Im with you there, just trying to see whats a good push point for what comes with then upgrade as wanted.

 

Kinda sad this thread died and no more responses from Magnuson has been made...

 

Agreed... We posted up almost immediately with real tech questions and never got a response.

 

I've asked questions to Magnusson via forums, Facebook, email, etc and haven't received much feedback. Not what I was expecting from them. The only luck I have had with them is via phone, then they are very helpful.

 

Bummer. About to buy a Maggie or Whipple and the lack of responses is something I am noting strongly

 

Not far off myself, but in the past I've heard the help on whipple's end wasn't the greatest, not sure where it stands now.

That being said there is a much bigger following of maggie's here especially so most likely if you're thinking of breaking the mold of what comes in the box (which I'm 90% sure you will, boost is addictive) I think you'll find more support and aftermarket help available in regards to the maggie.

Just sucks that a 2300 maggie is way more up front than a 2.9 whipple

 

We send the same pump and injectors with the 1900 and the 2300 kite. For the 05 it uses a walbro 340 pump <255 lph> and the Delphi 8.1 L injector which is 43# per hour .

 

As far as E85 we turn that off in the tune because we don't supply large enough injectors or a large enough pump for E85 and because we have to be CARB compliant and we haven't tested for E85 I really doubt we will be doing anything with it. The IAT's typically aren't high unless the I/C system isn't purged correctly or you are running a lot of boost there are companies that space our intercoolers up and lower IAT's but modifying our supercharger is not recommended and will void your warranty on it. Big heat exchanger, reservoir high volume pump can actually be counterproductive at times they can keep things cool for a longer time initially but it can take much longer to cool it all down as well. We design our kits for 6-7 psi and that is where we have designed our kits for maximum efficiency , if you are planning on going with a larger reservoir, heat exchanger and pump I would talk to a company that has tested and proven that there is an improvement such as talking to Lingenfelter, Davenport ,superchargers online . On higher boost I personally run the NGK TR6 plugs gapped at .035 on my vehicles. I hope this helps.

 

How about providing accurate injector data for your tunes instead of raping the ifr tables to counteract an improper maf curve. Or atleast when tuners call you to request proper data for the injectors, give us real answers instead of "we don't have the injector data" or "we don't supply tune info over the phone"... especially after a customer has just spent $6k on a kit and wants a proper tune. I've called in multiple times, got bs answers every time, no help whatsoever. I eventually found my own info by tracing the parts numbers on the injectors, which were half *** shaved by magnuson, figuring out what vehicles that injector came in, pulling a tune file for that, copying the data, transposing it into correct format for the tune I'm working on and then find my fueling 15-20% off because the maf curve was fudged to get a carb sticker...

 

Just about ANY other f/i kit for a truck will come with ALL of that info. Be it turbo, centri, twin screw, electric driven fan, etc. Don't fool with the Maggie..............