OK here is some more data for each run the plenum is before intercooler and the oil out is after

 

 

The threads about High IAT's have been going on lately and prompted me to repost this thread. Look at the tests and the temps of all the different belt driven superchargers, Positive Displacement, Centri and Screw comparison.

The MagnaCharger is no different then any other kit out there, compressing air creates heat.. It is the location of the IAT Sensor that makes the difference in the temps. This test was done to compare the different types of superchargers at a given boost level. All of the different kits are within a few degrees of each other.

The placement of the sensor on the MagnaCharger kit is meant to pull timing early before any detonation. Because of the location our kits pull the timing first, but our kits also run the highest initial timing.

People get used to the higher initial timing and want it all the time. That is why some run race gas and Meth to raise the octane and allow the higher timing for more power without detonation.

 

Awsome info Joe! I cant wait to grt mine installed! Thanks

 

Wow lots of data here

 

Good stuff right there !!

 

Looks like the little 112 held it's own quite well!

Great info Joe, thanks for sharing!

 

Another thing to consider when trying to drop Intake Air Temps is to have a Custom Dual 3" Exhaust made. By reducing the Exhaust Gas Temps the heat will be able to be evacuated and thus reducing the temps for more timing. Most Cat Back Exhausts cause back pressure and will not allow the heat to escape the heads. Do the exhaust even if you don't see any boost drop from your current configuration. The Exhaust Gas Temps will be reduced and more timing can be added.

 

What about my SLP system with my Kooks? Ok?

 

It still reduces down at the y-pipe to a single mid-pipe. I would have it split at the y-pipe and use a MagnaFlow dual in/out to the rear dual pipes from the SLP exhaust.

 

Joe, while I respect Crash's data, some of that info is skewed. First off, taking the temp measurements in the "Maggie" location is not right for the centrifugal, since a centrifugal uses the stock Nylon intake manifold, that isn't a huge heat sink. (Having a 35+ pound chunk of aluminum on top of a 200* engine is going to cause heat soak issues, regardless of IAT location) Also, using the Maggie intake manifold with a centrifugal supercharger, put it at a severe disadvantage, over using the stock intake with it (the way a centri would be run in the real world). The centrifugal depends on a tuned manifold to produce good low end torque numbers, where it is down on boost. The maggie doesn't depend on that, since it is pretty much in boost as soon as the throttle is opened, and therefore doesn't need a tuned intake. Also, the use of a D1SC on a 5.3, again put the centri at a disadvantage. That is way too big for a stock 5.3L, and will result in a shitty boost curve (that would be like using a 122HH on a stock 5.3L). Also, the use of the Maggie intercooler on the centrifugal unit, again, will skew the results...This is not the way they are run in the real world. A properly sized A/A intercooler would have scrubbed a lot more off the charge temps for the centrifugal unit. The final issue there has to do with timing. A centrifugal supercharger needs to have higher timing down low, where it isn't producing any boost. Using a flat timing curve results in a poor torque curve.

This is not a Maggie bash post whatsoever, but that test was done by a Magnacharger employee, to benefit Magnacharger...The best thing the test shows is the differences between a 112 and a 112HH.

 

The Centri actually had the biggest advantage by not being mounted on the intake directly. Using the same intake and intercooler core in this test was just done to show data with as many things the same as possible. The data was not skewed because of the intake used for the centri. The same intake was used for all tests and the intake is more efficient under boost then a stock intake. Put a sensor in the same location on a stock intake and you will still see similar temps.

The superchargers were covered so as not to start a bash on any product.

We do not use a flat timing curve for a MagnaCharger either. The flat timing curve was used to show a constant for testing only.

This was not posted to start a war on which is better it is posted to show how many things are the same. If anything it showed that the Centri did very well in the test when looking at the temps prior to and after the intercooler core.

 

opcorn3: