In our February 2012 issue we gave you a primer on power adders and explained why we picked
the Magnuson supercharger for our Project Maulin’ Magnum street/strip car. In our April 2012
issue we covered technical details on the Hemi Magnacharger kit and its Eaton TVS 2300
heart and the installation of the kit. So now it’s time to talk about the results.

The number you want to know is how much additional power did we get, right? How does
99 extra ponies to the rear wheels grab you? Or 75 more pound feet of torque at 3,000
RPM leaping to 100 more pound feet at 3,400 RPM? And speaking of torque, the
Magnuson produces a fat and flat curve of 450+ pound feet from 3,500 RPM to redline.

The Magnuson supercharger made 99 more horsepower than the baseline before the install, 511 rwhp to 412. Torque increased from a peak of 388 to a peak of 467. More importantly for a street driven car is all of that extra area under the curve from just off idle to redline.

We were told that in theory you can
get better fuel mileage with a
Magnuson then without if you’re
very careful with the throttle.
Um, OK, sure. We aren’t and
we don’t. The only downside to
instant power and torque
everywhere in the RPM band
any time you want it with just
a nudge of the throttle is, well,
we nudge the throttle. A lot.

Unlike nitrous oxide, you don’t
have to be at wide open throttle
to enjoy the benefits of the
Magnuson. Give it a tad more
part throttle and you get to feel
that addictive push in the back as the boost kicks in and the car begins to warp to the
horizon. And herein lies one issue that isn’t Magnuson’s fault. Late model Hemi engine control
computers lack any tables that allow a tuner to fine tune the part throttle/boost part of the engine envelope.
There is a bit of unavoidable abruptness to the application and removal of boost during part throttle driving. You get used to it and after a week or so we really didn’t notice it any more.

What we did notice was the huge increase in the fun factor of driving. Late model Hemi cars are not light weights, with a full tank of gas and a driver in the car the Maulin’ Magnum is knocking on the door of 4,500 pounds. Because you don’t have to wait for the engine to build up RPM to extract the benefits of boost with the Magnuson’s hybrid positive displacement design, it feels like you’re driving either a lighter car or one with a larger engine. The feel is more akin to a hot rodded 440 Magnum in a light weight Dart than a 370 SRT Magnum.

As you can tell from our lead photo for this story, lighting up the rear tires is laughably easy with the Magnuson installed. Even with ultra high performance street rubber on the car we can light up the tires at 40 mph just by stabbing our foot all the way to the floor. Um, not that we do that, just saying that we could do that if we so wished. What we will admit to using the throttle for is rotating the rear end around when carving corners. We grew up circle track racing and are as comfortable sideways as we are otherwise. We like a car that’s loose and oversteers when we’re clipping apexes. And that’s easier than ever now