Magnuson Products MP122H

[2005SSR6Speed]

The Magnuson Products MP122H will be offered soon as a "Retrofit Kit Only" this mean that you will be able to send your MP112 Kit in to have it fitted with the MP122H Rotor Group and Housing. The MP122H will not be offered as a Complete Kit. This is designed for engines larger then the 6.0 in order to take advantage of the break through design changes in the MP122H. I will post information here on the design changes that are incorporated into the MP122H as they are released.

**It is not only bigger in displacement, it is a new rotor design. the MP112 rotors are twisted 60* to form a helix in the rotor. The MP122H rotors are twisted 70* to form a HIGH HELIX (hence the H in the part number) Eaton has discoverd that this was a huge asset in moving air more efficiently.

**"Increasing the rotor helix angle changed one very important characteristic of the Roots Blower: It lowered the rotor Mach number. The rotor Mach number refers to the rotational speed at which the rotor tips go sonic, or are turning at the speed of sound (i.e., Mach 1). The resulting shock waves disrupt smooth air flow around the rotor tips"

**"By increasing the helix angle, supersonic rotor tip speeds can be pushed up to a higher rpm (one that the engine and rotor don't reach during a given run) resulting in a smoother flow of air inside the blower"

[JimGnitecki]

Joe: sounds like this blower, run with same or LARGER (not smaller) pulley on my modified 04 SSR might be a very good idea.

Jim G

[2005SSR6Speed]

Jim - I would recommend a forged lower end at the same time. This way you could lower the compression just a tad and actually increase the boost level.

The High Helix design will be great at higher rpm's. The new design has 70 degree helix where as the MP112 has a 60 Degree helix.

[JimGnitecki]

Je: as you and I both know, putting a forged bottom end into this engine is NOT a trivial undertaking, and it would likely cost much more, parts and LABOR, than the entire supercharger setup.

I don't regard that as a satisfactory response to Magnacharge sending me a kit with a too-small blower in the first place!

Let's get real here.

Remember, I don't want more boost. I want more throughput volume at same or lower boost. The reason we are running into the higher boost at high rpm is because we are only hitting the right displacement volume per minute on the blower AFTER we get close to the max breathing ability of the engine. Thatis evidenced by the shape of both the troque and power curves. This is counterproductive. The cure is a blower displacement volume that supplies more volume at lower engine rpm, and stays in a more efficient operating rpm range, where heat produciton is actually lowered.

Jim G

[2005SSR6Speed]

Jim - First off openly trying to discredit a sponsor, fellow member and product is not right and the members need to see the facts. If you are unhappy with the product then by all means pull it off and sell it to another member that would appreciate it. This has been going on since you purchased the supercharger, I have bent over backwards to assist you with your modification to further enhance the performance of your SSR. Do what you want with your supercharger at this point. I request that you no longer contact me with regard to your SSR. This is a loss to the members, yourself and myself at this point. I apologize to the other members that have to read this in an open forum, but that is where you have placed it more then once.

*5.3 litres = 325 Cubic Inch = 162.5 Cubic Inches of air per revolution

*MP112 = 112 Cubic Inches of air per revolution

*MP112 at 2 to 1 ratio (12,000 rpm's rotor speed at 6,000 rpm's engine speed) while driven on the SSR application delivers 224 Cubic Inches of air per revolution.

So in this application the following holds true.

MP112 puts out 224 Cubic Inches of air per revolution

5.3 L Engine requires 162 Cubic Inches of air per revolution

This is why boost is produced, the supercharger is putting out more air then the engine can displace. This holds true for the 6.0 L (367 cubic inch or 183.5 cubic inches per revolution) engine also.

The resriction in the 5.3L application is the throttle body as everyone on the site has seen.

Your opinion is exactly that an opinion. The MP112 Radix which is used on our application and comes with every SSR kit is a 5th Generation MP112 which means it has been changed 5 times to get better and more efficient flow. The charts that are posted on the Magnuson site are the 1st generation Eaton 112. Every other roots or screw type supercharger on the market has increased the displacement just to compete directly with Magnusons Design.

Maybe you need to purchase another product from another manufacturer.

