Why Did We Conduct This Test

We are all regularly bombarded with wild insurance claims about supercharger packages - how much power they add and why one style of supercharger system is superior over the others. A lot of magazines avoid neck and neck comparison tests due to the fact that there is always one champion and also great deals of losers - not too good for the marketing side of their company. Jerry Magnuson creator of Magnuson Products intended to place all of those wild advertising and marketing claims to rest, as well as to prove that his company's Magna Battery charger hybrid/roots style of supercharger is the supreme "road" supercharger system available.

Our Background

Jerry Magnuson has been building supercharger systems for more than 40 years. His current Magna Battery charger systems have actually been embraced by several of the globe's leading supercar contractors and also tuners as well as can be discovered on Callaway's line of Corvettes and Camaros too cars and trucks from Lingenfelter, MTI Racing, Hurst Performance Automobiles, and also Hennessey. Kept in mind engine contractors such as Kenny Duttweiler of Duttweiler Efficiency has actually integrated the Magna Charger supercharger system into his 760hp LS2 dog crate motor program as well as swears by the Magna Battery charger's dependability and also lack of needed upkeep. "You simply install it and also forget it," quips Duttweiler - that's had among these crate motors in his everyday driven GTO for greater than 10,000 miles.

The Examination

Because of the countless variables, a lot of previous supercharger shootouts have actually wound up contrasting apples to oranges. To figure out the genuine fact, the actual comparison examination needed to be incredibly regulated - exact same engine examined on the same day with the exact same ambient air temperature. The fuel would certainly be 91-octane pump gas, all from the exact same source as well as batch. To absolutely examine the supercharger just, the exact same Magnuson equal-length-runner intake manifold with important water-to-air intercooler was utilized. Mustang Whipple Superchargers The optimal boost target was 7.5psi@6500rpm, so wheels as well as drive proportions were gotten used to reach that target for all systems. Each supercharger was finely tuned to a near-perfect 12:1 fuel/air ratio.

An entirely traditional engine was picked for the test - a GM LS-style 5.3 truck engine. It stayed entirely stock besides a Lingenfelter Performance Engineering GT2-3 camera with Corvette ZO6 valvesprings, both needed to expand the power treatment with 6500rpm. Like discussed previously, it made use of a Magna Charger consumption manifold and intercooler plus Bosch "Green" gas injectors and a 90mm LS2 throttle body.

The superchargers for the comparison consisted of 3 Magna Charger models, a basic 112, a crossbreed 112 and also a hybrid 122. They additionally tested a Whipple Twin-Screw 2300 as well as a Procharger centrifugal model. The dyno test measured numerous parameters including supercharger discharge temperature level, intercooler discharge temp, increase contours as well as of course horsepower as well as torque contours. By utilizing the same manifold and intercooler for all examinations, the changeover and back-to-back testing was completed in a solitary day. Magnuson's location simply off the ocean in Ventura The golden state ensured that the ambient temperature level differed simply 15-degrees over the entire test.

The Outcomes

The dyno verified what Jerry has actually been stating for several years - "Run the smallest supercharger that will provide your target boost degree. It will Additional hints be a lot more receptive (make increase earlier) as well as will call for less horse power to drive." In this test the Magna Charger MP112 surpassed every other supercharger with the most typical horsepower as well as torque over the 1500-6500rpm powerband, as well as when you check out particular factors along the power curve the differences are incredible. At 1500rpm the Magna Charger 112 is generating 400 ft. pounds. of torque as well as the Procharger centrifugal supercharger is simply 280 ft. pounds. That resembles the difference between driving a small-block versus a big-block. The gap in performance in fact increased at 3500rpm - Procharger's 380 ft. pounds. to the Magna Charger's 515 ft. pounds. The Procharger doesn't catch up until the 6500rpm cut off and we don't think any person desires to rev a supply shortblock over 6500 do they?

The other superchargers faired better however because of their corresponding size or capacity, they went to a drawback to the mighty little MP112. The Whipple 2300 screw is better fit for bigger engines or greater rpm. At 1500rpm it gave up 50 ft. pounds. to the MP112 (350 ft. lbs. to 400 ft. pounds.) as well as only caught up as well as crossed over (making more power) at 5700rpm.

What to Remove From This Test

A last analysis plainly shows that one of the most crucial factor for a road supercharger is the increase contour. When you struck the throttle at 1500rpm, what increase is store.yellaterra.com.au/categories/supercharger-kits.html?sort=priceasc your supercharger making? From a general effectiveness viewpoint, every one of the superchargers are pretty close with comparable discharge temps dumping into the manifold as well as past the intercooler. Horse power at 7.5 psi at 6500 is practically similar for all supercharger systems. The real difference is the amount of torque "under the contour" from 1500-6500rpm and also the Magna Charger MP112 wins hands down. A Magna Charger-powered lorry will certainly be long passed the moment the screw or centrifugal supercharger's boost curves capture up.

One final note: all engines that run on pump gas are compression limited and also when you add increase to an engine you are essentially including compression. Regardless of supercharger style, there is a limitation that if surpassed will ruin the engine. With 92-93-octane pump gas that restrict seems to be about 7.5 psi with an effective intercooler. So watch out for significant horsepower cases on pump gas - they're simply not lasting within the detonation limitations of a lot of manufacturing engines.