MORE POWER FOR MR. POWER

MAG­NU­SON BOR­ROWS A HELL­CAT TO TEST AND DE­VELOP A NEW SU­PER­CHARGER KIT.

Mopar Muscle - - Contents - BY RICHARD PRINCE PHOTOGRAPHY BY JORGE NUNEZ

Mag­nu­son bor­rows a Hell­cat to test and de­velop a new su­per­charger kit.

True to his name, John Power pos­sesses an un­break­able de­ter­mi­na­tion to ex­tract max­i­mum per­for­mance from ev­ery ve­hi­cle in his arse­nal. Even the mas­sively pow­er­ful Chal­lenger Hell­cat was inadequate for Power, so when his friends at Mag­nu­son Su­per­charg­ers were en­gi­neer­ing their own forced in­duc­tion setup for the SRT be­he­moth and asked to bor­row his 2015 Hell­cat for devel­op­ment work, he didn’t hes­i­tate for an in­stant. Mag­nu­son’s sys­tem, called Vengeance TVS 2650, is of­fered in two stages and both im­part nu­mer­ous ben­e­fits com­pared with the Hell­cat’s OEM IHI Turbo Amer­ica twin-screw unit. The Vengeance TVS 2650 Stage II setup, which is on Power’s Hell­cat, de­liv­ers max­i­mum per­for­mance while still re­tain­ing ex­cel­lent drive­abil­ity and re­li­a­bil­ity.

The ben­e­fits of the Mag­nu­son sys­tem are the re­sult of very clever en­gi­neer­ing. By in­creas­ing the size of the charge air cooler in­side the su­per­charger man­i­fold

by a full 10 per­cent, the tem­per­a­ture of the in­take air is mea­sur­ably low­ered. Fur­ther ef­fi­ciency is gained in­side the hy­brid­roots su­per­charger, where high helix four­lobe ro­tors gen­er­ate higher flow from a unit with sig­nif­i­cantly re­duced dis­place­ment. The de­sign also re­quires less horse­power to spin the su­per­charger, and its dis­charge tem­per­a­tures are con­sid­er­ably lower. Put to­gether, these ad­vances al­low a Mag­nu­son-su­per­charged Hell­cat en­gine to make up to 1,000 hp with the stock fuel sys­tem and over 1,400 hp with an up­graded fuel sys­tem and pow­er­train modifications.

“I have four Hemis and sev­eral other great cars, in­clud­ing a ’17 Nis­san GT-R and an ’18 Mercedes-benz AMG GT R, so I re­ally ap­pre­ci­ate fast, well-built ma­chin­ery,” ex­plains Power. “The Hell­cat is ob­vi­ously a very fast car out of the box, but this Mag­nu­son su­per­charger brings it to a whole new level, and I love it be­cause it’s first qual­ity and so beau­ti­fully en­gi­neered, with at­ten­tion to even the small­est de­tails.”

The TVS 2650 Stage II is a 100 per­cent com­plete, bolt-on sys­tem. Be­cause Mag­nu­son fig­ured out how to get a lot more per­for­mance from a phys­i­cally smaller blower, and put a lot of thought and ef­fort into in­te­grat­ing it with the rest of the car, no hood modifications are re­quired. The kit in­cludes a high-flow in­ter­cooler sys­tem with huge 1-inch fit­tings to pro­mote max­i­mum flow, a 105mm throt­tle body in­let, an­odized alu­minum fuel rails, and in­ter­change­able rear cog/belt pul­leys that al­low for up to 27 per­cent over­drive.

The ba­sic sys­tem is com­pat­i­ble with the Hell­cat’s stock elec­tronic by­pass valve and stock throt­tle body. It also works with the en­gine’s orig­i­nal 600cc/min fuel in­jec­tors and fac­tory pulse-width-mod­u­lated, in-tank fuel pump, though ul­ti­mately all of these stock com­po­nents will limit the blown en­gine’s po­ten­tial to a max­i­mum of about 1,000 hp.

