Magnusson MP2300TVS
Discussion
Many thanks to Mark at Rapid-GB, collected my VXR8 from him yesterday, the modifications have exceeded all expectations, it has now got DiFillipo 1 7/8" headers, sports cats and a 3" system, up front a Magnusson MP2300TVS sucking through an AFE cold air intake.
Re-mapped with a nice safe map running boost pressure of 7 psi it achieves 547.9 RWHP and 606.9 Ftlb torque this latest generation of supercharger are really awesome
Re-mapped with a nice safe map running boost pressure of 7 psi it achieves 547.9 RWHP and 606.9 Ftlb torque this latest generation of supercharger are really awesome
Definitely the way forward these blowers, that's one hell of an achievement on an LS2. 7psi for goodness sake! Well done mate, cannot wait to get mine back now 
Also worth pointing out the warm weather we've been having lately, it seems the claims of 75% thermal efficiency could be true?
www.reuters.com/article/pressRelease/idUS146785+21-Apr-2009+BW20090421
Also worth pointing out the warm weather we've been having lately, it seems the claims of 75% thermal efficiency could be true?
www.reuters.com/article/pressRelease/idUS146785+21-Apr-2009+BW20090421
Edited by anonymous-user on Tuesday 16th June 22:14
Best to get it on charlie's dyno to make the numbers relevant.
But if you do a basic calc adding an extra 50% atmos (7psi= ~0.5 bar) to the stock engine results from SRR you arrive at around 480rwhp or so
(320*1.5)
US Dyno numbers are different by about 10% too, it all depends on what mode the dyno is run etc.
Hence why you need to bring it to the next group meet to get relative results
But if you do a basic calc adding an extra 50% atmos (7psi= ~0.5 bar) to the stock engine results from SRR you arrive at around 480rwhp or so
(320*1.5)
US Dyno numbers are different by about 10% too, it all depends on what mode the dyno is run etc.
Hence why you need to bring it to the next group meet to get relative results
.. must be nice ...bet you have big smile everytime you start her!! 
ringram said:
Best to get it on charlie's dyno to make the numbers relevant.
But if you do a basic calc adding an extra 50% atmos (7psi= ~0.5 bar) to the stock engine results from SRR you arrive at around 480rwhp or so
(320*1.5)
US Dyno numbers are different by about 10% too, it all depends on what mode the dyno is run etc.
Hence why you need to bring it to the next group meet to get relative results
Please explain Richard, as our Dyno is fully checked over by Dyno Dynamics and our figures have been checked and double checked as with many other Dyno Dynamic companies in the UK, we run over 500BHP+ everyday from V8's to Dragcars with outputs of 1200bhp.....this is an awsome install with the new TVS 2300 Magnuson Supercharger and the output could be much higher, but we have been conservative due to engine/clutch being standard. We have another install going on which the car has had all the internals done, you have to wait and see!But if you do a basic calc adding an extra 50% atmos (7psi= ~0.5 bar) to the stock engine results from SRR you arrive at around 480rwhp or so
(320*1.5)
US Dyno numbers are different by about 10% too, it all depends on what mode the dyno is run etc.
Hence why you need to bring it to the next group meet to get relative results
Im not dissing any dyno's or numbers only that everyones is set up in different ways.
SAE, STP, JS whatever it is etc all methods will correct to different standards, pressures, temperatures etc, therefore different numbers will come out.
So when comparing different setups on different dyno's different numbers will be the result.
Im almost 100% sure that on a different dyno the result will be different, thats just the way it is.
My comments were based on the only dyno I have used and know which is Charlie's. God knows how he has it set up and it doesnt matter.
I dont think you will find anyone disagreeing that dynos read differently around the country. Or maybe I have the wrong idea and you are suggesting they all read the same?
SAE, STP, JS whatever it is etc all methods will correct to different standards, pressures, temperatures etc, therefore different numbers will come out.
So when comparing different setups on different dyno's different numbers will be the result.
Im almost 100% sure that on a different dyno the result will be different, thats just the way it is.
My comments were based on the only dyno I have used and know which is Charlie's. God knows how he has it set up and it doesnt matter.
I dont think you will find anyone disagreeing that dynos read differently around the country. Or maybe I have the wrong idea and you are suggesting they all read the same?
ringram said:
Im not dissing any dyno's or numbers only that everyones is set up in different ways.
SAE, STP, JS whatever it is etc all methods will correct to different standards, pressures, temperatures etc, therefore different numbers will come out.
So when comparing different setups on different dyno's different numbers will be the result.
Im almost 100% sure that on a different dyno the result will be different, thats just the way it is.
My comments were based on the only dyno I have used and know which is Charlie's. God knows how he has it set up and it doesnt matter.
I dont think you will find anyone disagreeing that dynos read differently around the country. Or maybe I have the wrong idea and you are suggesting they all read the same?
SAE, STP, JS whatever it is etc all methods will correct to different standards, pressures, temperatures etc, therefore different numbers will come out.
So when comparing different setups on different dyno's different numbers will be the result.
Im almost 100% sure that on a different dyno the result will be different, thats just the way it is.
My comments were based on the only dyno I have used and know which is Charlie's. God knows how he has it set up and it doesnt matter.
I dont think you will find anyone disagreeing that dynos read differently around the country. Or maybe I have the wrong idea and you are suggesting they all read the same?
I thought that was the point of "Shootout" mode to fix all the variables so results can be compared?
No idea mate. I only know everyone lectures each other on forums that the best way of comparing numbers is on the same dyno, same operator and the same day.
We have a huge pile of SRR numbers and not as many of Mark's so its hard to compare, especially given the above variables are altered in their entirety.
We have a huge pile of SRR numbers and not as many of Mark's so its hard to compare, especially given the above variables are altered in their entirety.
Comments from a Dyno Dynamics owner to illustate the point I was making
"Jetracer, as a DD dyno owner myself I'll pass along a few ideas, some of which you may be aware of, but for the sake of others here goes.
Find a dyno and operator your comfortable with and stick to them. Dyno's will of course vary brand to brand and also dyno to dyno of the same brand. Dyno jets I've tested with cars that have been on my DD dyno, typically read 15-17% higher and other DD operators report similar findings. Mustangs generally read closer but as there seem to be various options for Mustangs, not consistently. I've seen variations between DD dyno's of as much as 5%, which depending on the engine mod you've made can make all the difference in detemining the mods effectiveness.
On a DD it is important that inertia and ramp rate are consistent between testing sessions. It is also very important that test cell conditions are monitored closely. The DD will require periodic updated temp/humidity/baro, but in a small cell these conditions can change very quickly and affect the atmospheric corrections.
Once the load is switched on and the pedal floored, the run should commence immediately to avoid building heat and abnormal boost.
Regarding your bogging, there are many possibilities, but here is one to keep in mind. I've had cars that seemed to run great on a dyno jet, but have a flat spot/drivability problems on a DD. The dyno jets heavy drum can hide a bad part of the map because the drum inertia will power the car right throught the flat spot. There's a good reason you don't slam the brakes on when your on a Dyno Jet"
http://forums.vwvortex.com/zerothread?id=3645528&a...
"Jetracer, as a DD dyno owner myself I'll pass along a few ideas, some of which you may be aware of, but for the sake of others here goes.
Find a dyno and operator your comfortable with and stick to them. Dyno's will of course vary brand to brand and also dyno to dyno of the same brand. Dyno jets I've tested with cars that have been on my DD dyno, typically read 15-17% higher and other DD operators report similar findings. Mustangs generally read closer but as there seem to be various options for Mustangs, not consistently. I've seen variations between DD dyno's of as much as 5%, which depending on the engine mod you've made can make all the difference in detemining the mods effectiveness.
