Magnacharger/whipple
#21
Ever considered a turbo?! I have full boost at about 2800 RPM and you wanna talk about some root pulling torque? Try 490 ft/lbs and 450 rwhp, not bad. Everyone has there opinions, I just thought I'd throw that out there.
#22
I "wasted" my money on a roots Roush and am more than happy with it. It's pretty nice knowing I have a full warranty and absolutely nothing to worry about. Sure, I could have went with something else, but I like my warranty. Once my warranty expires I'm gonna rework the bottom end with forged components, do some head work, exhaust, change pullies, and get a dyno tune and I should be set.
#23
Super Boss Lawman Member
Thread Starter
This is my dilema. I can get the magnacharger installed and tuned for 300 lees than a vortech/paxton, and 1,200 less than the whipple. I've been on these local shop's
#24
Maggie
I have the Magnacharger system on my 06 GT... I made 427 rwhp on a mustang dyno... Got it done at Livernois motorsports... Car runs great, like it came from the factory with the blower...
As for the comparisons between the Magnacharger and Whipple, before I bought it, I did some research and got a response from engineers at Magnason via email... Check it out:
As for the comparisons between the Magnacharger and Whipple, before I bought it, I did some research and got a response from engineers at Magnason via email... Check it out:
Subject: [Fwd: 06 Mustang kit being discussed on internet...]
My response is that someone is trying to sell KennBell kits on the internet.
We hear this comparison all of the time. The only time that a screw has an
advantage over the Eaton/Roots style of supercharger is over 10 lbs of
boost. We have maps and all of the technical data that Eaton has evaluated
over the years.
The statement that the screw is better than the Eaton is confusing because
we remove many of the compromises from the supercharger unit that Eaton
designs into the supercharger as dictated by the vehicle manufacturers. We
change the housing, the air intake track, discharge ducting and the rotor to
housing sealing and clearances. Our supercharger (Magnuson) when compared to
the Eaton piece is a much improved unit and it is not out of the ordinary to
see a 30-40 HP increase just by changing the supercharger.
Another common statement is that the screw is so much better than the Eaton
and that is why the are used on the Cobras etc. What everyone seems to fail
to mention is that on the Cobras and the Lightning etc. is the forged
components in the engines. Bolt on a screw and make 12-15 lbs on a stock
Mustang motor and you will be blowing the rings out the tail pipe just
before you run over the crankshaft. The accepted maximum horsepower output
of the 3V motors is about 425, after that you are asking for component
failures. Ford asked Eaton to design a supercharger to accomplish a specific
torque and horsepower rating, be quiet, last for 100,000 miles, pass all of
the stringent durability and validation processes, be inexpensive and that
is what they did.
The Eaton supercharger is a superior unit for street operations; the screw
is not more efficient on the street. The horsepower required to turn the
unit is not less at 10 lbs of boost, the discharge temperature is not less.
The fact that the MP or Eaton units have the bypass valve makes it a
superior piece for street applications. How many OE vehicles to you see that
have a screw on them?
Let me know if there are any specifics that I can help you with. Ask the
persons making all of the claims about the superiority of the screw to
supply any technical data, I haven't seen it and I been doing this for
years.
As far as the centrifugals are concerned, they require impeller tip speed to
make boost. The lag is inherent to the fact that they convert speed energy
into pressure. They work great when run at a steady speed; the roots type
has the ability to make boost right off of idle which increases the fun
factor greatly on the street.
Bob Roese
Magnuson Products
My response is that someone is trying to sell KennBell kits on the internet.
We hear this comparison all of the time. The only time that a screw has an
advantage over the Eaton/Roots style of supercharger is over 10 lbs of
boost. We have maps and all of the technical data that Eaton has evaluated
over the years.
The statement that the screw is better than the Eaton is confusing because
we remove many of the compromises from the supercharger unit that Eaton
designs into the supercharger as dictated by the vehicle manufacturers. We
change the housing, the air intake track, discharge ducting and the rotor to
housing sealing and clearances. Our supercharger (Magnuson) when compared to
the Eaton piece is a much improved unit and it is not out of the ordinary to
see a 30-40 HP increase just by changing the supercharger.