“As it sits, with­out ad­di­tional en­gine modifications, we’re get­ting 947 hp at the tires,” Power tells us. “That’s good enough for 6.38 sec­onds at 107 mph in the eighth-mile at Ir­win­dale with­out push­ing it too hard.” Mag­nu­son nailed that time dur­ing devel­op­ment test­ing, and they were very con­ser­va­tive with the driv­ing, be­cause they were de­ter­mined not to break any­thing. In fact, they were far more con­cerned about hurt­ing some­thing than

Power was. “I’ve been in­volved with high­per­for­mance cars for a long, long time and un­der­stand that when you get that kind of power out of a stock long-block, and put it through a mostly stock driv­e­train, there’s an in­creased risk that you’re go­ing to find the weak­est link, but that didn’t bother me in the least,” he says while laugh­ing. “I told them to push it harder, and if it breaks we’ll fix it. In the mean­time I’ve got nine more cars to have fun with!”

To min­i­mize the risk of driv­e­train prob­lems, Power turned to The Drive­shaft Shop for a stronger-than-stock 4-inch alu­minum drive­shaft and their most durable axles. The 1,400hp axles are crafted with es­sen­tially un­break­able tor­sional 300M chro­moly bars and mod­i­fied Porsche-style 108mm CVS, fea­tur­ing in­ter­nal parts that have un­der­gone the REM Isotropic fin­ish­ing process. A sway bar mod­i­fi­ca­tion kit and sub­sti­tu­tion of Wil­wood rear calipers for the fac­tory-in­stalled Brem­bos are two more chas­sis modifications Power chose.

The new drive­shaft’s twist gets to those im­pres­sive axles through a mostly stock dif­fer­en­tial with one im­por­tant change. Au­to­matic-equipped Chal­lenger Hell­cats are de­liv­ered with rel­a­tively mod­est 2.62:1 gears, which Power re­placed with a read­ily avail­able 3.09:1 ring-and-pin­ion set. The dif­fer­en­tial’s stock alu­minum hous­ing was de­vel­oped specif­i­cally for the

Hell­cat, and is beefed up in all the highly stressed ar­eas. It also fea­tures a fourth mount­ing point com­pared with its pre­de­ces­sor. In­ter­nally, it uses a four-pin­ion, clutch-type lim­ited-slip in­te­grated with Dodge’s elec­tronic sta­bil­ity con­trol sys­tem tuned to max­i­mize trac­tion, and a 9.3-inch di­am­e­ter ring gear, which is more than ½-inch larger than the Hotchkiss-type Dodge 8 ¾-inch ring that was a sta­ple in the com­pany’s leg­endary Hemi-pow­ered au­to­matic trans­mis­sion cars from the past. With all of this, the stock dif­fer­en­tial should be able to han­dle the added power and torque the Mag­nu­son su­per­charger de­liv­ers.

Look­ing ahead, Power’s next move is to in­stall 1,000cc/min in­jec­tors, which by them­selves will spike the en­gine’s out­put to over 1,000 hp at the tires. With up­graded fuel lines and pumps, a 105mm throt­tle body, Mag­nu­son crank pul­ley pin kit, and Mag­nu­son 27 per­cent over­drive cog pul­ley set, horse­power will top 1,400. To get be­yond that num­ber, Power will have to go deep in­side the en­gine. The rule of thumb with a Hell­cat is that 23 pounds of boost is safe with the fac­tory in­ter­nals, and 25 pounds or more is likely to break some­thing, start­ing with the connecting rods.

“I en­joy driv­ing all of my cars,” Power re­flects, “so the only down­side to go­ing where I’m go­ing with the en­gine is that I’ll need a net and para­chute, be­cause we’ll go over 150 mph. The faster it gets and the more safety equip­ment it re­quires, the harder it be­comes to sim­ply go out for leisurely cruises. But I can’t re­sist tak­ing the Hell­cat fur­ther and fur­ther.” With a name like Power, we wouldn’t ex­pect any­thing less.

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