Magnuson TVS1900 Kit Available Now

[Josh00333]

When you getting that dyno time in Dave? Love to see that all

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[DAVECS1]

Working on it. The shop owner is on break right now and then we are looking for a 4 hour window without anyone needing it afterwards incase I run long. The past three times I have only done one power pull as I spend most my time working on the foundation al stuff.

 

[Scratch]

So that is a question... How does this thing do in snow? Is it hard to regulate the power and keep it going straight

 

[DAVECS1]

Mine hasn't been. I noticed tonite, that the Yukon LSD I installed actually seems to help in this weather.

 

[dcmdon]

Working on it. The shop owner is on break right now and then we are looking for a 4 hour window without anyone needing it afterwards incase I run long. The past three times I have only done one power pull as I spend most my time working on the foundation al stuff.

This says a lot. Any idiot with a laptop and a Wideband O2 sensor can make a tune run at wide open throttle. The secret sauce is drivability and partial throttle response.

I had an off the shelf tune for my VW by APR. Those guys were brilliant. Either that or the VAG ECU was brilliant. But either way, drivability was as good as or better than factory, totally safe, and perfect with no tweaks. I sold my VW with 155k miles on the clock and it was chipped at 36k. Never a problem with the motor. Electricals were another story. ha.

In Contrast my Subaru STi needed a custom tune to run "right" and by "right" I mean my wife could drive it and not say "it stumbles when you step on the gas below 2000 rpm".

Neither of those cars have VVT, which adds an entirely new layer of complexity.

 

[Scrambler21]

Really wanting to charge mine. Yet, i’m seeing Ripp’s are poppin’ 3.6s left and right.
Tuning issues are alot of the issues supposedly.
Anyone hearing of mags scattering 3.6s?? I’m hoping being screw vs centrifugal may be the safer bet.

 

[Josh00333]

I’ve Not heard of any maggi or Eddie w any blown motors in a jk or jl.

 

[dcmdon]

Really wanting to charge mine. Yet, i’m seeing Ripp’s are poppin’ 3.6s left and right.
Tuning issues are alot of the issues supposedly.
Anyone hearing of mags scattering 3.6s?? I’m hoping being screw vs centrifugal may be the safer bet.

One design isn't inherently any safer than the other. Its all about the tune. You can blow up an engine with either of them in short order if you have a destructive tune.

There has been a lot of bickering on and off on this and other threads about Ripp vs Magnuson etc. Heat soaking of intercoolers, efficiency and intake air temp, etc. But the reality is that those differences are only relevant if you are drag racing it or tuning it trying to get every last bit of performance.

And if that is your priority, then you bought the wrong truck. Most of us just want 100 ft-lbs more torque between 3000 rpm and 4500 rpm along with stock or better levels of drivability. With a good tune, either will serve most people well. With a bad tune, neither will.

 

[Scrambler21]

One design isn't inherently any safer than the other. Its all about the tune. You can blow up an engine with either of them in short order if you have a destructive tune.

There has been a lot of bickering on and off on this and other threads about Ripp vs Magnuson etc. Heat soaking of intercoolers, efficiency and intake air temp, etc. But the reality is that those differences are only relevant if you are drag racing it or tuning it trying to get every last bit of performance.

And if that is your priority, then you bought the wrong truck. Most of us just want 100 ft-lbs more torque between 3000 rpm and 4500 rpm along with stock or better levels of drivability. With a good tune, either will serve most people well. With a bad tune, neither will.

100% understand. Definitely not racing a gladiator ? yet, I now know of 3 JL’s scattering on ripps driving like grandmas.

yet, one of them has nearly 160k miles on a 2012 with a ripp,though his JL just blew up the it’s second engine(so he was a previous Ripp finatic) .
I do plan to do 60s and 40s and would love more torque. So curiosity has me on running a safe charger setup. It just seems to be a very common theme with Ripps on the new 3.6..yet, it doesn’t seem like the mag folks are having these issues.

 

[DAVECS1]

What the don said is pretty on point, there are some things to consider. In the comparison thread I wrote a bit of thesis between centrifugal vs positive displacement.

