Magna Charger Vs Pro Charger
Apr 29, 2006 | 12:14 AM
#41
Originally Posted by PappyDan
that's something that is disturbing me too.
it is the low boost under 5000 rpm's.
my powerdyne does not flow like a D-1, hell the D-1 has a flow rate of 1400 cfm's.
but my powerdyne produces a higher boost number then the D-1 according to the chart provided.
from 2000 to 6500 my unit produces 1.5 to 1.8 more psi at the same rpm.
what is baffling me is that the D-1 is a far better head unit then what I have.
did it have a small leak that bleed off, was it the intercooler that caused a pressure drop.
granted I know powerdyne's. I'm running stronger bearings, I have polished the inside of the scroll for less resistance, I shimmed my impeller blade closer to the scroll for a tighter tolerance, I am running a stronger aftermarket belt, but I still can not no where near flow like a D-1.
it is the low boost under 5000 rpm's.
my powerdyne does not flow like a D-1, hell the D-1 has a flow rate of 1400 cfm's.
but my powerdyne produces a higher boost number then the D-1 according to the chart provided.
from 2000 to 6500 my unit produces 1.5 to 1.8 more psi at the same rpm.
what is baffling me is that the D-1 is a far better head unit then what I have.
did it have a small leak that bleed off, was it the intercooler that caused a pressure drop.
granted I know powerdyne's. I'm running stronger bearings, I have polished the inside of the scroll for less resistance, I shimmed my impeller blade closer to the scroll for a tighter tolerance, I am running a stronger aftermarket belt, but I still can not no where near flow like a D-1.
I'm not sure if it makes any sense to compare published data to tested data here, or an engine dyno test to your results in your truck, make sense?
Apr 29, 2006 | 12:44 AM
#43
Originally Posted by zippy
Something I'm interested in here. I happen to be working on an SSS at the moment with a D1SC. It has a 4" pulley. From about 2700rpm to 5000rpm it only has 5psi and from about 5200rpm to 5800rpm (shift point) it rises to 8psi. Do you have a printout of the boost level during the dyno run?
Apr 29, 2006 | 01:08 PM
#45
Wow, what Zippy said was right on. Where do you come off thinking that 10psi is 10psi. The D1 unit will keep and or mantain IAT's close to ambeint all the way down the track and run after run on the street. The Radix IAT's will climpb fast and that 10psi is not going to be worth nearly as much. 10psi is not 10psi regardless.
Also I do not know about the other people on here but you can throw away that area under the curve thing when you are at the track or racing anywere for that matter. I do not race at half throttle. I do not race at 3000rpm. If the unit it still climbing at 6000 you need to change valve spring and keep on spping it. If it make more power higher up you match it with the appropriat converter. Plain and simple the 10psi procharger spinng to the moon like it likes with the appropriate converter will win at the track.
Most all out drag cars that I see do not make big power off idle. The radix has its place and so does the Procharger, now compare a Radix to another positve displacement unit and compare the procharger to another centrifical unit please.
Also I do not know about the other people on here but you can throw away that area under the curve thing when you are at the track or racing anywere for that matter. I do not race at half throttle. I do not race at 3000rpm. If the unit it still climbing at 6000 you need to change valve spring and keep on spping it. If it make more power higher up you match it with the appropriat converter. Plain and simple the 10psi procharger spinng to the moon like it likes with the appropriate converter will win at the track.
Most all out drag cars that I see do not make big power off idle. The radix has its place and so does the Procharger, now compare a Radix to another positve displacement unit and compare the procharger to another centrifical unit please.
Apr 29, 2006 | 01:22 PM
#46
Originally Posted by hellbents10
Wow, what Zippy said was right on. Where do you come off thinking that 10psi is 10psi. The D1 unit will keep and or mantain IAT's close to ambeint all the way down the track and run after run on the street. The Radix IAT's will climpb fast and that 10psi is not going to be worth nearly as much. 10psi is not 10psi regardless.
