Magnuson fights back

Discussion in 'Challenger SRT8 Engine & Performance Modifications' started by Moparisto, Dec 30, 2022.

  1. Moparisto

    Moparisto Full Access Member

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    The Magnuson supercharger, one of the most poorly-marketed but utterly superior supercharger choices for the Hellcat or Mopar in general, is fighting back after the dismal showing of Eaton with their 3.1L rotor pack, which failed to be anywhere near the increase over the 2650 that it was hoped it would be.

    Their new TVS X3100 supercharger is of a similar configuration to the TVS 2650 but with three-lobe rotors instead of four-lobe rotors, thus making every rotation have somewhat more volume than would a similar-diameter 2.65L supercharger.

    Bailey is trying to set a world record with his Dodge Demon.
    Start watching at 1:50 if you want to skip to him talking of the Maggie.

    and Magnuson sent him their latest iteration of a Mopar Hemi blower setup.
    In fact, they sent him the first ever, evidently, to test.

    Magnuson could cure cancer and they would never mention it in their advertising, which I don't even know if they bother to do, evidently. I should ask for a job as their Hype Man, because they evidently don't have one.

    They still do a blower-on-top, aftercooler-brick-right-underneath system, which resulted in a far superior blower to the 2.7L or 2.3L IHI on the Hellcats. Cooler intake air temperatures. The jackshaft system enabled one to quickly change pulleys around at the rear of the blower to change your blower speed to engine speed ratio on the 2650.

    The new TVS X3100 has a full-face intake on the back instead, and blower drive on the front. As you readily see by the rear-facing intake, this will want an intake and throttle body system that winds around to the back of the engine compartment, FROM WHAT I CAN GUESS GIVEN THE LIMITED DETAILS.

    However, if it is a jackshaft-equipped unit, then you will have a normal front-fed supercharger configuration.

    I do not like Whipple or Whipple superchargers. I think they just managed a great deal of hype and shills screaming about them. I still marvel to think that people chose Whipples over Maggies before the mark V 3.0L Whipples came out, as they were inefficient, had a lousy air-torturing rotor design, and produced a whopping amount of heat, unlike the cool-running Magnusons. On SOME forums or at least one, you were attacked by Little Lord Fauntleroy himself for daring to criticize the Whipple. I won't mention his name but he is the Vin Diesel of the Hellcat world, evidently, and is NOT MMX or Curt Dusterhoff.

    The Magnuson is a superior company and a superior blower. It is more efficient than the old huge, blocky Whipples, which are air-torturing, badly-designed, bad-rotor-configuration piles of junk. The new Whipple seems to do well when it is not falling apart or blowing up. it will be interesting to see if they can do better than the super-high-zoot Kenne Bell blowers. I wonder if people are waiting for the patent on liquid-cooling the blower case to run out, as it sure seems like a good idea that nobody but Kenne-Bell uses.

    Magnuson has the patent for an aftercooler core that changes coolant fin pitch somewhere during the travel of the air through the core.

    https://patents.google.com/patent/US10895196B2/en?q=magnuson+intercooler&oq=magnuson+intercooler
    Magnuson dual-density cooler core.png

    Magnuson really has a chance to take back the lead, here. we will see if they do it properly.

    The inital output from the supercharger encounters a lower fin density, which is logical as it has the most temperature delta between itself and the coolant, and the output from the blower is then run through a higher-fin-density that cools the intake charge even further, especially if the coolant follows the path in this diagram from the patent:
    Magnuson coolant flow path.png

    As many seem to not know in the hucksters-of-"performance"-marketing world, you introduce your coolest coolant closest to the outlet of the supercharged airflow, and allow it to be the hottest near the inlet of the supercharged airflow.