Theres no twin screw kit out yet (probably never will be),but building one based on the LSJ intake manifold wouldnt be too hard to do. The problem is getting the compressor, Opcon/Sprintex makes a few that would work on the LE5 but they wont sell just one. Ive seen people on other forums that made a group buy of like 15 compressors directly from Opcon but even then they would probably cost $1200-1500. Also keep in mind that since they have a internal compression ratio they make heat all the time even during cruise and idle even with a bypass valve, intercooler heat soak can occur on a hot day in a traffic jam.

I suppose if you absolutely had to have a positive displacement supercharger and wanted the most power you could possibly get, regardless of price, the twin screw would be the way to go. Im just not sure that theyre superiority to the roots is enough to justify the extra expense and complication associated with them. Thats not to say that I wouldnt be interested in a group buy.

thanks for the info. The video at Leno's website helped a lot.

They will sell just one. Kenne Bell wouldn't sell an Autorotor to me for my RX-8. Sprintex's SCs were too small at a glance, so I reached out to OpconAB (Sweden) and they agreed to directly sell to me either a Lysholm or Autorotor once Kenne Bell declined interest. The only thing I couldn't convince them to package as a deal to me was a laminova core/SC solution. Though they're the same company, I had to deal with each separately. Only reason I didn't make the purchases last fall was because I'm not satisfied with the current engine management solutions available for my car and am sitting back and waiting.

Personally, I do think it's worth the extra money to get a twin screw vs. a roots SC. Generally speaking, you're talking about a 10-15% efficiency variance between the two across a rev range.

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RX-8 driver just passing through...

I agree. I had a large Magnusen unit on the original stock LS6 I had in my vette for two years. Installation was easy, the unit was rock-solid reliable, and it produced gobs of low end torque. On the other hand, it and other pos-displ. SCrs tend to run into efficiency and heating issues at high RPM: on a stock vette a centrifugal (Procharger model P) produces about 30 HP more above 5500 than the magnusen but about 65 lbs pounds less at 2750 RPM.

I now have a Procharger D1 model on my vette: I triedi my old Magnusen unit originally but it was the largest size Maggie available (still is) and it did not blow enough air (the car actually made more power normally aspirated). The D1 (higher capacity than the P model) works well, although it is near max at only 8 lbs @ 6000 RPM, and it does little under 3500 RPM - however I have a "grandfather cam" in it to produce gobs of low end torque and let the blower do the work up top -- the combination works well, right at 500 RWT right off idle peaking at 740 (4500) and 703 peak RWHP at 6000 RPM).

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'06 Solstice - black - new project car - put it on a consignment lot - wasn't going to work as a project car
'04 Porsche Carrera - daily driver/'09 998 Carrera S on order
'02 Corvette ZO6 C5R 427, Procharger D1S-8 lbs, methanol, 740RWT/703 RWHP, 2985 lbs
'98 Camaro 408 LS6 + NOS with a bit more HP and weight