The rotors, instead of having nearly straight lobes, are twisted into a steep helix shape. Thanks to a vacuum-referenced bypass valve, the inlet pressure is equalized with the manifold pressure. This pretty much negates any parasitic loss while cruising and makes for a very efficient design. The newer Magnuson units, such as the one for the '10 Camaro, feature the improved Eaton TVS four-lobe rotor arrangement.
This new four-lobe arrangement (also found inside GM's LS9 blower) is a big improvement over the previous three-lobe design. Where the twist of the rotors on the older Gen V units was 60 degrees, the new TVS rotors are twisted to an aggressive 160 degrees. Also, the intermeshing design of the lobes helps quiet the supercharger even at high rpm. Like other Roots systems, the TVS Magnacharger is especially good at delivering boost at low engine rpm, and that's just what our '10 Camaro needs to get its mass in motion.
Bob explained to us one important aspect of the Magnacharger that makes installation easier. "We use the auxiliary drive with the carbon fiber shaft so that we can leave the throttle body, air meter, and the factory air box in the stock location for ease of installation." A side benefit to this design is that the air is fed directly into the front of the supercharger rather than having to be piped to the rear of the unit, and this increases efficiency.
Installation is pretty straightforward and can be accomplished in a day. We were impressed with Magnuson's extremely detailed full-color 54-page installation manual.
Follow along as we up the output of our new Camaro.
And here's the part you really care about: the power gains. Keep in mind our SS is bone stock down to the paper filter and super quiet and very restrictive GM exhaust. Of course, peak torque is up, but more importantly, torque is up all across the band. And when you're dealing with a nearly 4,000-pound sports car, low and mid range torque can go a long way toward making the car feel more svelte.