[JimGnitecki]

Joe: I was very saddened to read your posting above, I am sorry if you took my comments as a slam against YOU. They are not intended that way.

You have provided to me the usual high level of service and support that you provide to all your clients, and I am deeply grateful for that. You also have gone out of your way to support my project, via the throttle body and nose cone, and the efforts to make the throttle body changes work on both 03/04 and 05/06 SSRs.

My gripe is with Magnuson, not you. And even there, I am careful to limit the criticism to the ONE area where it is warranted: supercharger displacement. Everything else about this kit is first rate: quality of the parts used, engineering of the changes to the vehicle, adpatation to the engine, and a fabulous instruciton manual. The end result looks and feels "OEM".

What Magnuson should have done, and did not, is warn buyers that this kit is fine for STOCK 03/04 SSRs, and acceptable for 05/06 SSRs (although marginal as evidenced clearly by the movement of the torque peak to a lower rpm). But, it is not a great fit for MODIFIED 03/04 SSRs or MODIFIED 05/06 SSRs, because the MP112 simply does not have the required air flow.

The air flow calculations you show above are not quite correct, Joe.

Simplisticlaly, I can prove that just by taking your own numbers (even though they are incorrect for other reasons). A supercharger flow rate of 224 cu in / engine rpm versus 162 cu in of engine air flow, would simplisitically generate a pressure ratio of 224/162 = 1.38. This calculates to 5.6 psi boost. I am physicall measuring boost that varies from 7.6 psi to 9.2 psi, on an inceasing curve with increasing rpm. But that would be taking an easy, but equally wrong shot, because the truth is more complicated than that.

This is, first of all, because the air flow of a stock engine is NOT simply the CID x rpm x 0.5. It is factored by volumetric efficiency of the engine, which varies by rpm, rather than being 100% at all rpms. It depends highly upon the engine's PRE-supercharged volumetric efficiency (remember this later in this posting, when we talk about my specific SSR)

Furthermore, the power prodcued by a supercharged engine is actually calculated by a VERY complex formula, which, expressed as simplistically as possible, is:

HPsuper = HPna x Page Ranking x DR x VE ratio - power lost to drive the supercharger

where:

HPna = naturally aspirated power. Remember, this has to be the crankshaft power, not rwhp, since the engine has to make the crankshaft power!

Page Ranking = pressure ratio = (14.7 + boost)/14.7, and which varies across the rpm band (NOT a constant). Furthermore, it is NOT simply pedictable by comparing engine airflow and supercharger airflow, at specific rpm points, even if you have both sets of numbers accurately, as it is affected by density ratio (see below) and also by impediments to air flow that are not apparent in the unsupercharged engine! (The throttle body in my SSR is a good example).

DR = density ratio = the relative density of air compared to the theoretical density, because the act of compressing the air also unfortunately heats it considerably. High pressure caused mostly by heat makes little extra power. The DR varies with Page Ranking and also with intercooler efficiency and with supercharger adiabatic (not mechanical) efficiency

VE Ratio = Relative ratio of blower FLOW (not adiabatic) efficiency compared to engine volumetric efficiency. Both blower flow efficiency and engine volumetirc efficiency vary independtly of each other with rpm, and the blower flow efficiency also varies with pressure ratio!)

The power lost to drive the supercharger itself varies with engine rpm, supercharger rpm, pressure ratio, and supercharger adiabatic efficiency.

I have a very large Excel worksheet that attempts to actually make these calculations at 500 rpm intervals, and with the data available to most of us, it is incredibly hard to make that worksheet reasonably accurate. Iteratively working this worksheet with differing assumptions always leads to one recurring conclusion: The MP112's maximum flow rate of about 800 cfm won't be adequate on my engine at high engine rpm, AND the flow rate at lower rpm is also marginal at multiple points, because, physically, the blower output is directly proportional to blower rpm, but also degrades a bit as rpm drops due to leakage past the rotor seals, whereas the engine's volumetric efficiency is actually highest at an engine rpm LOWER than that of peak POWER.