On a DD it is important that inertia and ramp rate are consistent between testing sessions. It is also very important that test cell conditions are monitored closely. The DD will require periodic updated temp/humidity/baro, but in a small cell these conditions can change very quickly and affect the atmospheric corrections.
Once the load is switched on and the pedal floored, the run should commence immediately to avoid building heat and abnormal boost.
Regarding your bogging, there are many possibilities, but here is one to keep in mind. I've had cars that seemed to run great on a dyno jet, but have a flat spot/drivability problems on a DD. The dyno jets heavy drum can hide a bad part of the map because the drum inertia will power the car right throught the flat spot. There's a good reason you don't slam the brakes on when your on a Dyno Jet
"http://forums.vwvortex.com/zerothread?id=3645528&a...
Well, I'm no expert but here's how I understand it. I provide one of my graphs for example:FWHP vs RWHP
CF:SHOOT_8F means the dyno correction factor is fixed in shootout (8 cylinder) mode. All of the SRR and RapidGB graphs I've seen use this mode. If it was SAE it would say CF:SAE or STD would be CF:STD. Therefore, assuming they are calibrated they should be with 10hp or so of eachother.
S_HP = flywheel HP calculated
HP = HP as measured at the wheels
Both figures are calculated from torque but S_HP is calculated by measuring the resistance of the drive train on decelleration of the rollers and adding this resistance to the HP figure.
This may help explain: www.land-and-sea.com/dyno-tech-talk/corrected-horsepower.htm
CF:SHOOT_8F means the dyno correction factor is fixed in shootout (8 cylinder) mode. All of the SRR and RapidGB graphs I've seen use this mode. If it was SAE it would say CF:SAE or STD would be CF:STD. Therefore, assuming they are calibrated they should be with 10hp or so of eachother.
S_HP = flywheel HP calculated
HP = HP as measured at the wheels
Both figures are calculated from torque but S_HP is calculated by measuring the resistance of the drive train on decelleration of the rollers and adding this resistance to the HP figure.
This may help explain: www.land-and-sea.com/dyno-tech-talk/corrected-horsepower.htm
Edited by anonymous-user on Wednesday 17th June 19:57
No explanations needed. Only reduction in variables. I still stand by my comments that its better to compare numbers on the same dyno, same operator, same setup etc. Afterall the idea is to get numbers relative to each other as accurate as possible so we can assess changes and mods. Again I dont see what is illogical about that, especially given the above Dyno owners comments confirming variations exist.
Maybe Im being pedantic and anal... again. But Ill continue to debate the topic and logic of my argument until you, or I give up
Maybe Im being pedantic and anal... again. But Ill continue to debate the topic and logic of my argument until you, or I give up
One of the reasons i went to Rapid GB 
is for Marks Rolling Road experience, i didnt just want a supercharger bolted on and a map downloaded , i wanted it properly set up on the dyno, Marks dyno gets lots of work and is regularly calibrated and i think this contributed to the excellent figures. To be honest im not a number cruncher and it does not worry me if someone has a bit more or a bit less than mine or on a different dyno reads a bit more or a bit less if your using a good dyno results will be similar. What ive got is a fantastic result and a flying machine, Ringram Rapid GB( the hint is the GB part) is in the UK not the USA !!!
. At the end of the day we all use the figure as a guideline as to how well the mods are working,
AND MINE WORK BRILLIANTLY
is for Marks Rolling Road experience, i didnt just want a supercharger bolted on and a map downloaded , i wanted it properly set up on the dyno, Marks dyno gets lots of work and is regularly calibrated and i think this contributed to the excellent figures. To be honest im not a number cruncher and it does not worry me if someone has a bit more or a bit less than mine or on a different dyno reads a bit more or a bit less if your using a good dyno results will be similar. What ive got is a fantastic result and a flying machine, Ringram Rapid GB( the hint is the GB part) is in the UK not the USA !!!. At the end of the day we all use the figure as a guideline as to how well the mods are working,AND MINE WORK BRILLIANTLY
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