The kit installs on most 99-01...
The kit installs on most 99-01 fullsize Chevy trucks very easily. The stock throttle body moves to the inlet side of the supercharger and packages very nicely under the hood without having to relocate any major components.
The addition of ported heads...
The addition of ported heads and a Lingenfelter-spec roller camshaft and the Magna Charger blower make this a stout 12-second combination, especially when you consider the truck weighs over 4,200 pounds with driver and fuel.
One key to making any supercharger...
One key to making any supercharger work is to ensure a more than adequate fresh-air inlet system to the blower. Lingenfelter modifies the filter housing and adds a K&N filter to reduce restrictions.
Because of the big torque...
Because of the big torque gains delivered by the supercharger, Lingenfelter had a set of steel truck wheels widened to 8 inches to mount the 26x11.5x16-inch Mickey Thompson ET Street tires. That extra traction helped this truck pull down a best 1.847-second 60-foot time.
The latest generation...
The latest generation Magna Charger blowers employ an internal bypass valve that opens to reduce the horsepower requirement of the supercharger during part-throttle operation. Magnuson claims this system requires roughly 0.33 hp to spin the blower at cruise rpm. CHP
Its always smart to align yourself with a winner. In this case, Gordon Holloway started with a 2000 Chevy Silverado pickup powered by an LM7 5.3L (325ci) small-block. LM7 is GM-speak for a smaller displacement, iron block version of the Gen III Corvette/Camaro LS1 350ci engine. Then he decided to have Lingenfelter Performance Engineering (LPE) work its magic on this new-generation pickup.
With a heavy vehicle, John Lingenfelter knew he needed torque. The best way to get that is with an influx of pressurized air. Lingenfelter has been involved in the development of a slick supercharger package designed by Jerry Magnuson who owns the Magna Charger company. Magnuson has designed his supercharger package for the mid-size Chevy and GMC pickups engines that bolt on in classic hot rod fashion. But instead of using a 6-71 or a centrifugal, the Magna Charger approach employs Eaton rotors in a Magnuson-designed case to create a specific Magnuson supercharger. These blowers are smaller than even a mini Holley supercharger, but that also makes them easier to package. But good things come in small packages, the Magna Charger compensates for its lack of size with greater efficiency.
The package consists of a supercharger, a complete drive assembly, and all the ducting to bolt the supercharger on with hand tools. According to Lingenfelter, just installing the blower requires no more than a days work and recharging the A/C since some hoses must be moved. The blower-drive assembly runs off the existing engines serpentine pulley system using a 3:1 step-up ratio.