus your power doesn't fall off on the top end. I like methanol injection as well and run it in my twin turbo G8.

[Andy@SquashPerformance]

I probably have as many or more road course miles on my TVS2300 G8 as anyone out there, and IATs aren't that bad. They will get into the 120's and 130's on an 85 degree day and pretty much sit there. The weight of a blower isn't the best thing for a road course, but I think you'd be fine with any blower on the road course. In my car I would always try to begin corner out at 3500 rpm or so, that seemed to work the best for my power band. I always shifted at 6500 or so.

Here's a short video of a track day I did last year... http://www.youtube.com/watch?v=Wn-YVHF-xJs

Andy

[Daniel Linnett]

My TVS doesnt start building killer heat until it is above 130. On road course you are not usually making a 10-11 sec pull from a dead stop where it builds heat the quickest.

[Doug Hilliard]

It is not as much about the mass of the air moving into the engine as much as it is the adiabatic efficiency of the compressor and the ability for the AWIC system to dissipate heat out of the incoming aircharge from the positive displacement blower. The Maggie's are nice street blowers as long as you can hook the torque but for a road course car my money would be on a centrifugal blower vehicle since heat soak is virtually non-existent. If you are downshifting the transmission right then your revs will be pretty high too which means that boost-response will be minimal with the centri blower when coming out of a curve, plus your power doesn't fall off on the top end. I like methanol injection as well and run it in my twin turbo G8.

Makes sense to me. Mine is a DD also and the low-end torque is an absolute blast! I understand the top end hp with the centrifugal would be higher but mine is as fast as I dare to push it.

Daniel, you are right most of the time on the road course. VIR has a long backstretch where I was WOT for probably 12-14 seconds (and it was still pulling nicely at 150mph) but admittedly not from a stop. At any rate, I was extremely happy with the performance of the car and surprised quite a few M3's, Corvettes, and a BMW Z4M when we passed them! I got a good deal on the Maggie and am obviously really happy with it.