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Chevrolet Colorado Supercharger Battle: Mallett Performance vs Lingenfelter

Earlier this month, Lingenfelter announced a new supercharger kit for the Chevrolet Colorado ZR2. The highlight feature of that package is a major power bump for the 3.6L V6 LGZ engine, going from the stock 308 horsepower to 416 horsepower. That 35 percent bump in power is thanks to an Edelbrock supercharger.

Since then, GM Authority has taken to compare the supercharging kits, and spoke with Mallet Performance Cars – which was first to offer a supercharger solution for the Chevrolet Colorado and GMC Canyon way back in 2015. The North Carolina-based tuning firm has provided some interesting information that calls the Lingenfelter offering into question.

Supercharged Chevrolet Colorado by Lingenfelter

Mallett vs. Lingenfelter Supercharging Kits For Chevrolet Colorado & GMC Canyon
Mallett Lingenfelter
Wheel horsepower: 361 345
Wheel torque: 332 306
Supercharger: TVS R1900 TVS R1740
Cooling: Fluidyne intercoolers, 2 gallon reservoir Not released
Drive Belt: 8-rib GM stock 5-rib GM stock
Cost: 7,200.00 Not released

First, let’s compare the two kits. Both use Eaton-based superchargers, with Lingenfelter using a TVS R1740 while Mallett Performance using a TVS R1900. The numbers refer to the amount of air, in cubic centimeters, that the blowers push per rotation. Generally speaking, a smaller supercharger will have to be spun harder, using more boost to make as much power as a larger supercharger being spun at a slower rate and running on less boost.

Chevrolet Colorado ZR2 with Mallett Performance supercharger

The Mallett kit produces 361 horsepower and 332 pound-feet of torque at the wheels, and “that’s on a conservative, heat-soaked pull,” the firm tells us. Meanwhile, Edelbrock – which supplies the supercharger for the Lingenfelter kit, claims its kit is good for 345 horsepower and 306 pound-feet of torque at the wheels. The slightly lower power figure for the Edelbrock unit is understandable due to the smaller blower. However, Lingenfelter advertises 416 horsepower for its kit, presumably at the crank. As a result, it would seem that Lingenfelter is maxing out what that kit is reliably capable of.

And that is problematic, for a few reasons, the most noteworthy of which is that running more boost through a smaller supercharger tends to generate more heat, which can compromise durability and consistency. In fact, Chevrolet itself applied this very principle when sizing the supercharger for the 2019 Corvette ZR1 compared to the Corvette Z06.

Chevrolet Colorado ZR2 with Mallett Performance supercharger

“The key to engine longevity is intake temp and careful tuning”, Mallett tells us. The cool air being run through the TVS1900 used by Mallett keeps intake temps down. The company then adds Fluidyne intercoolers and a custom reservoir that holds roughly two gallons of coolant to stabilize those temperatures. That enables the Mallett system to “run wide open all day without any thermal issues.” Meanwhile, the Edelbrock 1740 in the Lingenfelter system will pull more heat into the air, while featuring a smaller reservoir. Hence, the kit will likely have trouble performing consistently when placed under heavy loads, such as being driven at high altitudes, towing, or towing at high altitude.

Of course, different dynos with different calibrations are going to produce different numbers, but the rest of the Lingenfelter kit seems to be on just as shaky of ground due to the drive belt. The Lingenfelter kit extends the standard five-rib drive belt to also drive the blower. That belt is perfect for driving the alternator and AC compressor, but its use in also powering the supercharger isn’t necessarily ideal, since an overburdened belt can quickly become the weakest link of an integrated system. If it fails, it can cause the entire truck to not run. By comparison, Mallett uses a bespoke eight-rib belt, with “the best idlers and tensioner in GM’s inventory and the best belt Gates makes.”

Chevrolet Colorado with Mallett Performance supercharger

As an independent publication, GM Authority has no stake in the game, but when there are multiple aftermarket options available, buyers and bound to cross-shop. This is what Mallett Performance has told us thus far, but seeing that the Lingenfelter kit has yet to be released, the truth will out once it hits the streets. The only wild cards here are the price, with the Mallett kit coming in at $7,200. Pricing for the Lingenfelter kit has not yet been announced.