Also I do not know about the other people on here but you can throw away that area under the curve thing when you are at the track or racing anywere for that matter. I do not race at half throttle. I do not race at 3000rpm. If the unit it still climbing at 6000 you need to change valve spring and keep on spping it. If it make more power higher up you match it with the appropriat converter. Plain and simple the 10psi procharger spinng to the moon like it likes with the appropriate converter will win at the track.
Most all out drag cars that I see do not make big power off idle. The radix has its place and so does the Procharger, now compare a Radix to another positve displacement unit and compare the procharger to another centrifical unit please.
Also I do not know about the other people on here but you can throw away that area under the curve thing when you are at the track or racing anywere for that matter. I do not race at half throttle. I do not race at 3000rpm. If the unit it still climbing at 6000 you need to change valve spring and keep on spping it. If it make more power higher up you match it with the appropriat converter. Plain and simple the 10psi procharger spinng to the moon like it likes with the appropriate converter will win at the track.
Most all out drag cars that I see do not make big power off idle. The radix has its place and so does the Procharger, now compare a Radix to another positve displacement unit and compare the procharger to another centrifical unit please.
i really wonder why the livernos kit hasn't taken off harder than it has. i belive it would rule in nearly all tests. hp per psi, top end potential, power under the curve, $ per hp. hell, i made 500(497)rwhp with a completely stock 4.8 thru the tcase, 4l80e and on a mustang while spining the tires and floating the valves.
the bigest positive for the radix is it's complete user friendly packaging and OEM like fit and finish. i understand that is a huge positive to anyone that wishes these trucks had more power from the factory but for many that want to push it harder there are much better options.
Apr 29, 2006 | 02:07 PM
#47
Thread Starter
Joined: Mar 1986
Posts: 18,749
Likes: 8
From: Chatsworth, CA
Turbo this Turbo that......I am not really sure why folks cant take the data for what it is. You cant get much more controlled than a Superflow engine dyno in a climate controlled enviornment. I guess I did expect these responses from the people that cant open their eyes to the obvious. You know, I have yet to see ANYONE preform these tests on their own. I challenge ANYONE to come to Cali and witness the tests over again in the same dyno cell, I am positive the results will be the same.
I agree, to each his own, and each supercharger has its place in the industry.....Infact I have stated this fact many times in the past.
As for your comment about making one look better than the other....remember folks I do not work for Magnuson, and have NOTHING to gain from proving or dis-proving one or the other. Honestly, at this point I give up. You all ask for tests, ask for data, ask for the work to be done....and when its provided you tear it appart. There was more than 200 years of collective experiance in that test room at the time, and not one person had anything to gain from anything other than doing their job. If the results had been the oppisite then the data would have been reported the same, and Magnuson/Eaton would have worked to improve the design to meet or exceed the performance of the competition.
From now on I will keep the data to myself and not share, takes a load off of my day.
I agree, to each his own, and each supercharger has its place in the industry.....Infact I have stated this fact many times in the past.
As for your comment about making one look better than the other....remember folks I do not work for Magnuson, and have NOTHING to gain from proving or dis-proving one or the other. Honestly, at this point I give up. You all ask for tests, ask for data, ask for the work to be done....and when its provided you tear it appart. There was more than 200 years of collective experiance in that test room at the time, and not one person had anything to gain from anything other than doing their job. If the results had been the oppisite then the data would have been reported the same, and Magnuson/Eaton would have worked to improve the design to meet or exceed the performance of the competition.
From now on I will keep the data to myself and not share, takes a load off of my day.
Apr 29, 2006 | 02:15 PM
#48
Originally Posted by BlownChevy
Turbo this Turbo that......I am not really sure why folks cant take the data for what it is. You cant get much more controlled than a Superflow engine dyno in a climate controlled enviornment. I guess I did expect these responses from the people that cant open their eyes to the obvious. You know, I have yet to see ANYONE preform these tests on their own. I challenge ANYONE to come to Cali and witness the tests over again in the same dyno cell, I am positive the results will be the same.