The bottom line is that before buying the supercharger, I thought I MIGHT have a blower displacement issue, as I had read in many places that this blower is great for small to medium engines, but does not do well when pushed to feed either large displacement or high-throughput engines. That is why I provded all the data I did to you, to pass on to Magnuson, in writing, including my engine's power curve, it's cam model and statistics, the rpm range, etc, etc. I figured with all that data, if they saw anything that should give them concern, they would say so. They did not say so.

Randy and I installed the kit completely in accordance with the instructions. I am running the sotck pulley supplied. The tune that Lyndon has been refining keeps the AFR about where it should be (he just this afternoon sent me another refinement that re-richens the AFR now that we have found on the dyno that the addition of the larger throttle body has increased air flow enough to slightly lean the mixture). I believe I have been doing everything - and then some - that a reasonable buyer would do to ensure that the kit's performance is bing optimized on my vehicle.

Now I know that the recent data we got off the dyno puts the dyno's integrity into question, so I won't take the easy path and say merely that the kit got me only 83 rwhp (411 - 328) peak gain, and that the torque increased only an average of just under 20% across the rpm range - both numbers being WAY below what Magnuson says in their advertising. What I'll do instead is point out that any engine that is making peak torque from 5000 to 5600 rpm obviosuly breathes well - WAY better than typical for either naturally aspirated or supercharged engines. To have a wide, high, and flat torque curve like this simply fall off the cliff at 6000 rpm, and to simultaneously exhibit only 20% average torque gains when supercharged, says pretty clearly to any alert observer that the blower is undersized for this speicifc application.

Note again, I am NOT saying that the blower is undersized for ALL SSRs. It works fine on stock 03 and 04 SSRs, and acceptably on stock 05/06 SSRs. In both cases, it delivers average torque gains of 30% and power increases of 100 to 120 rwhp. THAT is what I too had a right to expect, given no warnings from Magnacharger before proceeding.

Now I am more than willing to say right here and now Joe that if the dyno I have been testing on is ultimately proven to be reading low, my view would soften quite a bit. If, for example, that dyno is shown to be reading low by 8%, then readings off a correct dyno would in fact give me torque readings that are 1.20 x 1.08 = 1.3 or 30% higher than my naturally aspirated base, and my peak power would have gone up by 116 rwhp. I would then have gotten what Magnuson's advertising claims - and countless other dyno tests have apparently confirmed on otherwise stock vehicles.

BUT, even if that happens, although I will be personally "happier", it does not change the underlying phsyics. The MP122 blower would have been a better choice than the MP112 for ANY SSR kit (the stock SSRs would have gotten better results), but for non-stock SSRs it really is a necessity. The MP112 perofrms well on smaller V-8s like the CTS-V, but notice that for larger ones (like the new Mustang Shelby), even the conservative factory engineers are specifiying the larger MP122. Also take a look at that Ford book I referred you to the other day in my other posting. The 2-valve AND 4-valve supercharger testing doen there had a recurring theme proven in the dyno charts: undersizing a blower even a bit really hurts the results. When you do your own stroker kit this winter, you will encounter this personally big time. Brian, whose crew cab project we both admire, himself was warned by many on that website about the throughput capabilities of the MP112. That is why they were so impressed when he actually got pretty good results in spite of it.

Those Eaton charts on the Magnuson site: I don't think they are the ones for the "older" version, as those are also the very charts posted on the Eaton site currently, and on other websites as well. If Magnuson told you that they are for an older version, they did you a disservice.

Again Joe, I have no gripe with YOU. I think you are selling a good kit for many or even most SSR owners, and I again endorse the kit as such, and I also endorse your service and support of both the product and this website. But please don't argue what is indefensible once you get all the facts: for my MODIFIED engine, the MP112 is simply not large enough to support what the engine is capable of delivering. Check the websites and aftermarket books, Joe. They all pretty much agree that the Eaton blower is a GREAT product, but only in applications that don't stretch it beyond its intended working range. I think Magnuson is taking the right approach NOW in offering a larger, and apaprently also further improved, blower, but where does that leave ME and anyone else who wants to supercharge a MODIFIED SSR, and already bought the current kit? I don't think that what they did is right, unless they offer those in my predicament the larger blower at a non-punitive price. Even then, I'm stuck with the labor to uninstall, costs to ship both ways, labor to re-install, and will need to start the tuning all over. Do you regard that as fair?

