Interested In Superchargers?.....Read This.

Yes that is correct. Therefore, direct comparison of HTV log IAT data to that of heartbeat may not be of much value. The proof will be in a back to back (same car/conditions/tune) comparison ...

Thanks,

Alex

thanks Ken, so where does the heartbeat(LS9 or LSA) have the iat sensor located?

In the image above, the IAT sensor can just be seen axially-central in the lid just below the "N" of Magnuson.

Quote:

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Originally Posted by VCMSWT

Hey guys, I'm Steve and I'm the Head Tuner and Australasian Tuning Support @ VCM Suite. I thought I'd let you all know of the project we have going on here - the all new 2300 Magnuson Supercharger for Holden VE, designed and released by our new supercharger division; Magnuson Superchargers Australia.

All of the Magnuson kits will be able to be purchased through us, all tuning support, all spare parts and assembly will be performed right here in Melbourne as well as any warranty claims. All points of call under the one roof.

We have been testing this product for several months with some truly fantastic results. One point I'd like to mention (remember I am a tuner!!) is achieving Intake Air Temps of between 38-50 C - on a valley mounted supercharger no less!

We have designed the intercooler/fitting kit here in Melbourne and are very proud of how easy it is to fit, and are very excited to continue testing in the coming weeks.

The kits are designed to be modular; meaning you will have the option of purchasing a low boost/non-intercooled 'entry level' kit that will be easily upgraded later on in predefined stages making the kit both powerful as well as finally affordable.

Attached is a pic of the supercharger and OTR intake still in development stage.

We expect release to be at the end of the first quarter next year so stay tuned!

Cheers,

Steve @ VCM

http://i1338.photobucket.com/albums/...r/DSC01015.jpg

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Any updated on the progress :) ??? Any teasers you can share ?

THANKS ALOT! I was hoping to wait till my car hit at least 50k km now it's not going to hit 25k lol!

This is not a new supercharger but a very good sales stunt, There is one world manufactuerer that produces, the rotors for neally all the PD superchargers in the world. So what does that mean ? AS for IAT sensors, the more heat soak the less reliable information the ecu will get and adjust ignition and fuel to suit. As the same with ORC systems. How much heat soak do they get in a std vehicle sitting at the lights?
I have used and tuned most of them here and overseas, and have found not much between them all.
Interesting thread thou.

A sales stunt?
I'm sure most people that have some interest in superchargers are aware of the rotors coming from the same supplier, that doesn't mean they're all created equal. There's a lot more to a blower than the rotors alone and I would have thought someone "with years of tuning experience" would recognise this?

Do you say the same thing in regards to Harrop's rear driven vs front driven blowers?

Sorry been on holiday's, I am sorry but most people would not have a clue were the rotors come from or who make the rotors, or what the differance was between rotors.
What is the differance between a 671 or a 871 blower, what is the differance between a half screw a single screw and a twin screw Blower or in drag racing a PSI blower?
The differance is the size, rotation and radia of the rotors, and there efficancy of producing psi with the most min of heat.
If you have your supercharged engine tuned without loggging air temp in the manifold,and have it tuneed to suit the efficency of your unit, i would be asking why? Thats one part of tuning supercharged or turbo charged engines.

If it is driven from the front or rear of the blower is of no concern, the rotors must turn,how its done does not effect boost, if you experiance belt slip, that is another issue. If we want to expore i ammore that happy toshare my experiance's. Good thread.

Quote:

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Originally Posted by tbs23

Sorry been on holiday's, I am sorry but most people would not have a clue were the rotors come from or who make the rotors, or what the differance was between rotors.
What is the differance between a 671 or a 871 blower, what is the differance between a half screw a single screw and a twin screw Blower or in drag racing a PSI blower?
The differance is the size, rotation and radia of the rotors, and there efficancy of producing psi with the most min of heat.
If you have your supercharged engine tuned without loggging air temp in the manifold,and have it tuneed to suit the efficency of your unit, i would be asking why? Thats one part of tuning supercharged or turbo charged engines.

If it is driven from the front or rear of the blower is of no concern, the rotors must turn,how its done does not effect boost, if you experiance belt slip, that is another issue. If we want to expore i ammore that happy toshare my experiance's. Good thread.

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Don't let fear hold you back. Share away. That is what the forum is about.

So if there is a more efficient means of turning the rotors, placing less load on engine or a better way of getting the air in, there will still be zero improvement in a blowers performance?

You have half got it, as the rotors turn and start to compress the air shoots down the rotor face to the exit into the manifold. As the air compresses in produces heat, heat is produced by resistance. The less resistance you have the less heat you produce therefore less load on the engine. The rotors are more efficiant, because it takes less effort to turn the blower. The cooler air you introduce into the manifold the more free horsepower you make, and the less load needed on the engine, because you dont have to turn you charger (as in boost) as hard. Introduction to intercoolers. Now theres another story.
Just remember you are compressing air, the more boost the more resistance,the more load on the engine. In all my dyno testing and et testing i could not measure any differance between front drive and rear drive PD chargers.

Best rib supercharger belt i have ever used is a Goodyear GATORBACK belt. It also has a 45 deg cross cut across the normal belt grooves. This allows the air to escape between the pulley and the belt, stopping the belt lifting off the pulley. This is why you hear belt slip at high RPM only, the air is getting under the belt.
Using a gator belt i have been able to run an extra 2-3 psi on a 6-8 and 10 rib belt system, after changing the blower pulley only.
Tightening the blower belt like a piano string only damages the blower bearings.
6 rib good for 6-7psi
8rib 7-9psi
10 rib 8-12 psi.
The best drive is Gilmer or tooth drive, but hard on the pulleys and belts.

Interesting. That means I wont have to fork out for the new Heartbeat. I think running a different fuel like E85 or methanol would make the big difference.

E85 and methanol very good fuel, make heaps of grunt.
E85 you will use 30% more fuel make an extra 20% power, need bigger injectors and fuel pump.
Methanol extra 10% all round.
But remember one very important thing about E85 and methanol,it sucks up water and kills engine oil.
In other words it absorbes water.

What do you think wonky?