For my Livernois/Detroit Speedworks install (first of their kits to go on an Avalanche) I had to fab the following:

- New Main AC line $120
- Oil Pick up (tapped the secondary filter plate) $15
- Oil return (Valve cover, soon to change to pan) $35
- Extend Oil pick up line (steel braided) $45
- Intercooler mount (AV is not the same as Escalade in front) $75
- Custom Spark Plug wires to clear headers $100
- Connect exhaust to downpipe (bolt in section for easy maint.) $80

That was about it, the changes/upgrades i have made to the system are the following:

- Blow Off Valve (atmo vent, loud as shizzle) $150
- MAF relocations to the Boosted side of air flow (two couplers) $45
- Air Filter mounted to Turbo $20

Oh yeah... and after I grinded second gear out of the transmission I swaped to a Stage-4 4L80e... $ 4,200 :devil:

#7 melt down
 

How about Radix intake manifold.
I believe due to it's design and more consistant air distribution, it will greatly
reduce the common #7 failures due to lean afr's.

dave

never thought of that one but i think your right.

I'm adding some new info developed by BlownChevy (with his permission) -- IMO this information is incredibly helpful when picking your system.

No test bashing in this thread. Take this stuff as it was intended -- good, unbiased information developed by testing under controlled conditions by an independent party.

First up: Magnacharger 112 at 10psi vs. Procharger D1SC at 10psi

Next up: Magnacharger MP122H (2.0L) at 10psi vs. Lyscholm (twin screw) 2300 (2.3L) at 10psi

ATI - Procharger - Centrifugal Supercharger (most of this is old-- from my 5.0 days)
Strengths:
1. Higher power potential than Radix or Whipple, less than turbo
2. Great track record
3. Almost instant torque
4. Easy install
5. In my 5.0 days, customer service wasn't too hot
6. I've been told the cost of these has come way down to around $4k -- that's a good price

Weaknesses:
1. Kit needs more parts for maximum potential (injectors, intercooler -- although a FMIC is available from ATI as an option)
2. FMIC is not super efficient
3. Belt slippage requires special mounting brackets to turn up the boost
4. pulley change to change boost
5. Install is easy, but very involved.
6. Peak power only at shift point (these require impellor tip speed to make boost)
7. high parasitic loss

Last week I sent my Procharger in for repairs. They said they had about a 3 week delay when I called. I sent it and it was received by them on 9-1-06. I called yesterday, 9-7-06, and was advised the 3 week estimate was wrong. I am looking at 5 weeks, or more, before they even look at it. Then repairs, then shipping it back to me.

Needless to say I am not happy with this and I am working on bringing them to their senses and getting a more reasonable time frame.

I will keep you informed. :bang:

I guess I got word to the right person at ATI Procharger and today, Monday, I was told it would be looked at this week and shipped back no later than Friday. This works out to 2 weeks from when they received it. I can live with that. Sometimes we need to be a little more persistant. Hopefully it is all smooth sailing from here. :)

Update, my Procharger was repaired and returned in 2 weeks. Took some prodding but I can live with that. No charge for the repair or return.

It is bolted on the Avalanche and it sounds better than when I first installed it. Things are good.

Thought I would mention, I haven't heard of many problems like I had, hopefully it isn't common, I would prefer to keep it running.

On the Radix Magnacharger I have no belt slippage after two years of racing every weekend and driving everyday with the 3'' pulley, It holds 9lbs. all way through the 1/4 mile, Also I don't think the need full exhaust for max. potential is right as I had the super charger on with stock exhaust and with headers, Hi-flow cats and Flowmaster mufflers with 3'' pipes