I have to honestly say that if I had known all this BEFORE I was compelled to learn more about supercharging technical details than I really wnated to, I might STILL have bought the kit, because the OVERALL features (discussed above) are so good, and because YOU are selling this kit. BUT I would have at least first looked at other alternatives, to determine how much I would be giving up, or whether I should go a different direction.

I feel badly that we have this situation. I value your friendship and your wise technical counsel, and if you are serious about what you said above, I will miss your friendship a lot. And the website will lose a great technical team whose potential was just starting to show.

Jim G

[2005SSR6Speed]

Jim - I was trying to keep the explanation as simple as possible. The numbers would indicate 100 Volumetric Efficiency in the engine. That is why the boost levels are higher in the application vise the simple way to post why we get boost.

Your own SSR proves that the Supercharger is producing way more volume then your 5.3L engine can handle. If you want to blow your SSR up then that is up to you. I will not assist you in this quest, besides if your SSR blows then who will be to blame, Me or Magnuson Products. I nor Magnuson Products wish to have its customers causing engine damage because they feel the supercharger is too small for their application.

Your bashing of Magnuson on an open forum is uncalled for and I am sorry but I have a problem with that. Your bashing of the product has caused sales to almost completely stop since the day you first posted about the supercharger. I enjoyed working with you to enhance your SSR and show the potential of a simple change like the throttle body. It is unfortunate that this has come here in an open forum, I just can't bite my tongue while you write books about why it isn't what you expected. I will continue to provide the best customer service I can to everyone here.

The kits that Magnuson sells are 50 State Legal and made to install and maintain a extended powertrain warranty. It is the most complete kit out that includes everything needed for the installation. Magnuson has gone to great lengths to produce a quality product for their customers.

The MP122H is not designed as a kit or will it be emission complaint. It is what is called an upgrade for internally modified engines. The MP122H will not be matched for a 5.3L engine without extensive modifications to the short block, heads and cam. Even on a stock block 6.0L engine the MP122H would not be sized correct without extensive modifications.

I am very sorry that you are displeased with the product.

[1HOT12C]

Originally Posted by JimGnitecki

I am physicall measuring boost that varies from 7.6 psi to 9.2 psi, on an inceasing curve with increasing rpm.
Jim G

First - I'm not one to jump in the middle of a fight but Jim, I think you are missing the point here. Every chance you get, you slam a product that Joe represents on an open board. That's poor form. Joe has gone out of his way to help not only you, but everyone on this board with problems including me.

This product was designed for use on our vehicles by engineers, like yourself I'm sure. You refer to yours as being highly modified. Z06 cam and headers with 4:56 gears and somewhat restricted exhaust. (Not true dual) Not wild, but mild. I certainly understand that you have to drive your every day. Can't go wild (Highly modified)

Magnuson says what, 112rwhp on a stock 03/04. Well it pushes everything through the bottle necks, or pulls as the case may be (throttle body).

You on the other hand are creating more boost than most and that is curious??

If flow was a problem, seems that the boost would fall off.



Most enthusiast know that all the HP gains of an individual mod do not sum together for the total HP gain. There is some give and take. Yours flows better than stock already sooo it doesn't have to push as much. With the cam you have and the headers, I would think less boost. (Reduced restriction)

I noticed this on my stock 5.3 when I just went to an "X" pipe and dual back exhaust. I lost some low end torque. It di not build as much boost down low. Magnuson told me this would happen before I bought. It did however raise the peak torque and flatten out the curve even more.

I'm not sure what your ultimate goal is with your truck. You've said its not drag racing.

But you have spent hour posting 60 ft times and ET estimates.



Paper is not equal to Pavement.

You can't have your cake and "Peak HP". It is a daily driver.

You've warned others about catostrophic failure of the bottom end yet you keep pushing your own to the limit. (Daily driver)

Joe, sorry but it has been building up.

[2005SSR6Speed]

1HOT12C - No offence taken, thanks for taking the time to post.

