Magunson Magna Charger for SBC - any out there?

Hi,
I have read some of the old Car Craft issues about the 122 Magna Charger supercharger for the SBC with a Holley on top. Impressed but I can not find out much information about them nor where a used one might be. Ebay search turned up empty and nationwide Craigslist the same way. Anyone here have one or know someone who does? I am very interested. Also, look at the support for the snout, do you think that was necessary? If so, why not on the B&M superchargers that Magunson also designed?
Thanks Ray

For the last several years, I've been intrigued with adapting one of the OEM blowers, such as the Eaton M112 or M122 to hot rod use. Here's some info....
Supercharger Guide - Modern Blowers For Ford, GM, And Mopar Musclecars - Car Craft Magazine
and some blowers for sale....
2003 2004 SVT Cobra 4 6 DOHC Eaton M112 supercharger w Stock Pulley Low Miles | eBay
Shelby GT500 Silver supercharger Blower Unit 5 4L SVT Eaton M122 V8 Take Off | eBay
Custom 03 04 Mustang Cobra Eaton M112 supercharger Professionally Rebuilt | eBay
Ford Mustang SVT Cobra Eaton M112 supercharger 2003 2004 Terminator 03 04 | eBay
2003 2004 SVT Cobra 4 6 DOHC Eaton M112 supercharger w Stock Pulley | eBay
2007 2010 Mustang GT500 supercharger Eaton Ported Stiegemeier Blower 13K MI | eBay

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Tech, it's funny you bring that up. This is a new craze in the diesel world. Guys have been putting them on 5.9 cummins engines with a large turbo. The supercharger will run around 3-5psi just above idle. Once the super is over a certain pressure, they waste gate around it and run off the turbo. I actually have a few I was watching on ebay that I thought about giving a whirl. I won't do it until the truck is together first. Haha

I reviewed them back in the late 80's when I supercharged a sbc, which I am still running to this day. The smaller blowers are much more effecient at lower rpms as the blower is spun faster to make boost at lower rpm, which is where street driving is done. The sacrifice is somewhat at the upper rpms where the faster spin super heats the intake charge making them less effective at the upper rpm's. Also for bigger motors the smaller displacement just took way to many rpms to produce boost. With a larger intake port motors boost also is dropped as the "pressure tank" is now larger and your boost drops, for smaller dipslacement motors they worked real well, they also don't need a pop off valve as the serpentine belt slips in the event of a backfire, the belt also allows a serpentine stock style setup. After reviewing years ago I went with the B&M large megablower which was a two lobe version of the 6/71, still running great to this day. Holley who bought B&M still sells parts for the old B&M's and they might be able to redirect you to Jerry Magnuson who made the magnacharger or help as they still have a custom supercharger shop (aka Wieand), most parts should be available easily as there is only 2 three lobe rotors, a set of gears and a drive snout internally, intakes can be fabbed easily out of 2 - 4 barrel intakes so finding a used one still might be able to be fixed if out of commission. The snout support might help if the belt was to tight by the idler (strange on a spring loaded idler), you can literally bow the rotors till they touch by to much pressure on the snout, so it sure would not hurt but I don't remember the B&Ms using any support either, they where the serpentine design also. I did read somewhere that Eaton is making parts for the new ones (huge oem manufacturer now)

Thanks Tech. All the ones you posted have the rear entry rather than a carb on top. I read in a note somewhere that Magunson considered them to be more efficient than the top mounted carb. I think they will call for injection and computer control which is past what I want to do at this stage. I sure would like to find a manifold for the holley type.
Matt, Jerry passed away and we lost a bunch of knowledge with him. He had sold the Magna Charger company and it appears their only interest is selling the current kits, no parts. Sad. On the intake, I saw where Magunson adapted a lot of his early ones to standard 4bl manifolds like you are suggesting. That appears to be very doable. I also saw where for the late model kits such as GTO, Magna Charger is offering a snout support so there must be a reason. likely flex as you noted. When you were looking, what displacement did you feel there was a problem? The 350
Car Craft had great torque at low rpm and started to fall from 5000 on up (if I remember right). If that were hooked to a 383, any ideas on how that would position the torque/hp curves?

Mostly doing heavy day dreams here but sure would like tons of street torque.

Thanks for the comments and information.

Scooting, I really can't remember that far back! I know my blower motor is a 350 and it probably would have made more power (especially usuable power) with a smaller blower, part of my reason for the larger blower was looks, and the whine! However I must admit the poweris still incredible. At this point I am currently building my own 671 blower (of the Detroit variety) though I have a B&M 671 it won't look right on the motor I am building, a 392 early hemi, for the large port motors like I mentioned the boost is decreased by quite a bit and the increased rpm's really heat the intake charge. I think on a small block all the way to 400 cubes the smaller would do quite well as the intake and runners aren't as big. My experience with supercharging is this, you will be happy with just about anything that can run 5 lbs of boost (which is any basically) if your building a small block, I have been running mine since about 1990 with great results. I am taking pics and documenting my build of the 671 to put on here later on as well, internally they are pretty simple it appears making them reliable as well.

Quote:

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Originally Posted by Scooting

All the ones you posted have the rear entry rather than a carb on top.

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We're hot rodders dude. A hot rodder would plug the rear and cut an opening on the top of the blower, then tig on a carb mount. Slow and easy should prevent warping. No guts, no glory. :eek:

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Just ran across this adaptation of an Edelbrock carb to the rear of an OEM blower....
http://www.hotrodders.com/forum/atta...0&d=1234421360

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Tech, I'm certainly no expert on blowers, but I wonder if the seals on the modern fuel injection blowers are up to the task of a suck through carb setup since they are all blow through. Any leakage could be a fuel/air mix. I know that there used to be a difference in turbo seals for blow through and suck though. Like I say, I don't know.

One idea might be to offset the SC over the valve covers and manifold the air over to a carb for a blow through. It would take some fabrication, but could be made to look good. Might even do a dual blower setup using a couple of small blowers to increase the displacement capability.:eek::eek::D

Quote:

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Originally Posted by Hotrod46

Tech, I'm certainly no expert on blowers, but I wonder if the seals on the modern fuel injection blowers are up to the task of a suck through carb setup since they are all blow through. Any leakage could be a fuel/air mix. I know that there used to be a difference in turbo seals for blow through and suck though. Like I say, I don't know.

One idea might be to offset the SC over the valve covers and manifold the air over to a carb for a blow through. It would take some fabrication, but could be made to look good. Might even do a dual blower setup using a couple of small blowers to increase the displacement capability.:eek::eek::D

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I like the idea of making it a blow-through, much simpler than doing the machine work to the blower. I don't know why I never thought of that. :eek:

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