Another common statement is that the screw is so much better than the Eaton
and that is why the are used on the Cobras etc. What everyone seems to fail
to mention is that on the Cobras and the Lightning etc. is the forged
components in the engines. Bolt on a screw and make 12-15 lbs on a stock
Mustang motor and you will be blowing the rings out the tail pipe just
before you run over the crankshaft. The accepted maximum horsepower output
of the 3V motors is about 425, after that you are asking for component
failures. Ford asked Eaton to design a supercharger to accomplish a specific
torque and horsepower rating, be quiet, last for 100,000 miles, pass all of
the stringent durability and validation processes, be inexpensive and that
is what they did.
The Eaton supercharger is a superior unit for street operations; the screw
is not more efficient on the street. The horsepower required to turn the
unit is not less at 10 lbs of boost, the discharge temperature is not less.
The fact that the MP or Eaton units have the bypass valve makes it a
superior piece for street applications. How many OE vehicles to you see that
have a screw on them?
Let me know if there are any specifics that I can help you with. Ask the
persons making all of the claims about the superiority of the screw to
supply any technical data, I haven't seen it and I been doing this for
years.
As far as the centrifugals are concerned, they require impeller tip speed to
make boost. The lag is inherent to the fact that they convert speed energy
into pressure. They work great when run at a steady speed; the roots type
has the ability to make boost right off of idle which increases the fun
factor greatly on the street.
Bob Roese
Magnuson Products
#25
I forgot to mention, the install and tune on my magnacharger setup was only $500 bucks... There is a video of my car on www.livernoismotorsports.com website... I plan on pushing the limits of the blower in the spring...
http://www.livernoismotorsports.com/...rger5speed.wmv
http://www.livernoismotorsports.com/...rger5speed.wmv
#26
Super Boss Lawman Member
Thread Starter
Dude will, I have been watching you car at Livernois for the past couple of week's, that thing is awesome. I really appreciate the feedback. I think my mind is pretty much made up. How many MPG's are you getting and is there boost when your just crusin or does it kick in when your at WOT, because I know they say boost between 1,200 to 5,500 rpm's . I don't really want boost when i'm just crusin around town.
I think you just fueled the fire
I think you just fueled the fire
#27
Dude will, I have been watching you car at Livernois for the past couple of week's, that thing is awesome. I really appreciate the feedback. I think my mind is pretty much made up. How many MPG's are you getting and is there boost when your just crusin or does it kick in when your at WOT, because I know they say boost between 1,200 to 5,500 rpm's . I don't really want boost when i'm just crusin around town.
I think you just fueled the fire
I think you just fueled the fire
As for gas mileage, I'm only on one tank so far since I got it, and well, I've been at WOT having fun most of the time so my gas mileage looks sucky
I think on average it's going to go down a bit, but it may be because my tune is really conservative or something... All in all i'm happy with it, it's not my daily driver so gas mileage is not really why i got the mustang
I think it's a good deal financially and from a safe power adder, I think it's also a good option... Can't wait to see what happens in the spring when I build up the bottom end and go all out...
#28
In 1st and 2nd gear if you floor it, the car will slide sideways, no traction...
#29
Super Boss Lawman Member
Thread Starter
[quote=Turrizm;794613]
I think on average it's going to go down a bit, but it may be because my tune is really conservative or something... All in all i'm happy with it, it's not my daily driver so gas mileage is not really why i got the mustang
I have been told by a couple of shop's including steeda that I would see an increase in mpg's with normal driving, something about it taking less gas to turn it over , but I guess when I get it there's not gonna be any way to tell because i'm gonna be on it all the time
I think on average it's going to go down a bit, but it may be because my tune is really conservative or something... All in all i'm happy with it, it's not my daily driver so gas mileage is not really why i got the mustang
I have been told by a couple of shop's including steeda that I would see an increase in mpg's with normal driving, something about it taking less gas to turn it over , but I guess when I get it there's not gonna be any way to tell because i'm gonna be on it all the time
#30
Super Boss Lawman Member
Thread Starter
I kinda figured that because even with my cai/tuner combo, my back swing's out when shifting into second gear at wot!
#36
Super Boss Lawman Member
Thread Starter
#38
#39
no, I was talking about my constant recommending the MAC exhaust over at MustangExhaust.com forums. lol I think I will go for the Whipple with stingers and off road again..... but that could change. If I can get the Kenne Bell for more than a few hundred less than the whipple I will go that route. I need a ride in a blown car again.