[ssr 05]

Wow!! Two of the most respected gentelman on this forum going at each other. Most of what is being said is way over my head but I get the point. Seems to me a phone call, PM or e-mail could have cleared up the problem if there is one. I try to always like most people I know buy a car or truck that suits them. Price, looks, performance and handling along with other things that they may be looking for. I guess I have been lucky and happy with all the cars and trucks I have owned over the years. I have never had to do any major engine work to gain more HP than the vehicle may be able to handle or invest money in them that may hurt the resale value. I hade them all from pinto's to corvettes. This being said I don't hold it against anybody for wanting to get more than a little more HP out of thier SSR. I have added a K&N air intake, Magnaflow catback and 410 gears. More than anything else I have owned. My SSR is more like a hobby and a friendly club than a truck. I am even thinking about getting a supercharger from Joe. Thanks to Joe for the gears and tuning. Lets all be friends.

[2005SSR6Speed]

I too wish this was not an open discussion on this forum. Jim and myself have talked on the phone in pm and here on the board. I just dont think that a public bash of a product is productive to anyone here on the board. I am not trying to push a finger at Jim, just the derrogatory comments about the product. Power under the curve is what Magnuson sells, you can get higher peak numbers elsewhere. Magnuson Products sells a great product and I stand behind it 100%.

[PSI Racing]

Originally Posted by 1HOT12C

First - I'm not one to jump in the middle of a fight but Jim, I think you are missing the point here. Every chance you get, you slam a product that Joe represents on an open board. That's poor form. Joe has gone out of his way to help not only you, but everyone on this board with problems including me.

This product was designed for use on our vehicles by engineers, like yourself I'm sure. You refer to yours as being highly modified. Z06 cam and headers with 4:56 gears and somewhat restricted exhaust. (Not true dual) Not wild, but mild. I certainly understand that you have to drive your every day. Can't go wild (Highly modified)

Magnuson says what, 112rwhp on a stock 03/04. Well it pushes everything through the bottle necks, or pulls as the case may be (throttle body).

You on the other hand are creating more boost than most and that is curious??

If flow was a problem, seems that the boost would fall off.

Most enthusiast know that all the HP gains of an individual mod do not sum together for the total HP gain. There is some give and take. Yours flows better than stock already sooo it doesn't have to push as much. With the cam you have and the headers, I would think less boost. (Reduced restriction)

I noticed this on my stock 5.3 when I just went to an "X" pipe and dual back exhaust. I lost some low end torque. It di not build as much boost down low. Magnuson told me this would happen before I bought. It did however raise the peak torque and flatten out the curve even more.

I'm not sure what your ultimate goal is with your truck. You've said its not drag racing.

But you have spent hour posting 60 ft times and ET estimates.



Paper is not equal to Pavement.

You can't have your cake and "Peak HP". It is a daily driver.

You've warned others about catostrophic failure of the bottom end yet you keep pushing your own to the limit. (Daily driver)

Joe, sorry but it has been building up.

Boost is essentially a measure of restriction or more simply, what the engine can not use.

Example, a vehicle with an exhaust resrtiction will often make more boost while a larger displacement engine (or one that flows very well) will make less boost at the same blower speed because the engine is using more of the available air.

If a supercharger or compressor i.e. turbo or centrifugal is undersized you will either see a reduction in boost pressure or a fall off of pressure at higher engine RPM's.

Efficiency is another issue, you can move air more efficiently at the same boost level (also at a lower temperature) if the compressor is sized appropriately. This can be seen by looking at either a compressor map or measuring the charge air or discharge temps at gradually increasing boost levels.
As you overspin a compressor you will start to cause an exponential increse in the heat created per pound of boost. More heat equals less oxygen equals less power.

Example, for evey additional pound of boost outside the compressor's efficiency you will increse heat more and more, say at 5 PSI the charge temps are 150 deg. 6 PSI 170deg. 7PSI 195 deg. and so on. This is just an example.

[JimGnitecki]

Respectfully:

Originally Posted by 1HOT12C

First - I'm not one to jump in the middle of a fight but Jim, I think you are missing the point here. Every chance you get, you slam a product that Joe represents on an open board. That's poor form.

Slamming? Re-read all my posts. I have always said that this is a good product, sold by a caring dealer. It just has a LIMITATION, which was not disclosed to me or anyone else ny Magnacharger. If this is "slamming", I guess every road test in just about any car magazine with any integrity is a "slam".