In the meantime, subscribe to GM Authority for more Chevrolet Colorado news, Chevrolet news and around-the-clock GM news coverage.

Jake is a Los Angeles-based car enthusiast with a background in track day driving and drifting.

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Comments

  1. Well duh. The Lingenfelter of today is just riding on the coattails of the late founder’s name. Not sure there’s much actual engineering going on over there these days.

    As for the blower kits, seems like a no brainer to me. But honestly, how many colorado owners are supercharging theirs anyway?

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  2. It costs $7,200 for a small amount of torque and HP? Forget it. Drop in a turbo V6 from any other brand of car, and save money by buying it used from a wrecking yard. Torque is everything in daily driving or rock climbing, so stroke the 3.6 liter V6 and get real low end power. Or drop in the V6 version of the big block Chev engine, with a big 4.5 inch stroke and 4.35 inch bore to get 401 cubes, which is just a tad under 6.6 liters. Run 10 1/2 compression ratio and mid grade gas and get about 475 pounds feet of torque. Run premium gas and raise the CR to 11 to one and gain both more torque and HP. It’s an aluminum block, so the difference in weight isn’t too much over the factory GM 3.6 liter. All the internal parts, valve train are big block Chev parts, so you have a huge choice. If you choose, this same aftermarket V6 aluminum block can accept a 4.75 inch stroke crank, so that will give 424 cubes or 6.95 liters and a huge boost in low end torque over the shorter 4.5 inch stroke V6. That big block V6 engine and all the parts is made by a company in Michigan. Get about 545 pounds feet of torque with an 11 to one CR with the 424 cube and 4 3/4 stroke, high octane 93 gas, synthetic oil, and no turbo to worry about. Never run the engine over 4,000 RPM and get about 373 HP at just 3600 RPM. This setup will blow out your stock transmission in about 500 miles, so get a used big block trans to match the HP and torque output with that high torque 424 cube big block V6. You can get more HP if you have an E85 gas station close to you, so run an even higher 11.5 to one CR and burn cleaner and with smoother running. GM now tests and puts out torque and HP info for all it’s engines that run all grades of fuel, including E85, so we know for sure that there is a power gain with E85 over 91 octane.

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    1. You lost me when you said turbo. If you pick turbo over supercharger, there is something wrong.

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    2. Who makes that BBC v6 ?

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      1. Doug I think that other guy is talking about GMs monster v6s from 1959- 1974 ish. The 60* v6 v8 & v12.. yes 12.. go to wiki and look for GM 305 v6 awesome read & that will link you to the other motors.

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        1. Yeah, my older brother had one of those 305ci V6’s in his ’65 GMC. ALL twist, no huff!

          Funny thing is, my first car, ugh! (a ’72 C-10), had a 307ci V8. All 4-spd. with a “granny low”! engine had nothing, but maybe decent gas mileage! ?

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        2. No, he said it used bbc rods etc. Also the blocks were aluminum. I have a few GMC 305e v6’s. I Googled a few different ways to find those Michigan made v6’s, and found nothing.

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    3. 400+ cubic inch V6, yeah, that’ll pass smog!

      Just run it stock and when it bogs on a big rock, stab the nitros button!

      ?
      ?

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  3. GM / should just offer the described big block version with big transmission in like a Buffalo package upgraded over the Bison package. And where is are the diesel engine upgrades???

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  4. Feels a little strange to read “that’s on a conservative, heat-soaked pull” and then “That enables the Mallett system to “run wide open all day without any thermal issues”.” When I think of “heat-soaked” I assume IATs are a large part of the HP decline. I’m no motoring guru though.

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  5. A TVS 1740 vs a TV S 1900? A $7200 price tag for Mallet vs $4999 for Edelbrock? Apples to oranges.

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    1. And Edelbrock actually has discounts and free shipping. It’s more like $7500 vs $4500 when we are talking the real total cost, excluding installation. DIY!

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  6. Be nice to see a super charger for the impala 3.6l.

