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Buy with confidence!
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Eaton / Magnuson Superchargers
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There is one supercharger that outnumbers all the others by a wide margin for a number of good
reasons. Automotive giant Eaton Industries developed the Eaton supercharger, with the
assistance of veteran supercharger legend Jerry Magnuson. Numerous incarnations of this small
but amazingly efficient supercharger have appeared on a wide variety of factory installations,
ranging from the 3.8L 89 Ford Thunderbird Super Coupe to the 4.6L 2003 and 2004 SVT Cobra.
In fact, Eaton Industries supplies 98 percent of the domestic and international OE supercharger
market, making them the largest supercharger manufacturer in the world!
Over the years, Magnuson has had a fruitful and continuing relationship with Eaton, and offers
high-performance upgrades or variants based on Eaton supercharger products, which some
people refer to as an “Eaton with an Attitude.” As of this writing, Magnuson Products, Inc. is the
only Eaton-authorized repair station, and Jerry works extremely hard to keep that distinction.
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A number of Ford vehicles
have come with Eaton
superchargers direct from
the factory. This one
appeared on the Mach III
concept car, which
foreshadowed the
supercharged ’03 and ’04
4.6-liter Cobras.
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During the early 1980s, Eaton responded to a subtle industry call for a compact supercharger
design that possessed extremely high volumetric efficiency, the ability to operate quietly, and the
durability to outlive most of the engines it would be mounted on. Magnuson, who had manufactured
his own brand of supercharger (Magna-Charger) of ingenious, hybrid-rotor Roots-type
superchargers for many years, was recruited to work with Eaton engineer Kris Berry, who was
assigned to the task of reinventing the supercharger to meet OE demands.
The two eventually arrived at a design that looked somewhat similar to a Roots blower, but a closer
look revealed an entirely different animal. The most significant differences are that the Eaton’s rotor
speed is remarkably high, and its intake charge enters the unit and exits under pressure from one
or the other of its flat faces (front or rear), which is the area you would expect the supercharger
drive gears to be located. These various exits have been optimized for installations on vehicles like
the second-generation Ford SVT Lightning pickup, 2003-04 SVT Mustang Cobra, and a variety of
GM production vehicles.
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Ford’s 1989 release of the 3.8-liter
pushrod V-6 engine Thunderbird
Super Coupe heralded the
introduction of the compact, high-
winding, Eaton supercharger. It was
designed and developed by Eaton
Corporation’s Kris Berry, consultant
Jerry Magnuson, and the Eaton
design team. A total of $25 million
was invested prior to ever bolting the
first unit onto an engine. The
Thunderbird Super Coupe was
capable of producing a very
creditable 210 hp and 315 ft-lbs of
torque on unleaded pump gas.
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According to Magnuson, one of the drawbacks to the Roots design can be found in a shift in VE as
its drive speed increases with engine RPM. A typical Roots design can only muster a VE level of
about 75 percent, unless it has been very carefully fine-tuned. That performance ceiling comes
mostly because there just isn’t time to fill the rotor voids. The air must travel quite a ways down
between the rotor vanes, and the large rotors require case clearances that allow an unavoidable
amount of leakage. This adds up to a VE that is livable, but not what Eaton was after.
Eaton needed a minimum of pumping losses, which can be reduced by more precise clearances.
However, in the real world, exacting tolerances and the possibility of dirty air filters don’t get along.
The solution to this particular demand came in the form of better dynamic sealing through a novel
rotor vane shape, mixed with some applied experience on the part of Berry and Magnuson.
The two engineers began with a clean sheet of paper, open minds, and enough Eaton engineering
capital to do the job properly. Bringing the intake air charge into the unit at one end of a pair of
computer-optimized smaller rotors offered many advantages over the Roots “down and around”
airflow design. Most significantly, Eaton’s new design allowed much longer rotor-port timing than
was ever possible with the Roots design. Using a smaller case and rotor diameter meant tighter
rotor-case sealing. Finally, the ability to turn the rotors at speeds that would cause a Roots to
explode brought about some surprising advantages.
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The introduction of the Mach III concept cars
originally started out as a back burner project
by Team Mustang. They wanted to create
excitement over the up-and-coming fall 1993
release of the code name SN-95 1994 Ford
Mustangs. Built on Fox Mustang platforms,
these two cars featured aerodynamic
bodywork. Power came in the form of a pair of
Eaton-supercharged 4.6L DOHC Flex Fuel
Ford mod motors burning 108-octane
methanol and gasoline. Rated at 450 hp, the
Mach IIIs were highly instrumental in the
development of the Eaton-supercharged 4.6L
DOHC SVT Mustang Cobra, which was
released in 1996.
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One of the most remarkable improvements turned out to be the unit’s response to energy in the
inlet waves near to and surrounding its inlet port. A careful look at the inlet and outlet port shapes
on any version of the Eaton reveals shapes and profiles that are anything but accidental, and
distinctly unfriendly to the manufacturing process. They are in a word – bizarre. Developed in part
through computer modeling and refined through thousands of hours of flow-bench time, the
appearance of the ports is totally alien to anything that has appeared on a Roots before. This
shape appears in a more extreme manner on the heavily modified units that come from Magnuson’s
West Coast “pump works.”