Joe has gone out of his way to help not only you, but everyone on this board with problems including me.

I believe that is what I said. Repeatedly.



This product was designed for use on our vehicles by engineers, like yourself I'm sure. You refer to yours as being highly modified. Z06 cam and headers with 4:56 gears and somewhat restricted exhaust. (Not true dual) Not wild, but mild. I certainly understand that you have to drive your every day. Can't go wild (Highly modified)

My exhaust IS a treue dual. The properly sized and located merge is superior to a "crossover" or "H-pipe" or exhaust pipes that have no merge zone. I can look up a reference in one of many engineering books by automotive engineers if you need it as proof.

Magnuson says what, 112rwhp on a stock 03/04. Well it pushes everything through the bottle necks, or pulls as the case may be (throttle body).

You on the other hand are creating more boost than most and that is curious??

If flow was a problem, seems that the boost would fall off.

It is NOT that simple. As a silly example, if you obstruct the exhust pipes, the boost goes higher (boost is used to overcome the obstruction). If you obstruct the intake tract, boost goes lower (boosy is used to "suck" through the obstruction. Yet, in ALL the graphs I have seen for supercharged engines, where boost is increased, power goes up. Like I said, it's not simple without a computer to help you.


Most enthusiast know that all the HP gains of an individual mod do not sum together for the total HP gain. There is some give and take. Yours flows better than stock already sooo it doesn't have to push as much. With the cam you have and the headers, I would think less boost. (Reduced restriction)

Again, I repeat, it's not that simple.



I noticed this on my stock 5.3 when I just went to an "X" pipe and dual back exhaust. I lost some low end torque. It di not build as much boost down low. Magnuson told me this would happen before I bought. It did however raise the peak torque and flatten out the curve even more.

Just so everyone understands that 800 cfm is not an insane expectation, the recent Chevy High Performance "Silverado SS" project hit 800 cfm with ONLY a supercharger kit added. Other wise completely stock. No exhaust mods. No throttle body change. Stock cam. Yes, that is a 6 liter engine (13% larger than my 5.3), BUT it made only 250 rwhp before supercharging.My 5.3 already had 331 rwhp before supercharging, and power is directly proportional to air flow, so yeah, I figure I need more air than the Silverado needed, and remember it consumed 800, and only stopped there because that was all the supercharger (Magnacharger kit) could flow. Look it up yourself.



I'm not sure what your ultimate goal is with your truck. You've said its not drag racing.

But you have spent hour posting 60 ft times and ET estimates.


You must be confusing me with someone else. I don't see how I could ever have posted or talked about a 60 foot time even ONCE, as I have literally NEVER taken the SSR to a track. Furthermore, anyone that looks for a good 60 foot time on an SSR is kidding themselves. Come on. With a blower, half a tank of gas, and an average weight driver it's over 5000 lb. Let's get real. I honestly think you have confused me with someone else on this accusation.



Paper is not equal to Pavement.

You can't have your cake and "Peak HP". It is a daily driver.

You've warned others about catostrophic failure of the bottom end yet you keep pushing your own to the limit. (Daily driver)


Who's talking about "pushing to the limit"??? Let me get this straight:
I told both my dealer and Magnacharger what I was starting with.
Neither told me to forget doing this. In fact, my dealer really WANTED me to do this.
I received a purely STOCK and STANDARD Magnacharger kit.
I installed it completely in accordance with the Magnacharger instructions.
I did NOT alter the pulley.
I did not NOT do anything weird.
I measured 8.2 psi boost. I did NOTHING to increase it.
Then I put the 90mm throttle body on it because Joe ASKED me to. In fact, he provided it.
I measured 9.2 psi boost after installing the throttle body that Joe asked me to install.

Where precisely, did I "push to the limit"???

And don't say "when you wanted a smaller pulley". That would be dishonest of you, since I clearly said that I would restrict the maximum rpm of the engine to keep the maximum boost no higher than the current reading as gotten off the stock kit that Magnaxharger sent me. Again, re-read what I wrote.