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  7. This is just one of those thing you can tell who is informed and who is not on a topic,

    In this case both systems are on a number of trucks out there and both have positives and negatives,

    The Mallet is a well sorted system. They are a good company and if you want one installed they are the one to see.

    The Lingenfelter is mostly just installing the Edelbrock system that you could buy from Summit Racing with a Warranty from Edelbrock and install it yourself.

    The both add power, are legal and will not leave you without a warranty..

    As for delusional ideas like big block V6 engines or TT3.6 engines the cost is high. It will not be legal everywhere and no warranty. If you are going to be that irrational then just say stick an Allison V12 in.

    There is another option with the Syclone that is available but there again not cheap.

    If you want more power wait till the 2.7 comes and toss a tune on it. It has a good chance of making the next gen. GM could even offer a tune like the LNF had that only required a new map and flash for 55 hp. The warranty remained and the Mpg went up by one mpg 50 state legal.

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  8. How much did Mallett pay you to write this?

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    1. Nothing. Nada. Zilch.

      GM Authority doesn’t do sponsored/paid content of any type. Good try though.

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      1. So why not publish a comparison to the edelbrock supercharger that already is available and has pricing info released? Seems to me like GM authority doesn’t want to mention the fact that the Mallett kit costs an extra $2400 than the edelbrock when shipping is taken into account, as well as the fact that the edelbrock includes a 50 state emissions legal tune too.

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        1. Because the Edelbrock supercharger is a component in an overall kit offered by Lingenfelter. And what we are comparing here are kits. The components make up the kits, but ultimately, these are sold and bought as kits.

          Had we been doing a comparison on components, then that would be a whole different story. But as it stands, there are two firms offering supercharging kits for the Colorado / Canyon.

          There’s no trickery here, just the facts. The prices are listed in a table as clear as day. You seem to not like the results, or have some other form of vested interest.

          Update: so is your actual name Jimbo, Brad, or Charles? You posted three comments with similar content under three different names, two IPs and two email addresses. Would you like me to out you publicly?

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          1. The plot thickens!

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          2. This is inaccurate. The Edelbrock supercharger kit is a complete kit directly comparable to Mallet’s kit. Lingenfelter is irrelevant.

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        2. You mean more like a $3000 difference.

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  9. As a newbie ZR2 owner (2018, 3.6L, Black, de-badged) I’m finding this article and subsequent comments fascinating. I wish I had the money and time to experiment with an upgrade such as this. I don’t tow or even do any off road but the benefits of supercharging (improved HP/torque and better mileage) seem to me to be very pricey. Would anyone out there be able to recommend other more reasonably priced mods that might improve hp, torque and mileage, albeit in more modest gains ????

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  10. Look at the efficiency maps for the TVS R1900 and the TVS R1740 and you’ll see immediately that Mallett made the right call on their kit. This is alluded to in the article but worth calling out again.

    Reply
    1. I think they both made the right call. Edelbrock achieved 85% of the gains for 60% of the cost. This is the reason I bought the Edelbrock kit. It is a better value. If money is no object, sure, buy the Mallett. Or do an L83 swap, which is probably more rational in that price range.

      Reply
  11. I was considering putting a supercharger into my Canyon All Terrain after paying it off and the warranty expires. I’m not a gear head and online everyone’s solutions look great. This is the first article that differentiates the super chargers. Thank you for writing something specifically for me.

    Reply
  12. I am considering supercharging my ZR2. I found the article very helpful. I am not sure there will be a MPG gain. I have a 2015 ZL1 with an LSA supercharged 6.2 and its mileage is less by about 8 mpg than a NA 6.2. I will try a tune first and see how that goes since that is considerably cheaper.

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  13. Does both of these systems void your factory GM warranty?

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  14. I have just purchased the Mallet Supercharger for several reasons. I did my research and followed up with 4 consumers that purchased one or the other. The information in the article is accurate. My friend Dave’s Colorado with the Edlebrock supercharger installed engine temp runs just under 200 degrees when pulling his boat. He is the one that told me he wish he had went with the Mallet if, he had it to do over again. So I purchased the Mallet yesterday and will schedule the install at Mallet in Cornelius, NC. I will update once I get it installed and run it a few weeks/months.

    Reply

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