I agree, to each his own, and each supercharger has its place in the industry.....Infact I have stated this fact many times in the past.
As for your comment about making one look better than the other....remember folks I do not work for Magnuson, and have NOTHING to gain from proving or dis-proving one or the other. Honestly, at this point I give up. You all ask for tests, ask for data, ask for the work to be done....and when its provided you tear it appart. There was more than 200 years of collective experiance in that test room at the time, and not one person had anything to gain from anything other than doing their job. If the results had been the oppisite then the data would have been reported the same, and Magnuson/Eaton would have worked to improve the design to meet or exceed the performance of the competition.
From now on I will keep the data to myself and not share, takes a load off of my day.
I agree, to each his own, and each supercharger has its place in the industry.....Infact I have stated this fact many times in the past.
As for your comment about making one look better than the other....remember folks I do not work for Magnuson, and have NOTHING to gain from proving or dis-proving one or the other. Honestly, at this point I give up. You all ask for tests, ask for data, ask for the work to be done....and when its provided you tear it appart. There was more than 200 years of collective experiance in that test room at the time, and not one person had anything to gain from anything other than doing their job. If the results had been the oppisite then the data would have been reported the same, and Magnuson/Eaton would have worked to improve the design to meet or exceed the performance of the competition.
From now on I will keep the data to myself and not share, takes a load off of my day.
I get paid well to make meaningless comments on here 
Good info is what it is. Keep it coming
Apr 29, 2006 | 02:32 PM
#49
Thread Starter
Joined: Mar 1986
Posts: 18,749
Likes: 8
From: Chatsworth, CA
Originally Posted by mjhoward
You know some of us just don't have anything better to do I get paid well to make meaningless comments on here
Good info is what it is. Keep it coming
I get paid well to make meaningless comments on here Good info is what it is. Keep it coming
The other thing that folks need to remember is this data has NEVER been made available.......everyone has been working off of claims not data. If anyone questions the validity of the data or the test procedures give SuperFlow a call.....
Apr 29, 2006 | 02:46 PM
#50
Originally Posted by hellbents10
Wow, what Zippy said was right on. Where do you come off thinking that 10psi is 10psi. The D1 unit will keep and or mantain IAT's close to ambeint all the way down the track and run after run on the street. The Radix IAT's will climpb fast and that 10psi is not going to be worth nearly as much. 10psi is not 10psi regardless.
Also I do not know about the other people on here but you can throw away that area under the curve thing when you are at the track or racing anywere for that matter. I do not race at half throttle. I do not race at 3000rpm. If the unit it still climbing at 6000 you need to change valve spring and keep on spping it. If it make more power higher up you match it with the appropriat converter. Plain and simple the 10psi procharger spinng to the moon like it likes with the appropriate converter will win at the track.
Most all out drag cars that I see do not make big power off idle. The radix has its place and so does the Procharger, now compare a Radix to another positve displacement unit and compare the procharger to another centrifical unit please.
Also I do not know about the other people on here but you can throw away that area under the curve thing when you are at the track or racing anywere for that matter. I do not race at half throttle. I do not race at 3000rpm. If the unit it still climbing at 6000 you need to change valve spring and keep on spping it. If it make more power higher up you match it with the appropriat converter. Plain and simple the 10psi procharger spinng to the moon like it likes with the appropriate converter will win at the track.
Most all out drag cars that I see do not make big power off idle. The radix has its place and so does the Procharger, now compare a Radix to another positve displacement unit and compare the procharger to another centrifical unit please.
MORE POWER OVER TIME, get it, you just restated and supported what I already posted, thank you. By adding the converter to support power made up high you are doing just that, MORE POWER OVER TIME, that's what wins races, did you even read my example? probably not
Last edited by moregrip; Apr 29, 2006 at 03:06 PM.