Magnuson on a 67 GTO?
 

Well its been forever since I have been on the board...

I have been wondering if anyone knows whether or not someone either in the Pontiac world or other has taken a Eaton/Magnuson screw blower and installed it on traditional V8, convert it to EFI? Wondering what kind of intake could be used and I think (although I haven't researched it enough yet) that it could possibly fit under the hood too.

Anyone?

Probably have to build your own intake manifold from sheetmetal then install some injector bungs.

Why not one of the bolt on screw blowers? You can throw on a TBI unit from FAST, FiTech, etc.

Well I have been out of the loop for a few years so I'll need to catch up. Are you talking a Whipple? Two reasons for the Magnuson is that it should be a side inlet, not top and my buddy is a dealer :)

Maybe clear hood...if there are BBC A bodies with them underhood it should be doable. Intake can be made from a modified Offy dual quad.

A Eaton supercharger is not a screw Supercharger, just a High Helix twisted rotor Supercharger. They are a "fancy rotor" Positive Displacement supercharger (just like a Roots supercharger is also a Positive Displacement supercharger).

Magnuson Superchargers use the Eaton Supercharger "Guts" in their superchargers.

Lysholm and Whipple are true Screw Superchargers (Internal Compression superchargers). They are "happy" around 18,000 supercharger rpm.

So if the OP wants a Eaton or Magnuson supercharger he will be getting a supercharger designed to be "happy" around 14,000 supercharger rpm.

The Whipple Superchargers also have a lot more selection as far as a High HP unit. For a street car a Eaton supercharger or Magnuson Supercharger will be fine.

Tom V.

Any reason not to use a BDS Pontiac blower manifold and simply adapt the Magnason to it?

I had thought about doing exactly this with a 2300 maggie.

I've used an BDS blower intake a couple of time to adapt a smaller blower (B & M, Holley/Weind street chargers to a Pontiac engine. I've spun those street chargers to over 13,000 rpm.....no problem. They were built to go well over 100,000 miles on the street!


GTO George

Hi Ken,

The BDS manifold would be ideal for a street application. It's very low profile--- the air out of the supercharger goes uphill to the heads!

Jim

Hi Jim, I think I recognize some parts in your picture :) awesome pic....thanks for all the responses. I did think of the BDS intake but wasn't sure if they are still readily available. I know they are pretty low profile too. I had one once and got rid of it.

There should be some dimensional specs somewhere on the net for those eaton blowers right? I wonder if there would be enough room for injectors on the runners (fuel rail)

Keep in mind I want to keep it under the hood too

I was able to squeeze a 174 B & M street charger under the hood of my wife's 79 TA using a BDS blower intake manifold, it took a TA Dude Scoop from Ken Keefer (Mr. Pontiac Dude)
but I squeezed it under the hood! :)


GTO George

Reviving an old thread....

What would be a good EFI system to use for this?

You would need a EFI system that would be compatible with Boost and the FAST and Holley systems, I believe, both are. Adding Injector Bosses and fuel rails is fairly if you have access to welding capabilities and the BDS blower intake manifold.

You could put the injectors up high to cool the supercharger but not sure if the latest Magnason unit likes liquid going thru it. The older stuff would work with carbs.

Sounds like a great Project. Too bad you could not find one of the old Dual Supercharger Magnason set-ups. There used to be lots of pictures of this stuff but the people are wiping out the pics on many of the old threads unless you pay them $350.00 each year.

Tom V.

Is the footprint of the magnuson the same as other roots blowers? I assumed it would be different...seems to me I found some specs on a unit once before. I am also wondering how wide the housing is because if I recall a regular roots blower on a BDS intake took up a lot of room,,,you could add port nozzles but it was very tight. Maybe there would be more room for the fuel rail with the maggie.

That dual blower is pretty wild!

Jerry M sold a bunch of them at one time and they were good pieces and well engineered.

Main Benefit was the typical Eaton Style Supercharger at the times was a 90 cubic inch per revolution unit.

A very long 180 cubic inch unit PROTOTYPE was made and had serious heat issues with that length and package sucked.

Jerry M did his deal and the unit could move 180 cid per revolution and twice the power of the stock Eaton unit. So it the 90 cubic inch Eaton was designed for a 3.8L engine to run 6000 rpm then a dual 90 unit could feed a 7.6L engine to 6,000 rpm and he designed them for a small block application (max 400 cid).

So he had a sweet set-up that worked well and was very unique in appearance.

Tom V.

RIP Jerry (He was a good guy to talk to)

http://www.legacy.com/obituaries/lat...?pid=174337495

That was a great obit, must have been a great guy. Thanks for the info Tom.

You have had several posts on intake manifolds now and some from me on the Magnuson unit. Have not looked at the website since Jerry sold it to see what their offerings are.

Any specific Magnuson unit you are interested in KGTO?

B & M..........er Weiand 177 street charger........proven.....BY ME!


GTO George

Can't read Dumaze?

1) His buddy is hooked up with Magnuson.

2) He doesn't care about your B & M or Weiand 177 street charger history.

