What kind of gains can be expected from installing a Whipple on my car? - This is where the true power of the Whipple is shown. On a stock car using just a Whipple kit Animul Performance was able to pull out a 13.3 second quarter mile pass. It's important to note that the average stock GTP does a ~14.5 - 14.8 quarter mile pass. This is over a full second improvement in ET with just the Whipple supercharger, on the old style Whipple supercharger no less!

Why do you need a bypass valve? The best kept secret in forced induction is the little known bypass valve. This small valve, when properly installed between the supercharger and the air throttle body, allows the supercharger to become extremely efficient in terms of economy and parasitic power loss. Our M90 supercharger uses less than 1/3 of 1 HP at 60 MPH cruising. The bypass is operated by a vacuum actuator control unit that is normally closed. When vacuum is high (idle-cruising) the actuator opens the bypass valve, equalizing the vacuum pressure throughout the system. When boost is required (accelerating) the vacuum is decreased and the bypass valve instantly closes, causing pressure to increase into the cylinders. This equalized vacuum condition virtually eliminates the normal parasitic power loss of a forced induction system.

Alvin at pcmforless built one for his f body using a blower off of a ford lightning truck. He latter sold it and went to a vortech blower. But at any rate, I think he milled a LT1 intake down and used it. It fit under a stock hood as well. If you are interested in one you may want to contact him as well.

The superchargers for the comparison included three Magna Charger models, a standard 112, a hybrid 112 and a hybrid 122. They also tested a Whipple “screw-type” 2300 and a Procharger centrifugal model. The dyno test measured several parameters including supercharger discharge temperature, intercooler discharge temp, boost curves and of course horsepower and torque curves. By using the same manifold and intercooler for all tests, the changeover and back-to-back testing was accomplished in a single day. Also, Magnuson’s location just off the ocean in Ventura California ensured that the ambient temperature varied just 15-degrees over the entire test.

The dyno confirmed what Jerry has been stating for years – “Run the smallest supercharger that will provide your target boost level. It will be more responsive (make boost sooner) and will require less horsepower to drive.” In this test the Magna Charger MP112 outperformed every other supercharger with the most average horsepower and torque over the 1500-6500rpm powerband, and when you look at certain points along the power curve the differences are spectacular. For example at 1500rpm the Magna Charger 112 is producing 400 ft. lbs. of torque and the Procharger centrifugal supercharger is just 280 ft. lbs. That’s similar to the difference between driving a small-block versus a big-block. The gap in performance actually increased at 3500rpm – Procharger’s 380 ft. lbs. to the Magna Charger’s 515 ft. lbs. In fact, the Procharger doesn’t catch up until the 6500rpm cut off and we don’t think anyone wants to rev a stock shortblock over 6500 do they?

A final analysis clearly shows that the most important factor for a street supercharger is the boost curve. When you hit the throttle at 1500rpm, what boost is your supercharger making? From an overall efficiency viewpoint, all of the superchargers are pretty close with similar discharge temps dumping into the manifold and past the intercooler. Horsepower at 7.5psi at 6500 is almost identical for all supercharger systems. The real difference is the amount of torque “under the curve” from 1500-6500rpm and the Magna Charger MP112 wins hands down. A Magna Charger-powered vehicle will be long gone by the time the screw or centrifugal supercharger’s boost curves catch up.

Hi, I found this forum and I am the designer and fabricator for the Eaton M112 Firebird project! My name is Cornel. Thank's for the complements on this project. I will be updating my web page soon with a dyno video and more information. To answer some questions that I read in earlier posts , I designed the manifold on CAD and made it from a combination of aluminum plate and tubing and welded it in a machined jig for trueness. Then milled and machined. The blower is a Jaguar XKR Eaton M112 that I heavily modified by cutting off the brackets and shortening the nose drive. I then ground and polished the whole case. I used this blower because it was brand new an cost me nearly nothing, otherwise a Whipple 140Ax would produce much more HP and is lower overall height. The SVT cobra case is far to big and can't be modified to fit. There is no intercooler under my blower because there simply is not enough room. Right now I am only 1/4" below my windshield firewall bulkhead. I am using a snow performance water/meth injection right into the blower inlet and this works extremely well to lowering the inlet temps. I data log the inlet temps vs boost and can pm them to anyone who want to see them . My inlet temp start around 160* F and drop to 135*F under boost. I am also running 27* of timing @ WOT. The inlet on the jaguar blower is also much smaller than the standard M112 case, this greatley reduces the max CFM for this blower. I am aslo using a very agressive N/A cam which has 7 deg. of overlap greatly limiting boost which is not ideal for this setup. I will get a custom grind later. The car Dyno'ed 420RWHP and 424 RWTQ and has 400 RWTQ already at 2000rpm @ ~7.0 PSI. This thing has awsome low end torque, even with a 280* duration cam. I can expect more with shortening my inlet duct and cam change. Probably 440-460 RWHP. That will be the max for the jag blower. I have started a whipple 140ax design and am casting intake manifolds to fit. I will expect nothing short of min of 600+ hp from this along with the water/meth setup again and 14-16 psi boost. I will post the dyno sheet and video on my site soon. This whipple setup will most likely bolt right onto a C4 as well. This prototype blower and manifold will become available next spring once I start testing the Whipple. If you have any specific questions you can e-mail me at info@corneltechweb.com .
Thanks Again!!