"new" maggie ???
Former Vendor
Joined: Feb 2004
Posts: 10,876
Likes: 8
From: Las Vegas NV
St. Jude Donor '06 & '12
Originally Posted by moregrip
There are about 4 or 5 points being discussed here
FACT-Twin Screws ARE NOT more efficient than a modified roots design when in bypass mode, this IS because it compresses air between the rotors, as M T 0 has pointed out.
FACT-Twin Screws ARE NOT more efficient than a modified roots design when in bypass mode, this IS because it compresses air between the rotors, as M T 0 has pointed out.
Who in the F!UK cares about efficiency when the car is in bypass mode???? When talking about superchargers what we care about is efficiency while in BOOOOOOST..
He said if he has to start worrying about efficiency while cruising around out of boost, maybe its time for him to get out of the S/C business..
Of course he was laughing and joking when he said all of this. He did admit that there was a VERY slight temp difference, but not much in the overall scheme of things. But as soon as the S/C goes into boost the game is already won..
Instructor
Joined: Dec 2004
Posts: 198
Likes: 0
From: Las Vegas NV
Originally Posted by AMERICAN_HP
FACT- When the KB and Maggie are put on an identicle motor using identicle S/C's the KB is able to produce MORE boost at a lower RPM.
FACT- It takes OVER 3000 less RPM's for a KB S/C to produce the EXACT same amount of boost on a maggie.
FACT- The slower rpm's, cooler charge temps, and 20-30% LESS parasitic loss from a KB WILL/DOES produce a noticeable gain in RWHP over a comperable maggie.
These fact that I have stated are from actual side by side testing of the maggie AND KB unit. Obviously, I do not have the authority to physically post the data sheet. But I have personally reviewed the data sheets, as well as had a LONG technical conversation with Jim Bell in his office.
You would be amazed at the information this man has. His office is filled to the top with file cabinets FULL of data logs. His R&D dept has MULTIPLE maggies that have been disassembled and tested. All the way down to the chemical breakdown of the teflon coating used on the rotors of the maggie.
FACT- It takes OVER 3000 less RPM's for a KB S/C to produce the EXACT same amount of boost on a maggie.
FACT- The slower rpm's, cooler charge temps, and 20-30% LESS parasitic loss from a KB WILL/DOES produce a noticeable gain in RWHP over a comperable maggie.
These fact that I have stated are from actual side by side testing of the maggie AND KB unit. Obviously, I do not have the authority to physically post the data sheet. But I have personally reviewed the data sheets, as well as had a LONG technical conversation with Jim Bell in his office.
You would be amazed at the information this man has. His office is filled to the top with file cabinets FULL of data logs. His R&D dept has MULTIPLE maggies that have been disassembled and tested. All the way down to the chemical breakdown of the teflon coating used on the rotors of the maggie.
Instructor
Joined: Dec 2004
Posts: 198
Likes: 0
From: Las Vegas NV
Originally Posted by AMERICAN_HP
I just called Jim Bell on his cell phone. His question to you was.
Who in the F!UK cares about efficiency when the car is in bypass mode???? When talking about superchargers what we care about is efficiency while in BOOOOOOST..
He said if he has to start worrying about efficiency while cruising around out of boost, maybe its time for him to get out of the S/C business..
Of course he was laughing and joking when he said all of this. He did admit that there was a VERY slight temp difference, but not much in the overall scheme of things. But as soon as the S/C goes into boost the game is already won..
Who in the F!UK cares about efficiency when the car is in bypass mode???? When talking about superchargers what we care about is efficiency while in BOOOOOOST..
He said if he has to start worrying about efficiency while cruising around out of boost, maybe its time for him to get out of the S/C business..
Of course he was laughing and joking when he said all of this. He did admit that there was a VERY slight temp difference, but not much in the overall scheme of things. But as soon as the S/C goes into boost the game is already won..
Regarding initial boost and up to 10lbs or so of it, comparing "same sized" head units, using Magnuson's latest technology vs. KB's latest, results will be very close, with the edge going to magnuson in the lower rpms. so let it be written
Last edited by moregrip; Aug 23, 2006 at 09:48 PM.
Instructor
Joined: Dec 2004
Posts: 198
Likes: 0
From: Las Vegas NV
here's some new 122 info, at least someone that has one installed for those interested
http://www.ls1gto.com/forums/showthread.php?t=99902
http://www.ls1gto.com/forums/showthread.php?t=99902
Instructor
Joined: Dec 2004
Posts: 198
Likes: 0
From: Las Vegas NV
Team Owner
Joined: Mar 2005
Posts: 20,933
Likes: 905
From: salem OR
Originally Posted by moregrip
here's some new 122 info, at least someone that has one installed for those interested
http://www.ls1gto.com/forums/showthread.php?t=99902
http://www.ls1gto.com/forums/showthread.php?t=99902
Advanced
Joined: May 2002
Posts: 88
Likes: 0
From: Albuquerque NM
I want to say something to all of this. I have both a corvette z06 with a KB and a 2004 lightning with a Eaton. Now i can tell you this my truck Eaton runs alot hotter then the vette's KB. The Eaton really gets heatsoak fast. One more thing a good buddy of mine has a 10's lightning that has a Whipple. He was runing low 12s with his eaton now he is in the high 10's i guess numbers mean nothing.
Instructor
Joined: Dec 2004
Posts: 198
Likes: 0
From: Las Vegas NV
Originally Posted by GhostOfFreedom
I want to say something to all of this. I have both a corvette z06 with a KB and a 2004 lightning with a Eaton. Now i can tell you this my truck Eaton runs alot hotter then the vette's KB. The Eaton really gets heatsoak fast. One more thing a good buddy of mine has a 10's lightning that has a Whipple. He was runing low 12s with his eaton now he is in the high 10's i guess numbers mean nothing.
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