The Chevy High Perofrmance Silverado I mentuoned above has the same block components (differ only where necessary to make the different bore and stroke). Did the magazinbe "push it to the limit" when they ultimately got 608 crank horsepower out of that engine with the same strength internals as mine?

Joe, sorry but it has been building up.

See my responses within the quote above.

Then:

What exactly has been "building"? Have I offended you by honestly describing (again I emphasize FAVORABLY) my experience with supercharging my SSR? Should I have left out this information about air flow capacity of the kit? Would that have served you and everyone else on this board better? Do you want your friends to give you that kind of "honesty"?


Joe: You said:

I just dont think that a public bash of a product is productive to anyone here on the board. I am not trying to push a finger at Jim, just the derrogatory comments about the product.

Again, re-read all my posts. I contin ue to think highly of the product as a whole. Have you ever ONCE seen me advise ANYONE to not get one?


Power under the curve is what Magnuson sells, you can get higher peak numbers elsewhere.

JOe, honestly analyze that power curve on my recent "dyno" posting on this forum. I don't see superior "power under the curve". I see torque gains that appear to be 20% of stock, versus the 30% touted. Be HONEST, Joe. It does not mean the kit is "bad". It just means that some applicaitons, as I described earlier above, need a larger displacement blower. Again, check the web forums anywhere you like. You'll see this as one of the issues when choosing a blower kit.


Magnuson Products sells a great product and I stand behind it 100%.

I agree that despite the shortcoming, it IS a great product, for reasons I listed above. And I certainly agee you stand behind it. But, I view this exchange as somehting other than "standing behind it". I think you are reacting to a dip in sales, which you have incorrectky attributed somehow to my comments, and you are indeed "slamming"ME. First, I sincerely doubt I have that kind of sway with Fanatics. They are smart people who read the facts AND people's opinions, and make their own decisions. Secondly, I have NEVER advised anyone to not buy a Magnacharger kit. Not once. What COULD change my mind about that in the future is a perverse, persistent effort by Magnuson to falsely imply that blower displacement is not an issue at all with modified engines and some sotck ones. That would be dishonest on their part.

I really did not want to extend this negative discussion, but felt that I needed to in order to correct the errors and incorrect implicaitons in responses made to my posting. Silence might have been interpreted as admission of guilt. I will continue to reply, politely, to any mis-statements.

Jim G

[2005SSR6Speed]

Jim - Take the time to reread all of your posts. I am not sticking a finger at you and will continue to be as polite as possible.

I have spoken with you in depth outside the open forum about your cam, it is a cam designed for a naturally aspirated application. I have also explained to you that in extensive testing that the 02-04 Z06 cam was found to bleed boost off above 6000 rpm's. You said you were not interested in changing the cam at this time due to the cost of dis-assembly and reassembly.

Honestly - Your 5.3L engine was nothing more then a stock engine with a cam, valve spring and exhaust before the supercharger. The cam you selected at the time was a normally aspirated cam. Your SSR does not have a HIGHLY MODIFIED engine no matter how you type it. Yet you continue to tout your knowledge and expertise in everything SSR. I have enjoyed the long talks we have had on the resent round of modifications to your SSR. I am just sorry that you are not pleased.

You continue to poke a finger at Magnuson while trying to explain why it is okay. I feel no need to further derail this thread that started this morning as an information base for the MP122H. It was you that came to this thread to complain about your MP112 Supercharger. It is very unfortunate that you are displeased. I also apologize to the members of this site for having to read this.

[Jerry]

Wow, I can't believe what I just read I'm still laughing my butt off. No seriously you guys have way to much on the ball to get after each other on this form. Jim G chances are if you play your cards right Magnuson would offer you a chance to do a field test using the new P122H. If they won't foot the bill for the parts then you need to step up and buy one to prove the establishment that they are wrong! No cam changes, just blower change and tune up.

Jim G you may want to take a couple of weeks off from this form and reflect. Our SSR's and this form should be a place that members can escape from our hectic way of life by sharing ideas and mods that make these already great trucks even more fun to own. It's not brain surgery, we are not saving lives. I hope you are half as passionate about your job as you are about these trucks. Focus on the positive and remember it's just a cool truck that gives us great joy to drive.

Jerry