General Supercharger Thread

this seems pretty plausible.

the 1900 probably drops to somewhere around 6500 (extreme low end estimate I'd say) to $6750-6950 (more realistic guess) and the new 2650 sits around the current $7250 to maybe 7495. the 7495 estimate seems high because if they don't upgrade the pump, people will say "well, if I spend just $200 more on the harrop, I get the much better fuel pump..."

 

The Harrop fuel pump is just the DW 340 so it’s at $200 or less.

 

I know it seems like there's a lot of people here who look into these kinds of things and are resourceful enough to buy it on the side to augment their Maggy kit, but this thread is not representative of even 10%, or even 5%, of supercharger kit buyers. The majority will look at it the way I described and it will influence their decision when pricing numbers get that close

 

Understood on that point.
I also am confused by the Maggie move unless they are going to discontinue the 1900.

 

Let's look at supercharger buyers....take me.

I appreciate motors & such...but am NOT a mechanic. So, I'm probably in the middle of the typical purchaser bell curve.

Went I got the Tundra - coming off of a '06 Sequoia - I deeply wanted to be able to S/C the Tundra.

I shopped*. I banged up against Mag & Harrop.

Since, by nature, I'm an early adopter, I chose the Harrop. lotsa good evolution compared to the Mag.

now...if Mag & Harrop have equal offering in the TVS2650 - my choice would probably be the Mag. For reasons stated above - TRD history & such.


Now, the quandary - will Mag take Harrop customers? I think so. Name/brand recognition is huge.

Harrop better get the marketing guys in gear & price it competitively.




*this was when tuning was not yet avail for the '20's.

 

Agreed. Just because of how I am, if you have similar pricing and kit options available to create an apples to apples comparison between Magnuson and Harrop, I'll choose the Magnuson nearly every time just because of the TRD history.

 

I saw a comment on Facebook that said Eaton wanted to get rid of the three lobe TVS rotors because they only make them for Magnuson currently, that's why they're releasing new superchargers and with the same power since it's just upgrading the supercharger to Eaton's new/current TVS design.

 

Not sure I buy that, just because the new 3100 TVS is a 3 lobe. Unless it’s only the smaller 3 lobes they want to stop making?

 

I don't know, but it sounds plausible to me. Something not shown in this group is the new supercharger for the 3.4 and the 4.0 too, which there flat out isn't any other alternative (that I'm aware of) for supercharging. If you look at the whole of re-releasing their Toyota superchargers it makes sense that it's a product line upgrade, and not just more products to try to compete against themselves and others.

 

Is the 4.0L confirmed? I only saw stuff about the 3.4

 

Second on the 4.0? Our Taco Tuner only posted about the 3.4, said no love for the 4.0 yet. But SEMA is still going on and maybe they plan to announce one

 

Credit to Kurt Williams on UTOR.

 

I don't know

 

Idk if that's really an update so much as it is advertisement.

They only released their 2020+ 4R support around summertime, and the 4R and other 4.0L systems to my knowledge have always been the tvs1320

 

Hell yeah Maggy! Clutch move on their part!

 

I think you're right, that photo above appears identical to the current 4.0 supercharger

 

Agreed. I think an updated design would physically resemble the 3GTaco tvs1900 and that new tundra tvs2650

 

Single vs Dual VVTI systems in the 4.0 Taco vs 4R. Guessing the Single Taco VVTi gets nothing

 

Only thing i would think of is that as the 2.5gen owners have their loans paid off its time to boost.

 

Just adding cross forum info.

Regarding the 4.0 s/c

 

The way I interpret it is tundra 2650 to me appears to just be part of a new line of products called their “Magnum Performance series” if you look at their website. It’s essentially a larger 2650 offering as an alternative to the more “standard” if you will 1900 kits they have available for a host of engines including 4.8s, 5.3s, 6.0s, 6.2s etc. I’m assuming it will be a more premium option at a premium price. The other “Magnum Performance” kits on their website also cite the HP/Tq figures at the crank.

 

The current 1900 TVS Magnuson pretty much gets the same HP as both the Harrop and the Whipple do on the dyno, you might be able to take the Harrop further after you update the 5.7 engine but for the most part they all get the same HP on the dyno. Prospeeds top HP Tundra without engine upgrades was done with a Magnuson. I know in my case with my 5.7's my 2 Magnusons and my 2 Harrops after all my upgrades all are about the same HP only difference you can DEFINATELY feel on the but dyno is the Magnuson's have more power at the lower end of the power band which is a direct result of the 1900 displacement. Off the line the maggys have the advantage no question.

 

For real world performance I don’t think it matters on the 1900 vs 2650 debate. Looking at the Magnuson and Harrop runs overlayed on the dyno graph from DAP on the same truck and same day I posted on a prior page, I could see the argument that between 2100-2400 rpm the Mag is putting up higher numbers (assuming the runs were conducted 100% the same way). The bottom of dyno graphs are usually a bit muddy to draw any real conclusions.

The Harrop obviously performed better at all RPMs beyond that even on a lower PSI. The low end butt dyno response can depend on a lot of factors such as 07-13 had a more sensitive throttle then 14+, what exhaust was on each of the trucks, how was each one tuned and was the throttle mapping altered on each tune, etc.

Real world performance aside, I think the benefit of spending the extra on the Harrop is more for the lower IATs then 0-60 and 1/4 mile times. A 20 degree cooler IAT has its benefits aside from making power, most notably being longevity. Running the truck hard in high heat, high stress environments I’d want my IAT as low as possible to help prevent knock and overheating the piston rings. Could that 20 degrees cooler intake temp be the difference between a blown piston ring or not, under the right circumstances? Don’t know, but it has to help.

 

That’s nice!

 

if Mag prices the 2650 with a premium - bad ju-ju.

 

Just gonna drop this here. 30% off Silver piston (paint defects). If I wasn't still working on the s/c I'd order these. Still might...that's a hefty discount

https://sosperformance.com/products...ont-big-brake-kit-fits-toyota-slash-lexus-suv

 

All of the 2650 kits magnuson currently offers for vehicles that aren’t factory supercharged are more expensive. By that I mean vehicles that don’t already have a front mount intercooler, suitably sized fuel pump and injectors etc. Most of their current 2650 packages are an upgrade package that mainly consists of just the blower and a few odds and ends starting at $6800 at the bottom of the range. The kits that include everything for a non factory boosted vehicle with none of those parts like a 5.3 or 6.2 Silverado which is in the same boat as our trucks cost more. The lowest price on those is $7,995. If it actually has all the adequate fuel and intake upgrades included though, then it’s worth it.

 

Great deal. Too bad they dont work on 17s. The Alcon kit is badass and the performance is wild. Firm believer in doing brakes.

 

I think these actually require 19" wheels. Figs has a front bbk that's twice the cost and requires 20" wheels. Luckily I'm currently on stock 20" and will be replacing with aftermarket the same size

 

Gotcha- the Alcon kit fits in a 17 that's the reason we did it.