1. These engine have little to no room for error. They depend on the controls to allow them to run forever. There are routines on routines in the software to make sure combustion happens when it is suppose to. Going WOT is a big deal with this drivetrain.

2. The JK did not have as many of these interlinked control systems, especially with the transmission.

3. With a centrifugal blower, you are needing air momentum and if you are gonna use a jeep like a jeep you need it to happen sooner than later, so you going to try and capitalize on the same strategey jeep does and get the engine to higher rpm happy places as soon as possible to utilize the power available. This in lies the opportunity for things to get complicated. Supercharger manufacturers for the jeep 3.6 are trying to utilize the WOT fueling, to account for the added air. The problem is the control system has the ability to stay in stoich operation until 75% throttle or even more, and if you lower the gate to get into WOT strategy fueling you need to address the 19 other gates, or they will step in and take fuel away or air away, when you most need it not to happen.

With all that said I am somewhat confident I am one of the few people who is addressing the control system as it was meant to be used at part and full throttle. I am introducing fueling and torque management from off idle. This does not leave the opportunity for corner cases to accidentally put the engine in a situation to provide power when the air and fuel have not been satisfied. It also allows the control system to utilize its built in safeties if something does go wrong.

 

[dcmdon]

When you mention it going stoich at higher throttle settings, I'm guessing this can lead to detonation if something isn't done with valve timing or ignition timing?

When you mention built in safeties are you talking about knock detection that pulls timing even if the map says X degrees btdc?

I'm curious about this. When I was considering a Bronco, there were 2 companies that made tunes for both the 2.0 and 2.7.

One preserved the ECU's ability to pull timing if it detected knock, (GHTuning) and the other did not (5Star tuning).

 

[DAVECS1]

It

When you mention it going stoich at higher throttle settings, I'm guessing this can lead to detonation if something isn't done with valve timing or ignition timing?

When you mention built in safeties are you talking about knock detection that pulls timing even if the map says X degrees btdc?

I'm curious about this. When I was considering a Bronco, there were 2 companies that made tunes for both the 2.0 and 2.7.

One preserved the ECU's ability to pull timing if it detected knock, (GHTuning) and the other did not (5Star tuning).

Gets pretty technical, but I can try an summerize. Older control strategies pulled timing based on knock sensor feed back. Newer cars take combustion monitoring to the nuclear level.

There are tables for Max air flow, Max Torque, Max fuel, And probable VE. The 3.6 is very aware of the air entering the throttle body, but its awarness is based on a table of area vs opening and then comparing that to calculated mass airflow based on VE, Pressure ratio, and commanded torque. There are three tables that relate throttle opening to voltage, to confirm this is happening as it should be.

If any of the tables do not sync at part throttle, you get pull back on the others and this can cause the throttle stutters that are felt

When a misfire is detected it is handled in 5 phases. Short term is mild timing pull and fuel addition, extended misfire goes to a closed loop fueling control while lowering dynamic compression using the VVT, and lastly it will use scavnging EGR, via VVT, to cool the cylinders.

When you go WOT and get there correctly, it will lift restrictions on table matching, throttle voltage monitoring, and go strait to the power enrichment tables. Depending on how you command WOT fueling, you can almost lift all the safeties. The problem I have seen is "tuner's" introduce the needed fuel, but don't realize now the the VVT has moved and with it it has its own spark tables, for when it shifts to max TIP protocol. In short the VVT is trying to make the most of what the stock engine had to offer, but now that you are forcing air in, you can quickly exceed cylinder capacity.

Thats the short version.

 

[Radiosdead]

We are a Dealer/Distributor and Installer. The kit will have a CARB EO certification so it will be legal in California and all other states.

There is a 2 week lead time on orders. We will document a full install on our Gladiator as soon as the first kit gets here.

Where are you located in CA? I’m in OC and would love to get this bad boy installed.

 

[Radiosdead]

Where are you located in CA? I’m in OC and would love to get this bad boy installed.

Nvm I found you guys! Incoming!

 

[Scratch]

Nvm I found you guys! Incoming!

I'm in the Yosemite area and I'm looking for an installer

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