3) You did not know Jerry Magnuson or ever do anything with Jerry's S/C units
and the thread SPECIFICALLY SAYS "MAGNUSON ON A 67 GTO".

So piss off George.

Tom V.

Hey "J_rk Off" just trying to pass down some information on another option, thank you very much!


GTO George

Tom... I'm guessing the 2300 but I'll need to revisit that I also saw Edelbrock is now selling a supercharger too. Other than my buddy being a Magnusson dealer I like the smaller size and sound/power these are able to produce. I was thinking it would be a unique way to make some fun power on the street with a wicked sound. The other option would of course be a centrifugal/blow through and I could probably get the whole thing under the hood. I just like the thought of doing something different with a manifold blower.

George...thanks for the input, not the way I'm looking to go on this project.

Just wanted to throw another option at you. They (Weiand/Holley/B & M) are real POWERFUL street blowers that are made to last FOREVER and are easy to adapt than engine (I've done 3). Hope everything turnes out OK.


GTO George

Speaking of sound. A guy I knew, decided to put a gear drive Cam Timing Set on his Chebby. Bolted everything on just fine, engine started fine, made lots of gear noise.

Could hear him coming a half a city block away. Cool for the first time you heard it then annoying (kind of like George) Just Kidding George.

Lasted barely a week before he removed the Gear stuff, sold it to a drag racer, and put a STREET factory timing chain back on the engine.

Tom V.

@KGTO did you do this?

6 Months later, INFO??

Tom V.

If I had to pick between a Magnuson S/C, Eaton S/C, Whipple S/C, or the Edelbrock S/C, The Whipple would be first, the Magnuson second, the Eaton third, and the Edelbrock last.
(Based on experience level in the Twisted Rotor and Screw Rotor S/C market.)

Talking about Twisted Rotor modern designs now, not old school Roots stuff.

Tom V.

I was thinking the Magnuson would be the best also no first hand knowledge just from people I've talked to with one and what I've read.

Jerry Magnuson was a heck of a guy, extremely innovative, and well liked in the Boost Community. RIP Jerry 2015.

He did his dual Supercharger set-up years ago that worked well and later did his ""Flipped Inlet" Supercharger where he used a jackshaft to drive the S/C pulley with the S/C drive pulley located in the firewall area and the S/C inlet near the radiator. Just the opposite of most rear entry twisted vane S/C Installations.

The new owner bought Jerry out about 2010 timeframe. Not sure outside of keeping the name Magnuson Superchargers if the quality has changed much.

The older stuff was really good and made by Eaton Superchargers in Marshall, Michigan.
They have a nice S/C Engineering Center there.

Tom V.

Sorry guys....I ended up buying another business and put the project back a bit...didn't help that my body man pushed me back a couple of times too ( going through the whole car). I also bought a CTS-V and been playing with that this summer pretty easy 11 sec daily driver :)

I did have Brian Macy from the EFI Store quote me out what I need on the EFI, then I went off from the blower to looking at the Kinsler EFI set up (IR manifold). I thought that would be a bit more simple and yet impressive looking under the hood. I thought the EFI would have more tunability but Brian says it's no different than the MFI IR intakes and I will not like it for a street car. So I am back to the Maggie...

The new idea I am contemplating is using a blower intake like in the picture and place the brick inside, have it attach to a flat lid that seals the plenum and the supercharger attaches to it as well. I was thinking I could run the coolant lines through the opening for the burst panel. Install the reservoir up front by the core support and mount a heat exchanger behind the bumper. Anyhow thats where we are now...

KGTO, I believe that you could use a Inter-cooler inside the manifold you posted a picture of if you did two things: a) build by welding or machine from billet a 4 sided wall around the bolt pattern on the intake in your picture that would get you some inter-cooler height
room. See pic #2 as an example) A Inter-cooler "brick" like you are proposing would have to be roughly 4.5" across by 4.5" tall to be effective after a supercharger. b) The length would depend on the front to back dimension on the blower intake in the picture. Gale Banks made a piece similar to what you are proposing for the Giesler Bonneville Salt Flats Studebaker about 2001 timeframe. Ok for a Bonneville car, not so good on a drag car as would be hard to see the bulb depending on the design.

You have a lot of variables that you have not locked down in your latest thought process.
Keep working on the idea though. Banks and Geisler had a working piece. I was there.
You can see the supercharger in picture #1

Tom V.

Great pics thanks for sharing. Really like the one of the salt. Looking at the inside of the plenum seems like the opposite of the LSA supercharger on my V. Instead of blowing the air up into the lid though, it blows down and sweeps into the ports...very cool.

How difficult would it be to fab a sheet metal adapter to go from a Pontiac head to the intake on the Magnuson Heartbeat intake? seems like it could be done using two flanges if there is enough room. Plus with the separate valley on the Pontiac helps.

There has been discussions about low mount TB bottom feed intake manifolds on the PY Board.

To adapt the Magnuson unit shown you would have to figure out how to get the air from the runner discharges to the intake runners and the fact that the system might be pretty tall.

Tom V.