To put it bluntly, these units like to be turned at ridiculous RPM, and they come back at you with a
wall of energy. At a rotor speed of 5,000 rpm, the VE is in the neighborhood of 85 percent. At
10,000 rpm, the VE rises to about 89 percent. And at 15,500 rpm, the VE is close to 97 percent! In
the interest of long-term reliability, the OEMs use pulley size to regulate a maximum operational limit
of about 12,000 rpm. Jerry feels that his Eaton/Magnuson units are good for at least 15,000 rpm,
and he isn’t usually wrong about these kinds of things!
The high VE numbers mean you’ll waste very little power trying to turn the supercharger into its
sweet spot. This is the major difference from other, earlier supercharger designs. A very high
pumping efficiency also results in cooler air, because the air isn’t lingering around the rotors. This
turns out to be a critical improvement in performance potential.
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The Ford-Eaton alliance continued with the
1998 introduction of the Ford F-150-based
second-generation SVT Lightning sport
trucks. A 5.4L 8.4:1 compression Triton
modular engine V-8, using an intercooled
Eaton Gen IV supercharger, powered the
new Lightnings. They were capable of
producing 360 hp at 5,250 rpm and 440
ft-lbs of torque at 3,000 rpm. With that
much power on tap, the SVT Lightning was
capable of reeling off 0 to 60 in 6.2
seconds, and full quarters in 14.6 seconds
at 97 mph, making it the fastest (140 mph
top end) and quickest sport truck on the
planet.
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Surprising as it may seem, running these units at such an elevated RPM does not make them any
noisier. The rotor vane shapes (modified involutes), the extremely precise balancing and
manufacturing processes, and the unusual intake and exit port shapes allow the Eaton to operate
without making much more noise than the normal accessories on a modern vehicle.
Every OEM installation of this design has incorporated a bypass valve located in the intake ducting.
This valve is positioned at the inlet of the supercharger, and is operated by a combination of
Electronic Control Module (ECM) and manifold pressure actuators in almost every instance. The
purpose of this valve is to lighten the engine load under cruise conditions and allow a clean mode-
switch as the driver stomps on the throttle. Under cruise conditions, the valve is open, allowing the
intake manifold to receive inlet air without any involvement of the supercharger or intercooler (if
there’s an intercooler). As the engine demand calls for boost, the bypass valve closes, diverting
intake air through the supercharger and into the intake manifold. This means that under cruise
conditions, the supercharger is just freewheeling, without any significant power drain on the engine.
With its small rotors, the unit doesn’t make large demands on an engine in any case, but every little
bit helps.
Eaton and Magnuson use the same general airflow-based scheme to identify their products. These
callouts are usually 60, 90, or 120, referring to their ability to pump a certain volume of air in a
single rotor revolution. Magnuson typically recommends his Ford Model 90 for small-block Ford
engines displacing 351 ci or less. For much smaller engines (Ford’s 260 and 289), Magnuson leans
toward the Model 60 for street applications. In many instances, Jerry will make recommendations
leaning more toward a more basic unit, either unaltered or with only slight internal modifications. He
explains that although this may seem paradoxically wrong, a smaller unit – turned very fast, indeed
– will provide incredible throttle response, and will keep up with any mildly-modified small-block.
With a more modified engine, especially if the cylinder heads have been seriously ported,
Magnuson recommends his Model S-90, which is a worked-over Fifth-Generation Eaton.
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Previous | Next
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This has been a sample page from
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How to Build Supercharged and Turbocharged
Small Block Fords
by Bob McClurg
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The supercharger and turbocharger in their various forms and
applications have both been around for well over a century.
What makes them so popular? Looks, power, performance,
sound, and status. And how do they relate to, and improve
upon, the performance level of a small-block Ford pushrod V-
8 engine like a 289-302, a 351-Windsor, a Ford 351-
Cleveland, or even the latest generation 4.6L / 5.4L “modular”
small-block V-8 engines? That’s EXACTLY what this book is
all about!
While Ford dabbled in supercharging and turbocharging on
production cars all the way back in 1957 with the legendary
Thunderbird, and then again with Shelbys and over-the-
counter kits, and then again in the late ‘70s and early ‘80s
with turbocharging 4- cylinder applications in Mustangs the
real revolution in supercharging and turbocharging Ford
products has come through the aftermarket in more recent
times. The Fox Mustang, created in 1979, and the platform
that would eventually feature fuel injection in 1986, allowing
much more boost, created a genre of lightning-quick and
affordable performance cars.
Featuring legendary supercharger and turbocharger
manufacturers like Paxton, Vortech, Pro-Charger, Garret-
AirResearch and Power Dyne, as well as traditional Roots-
style systems, this book covers everything you need to know
about supercharging and turbocharging your small-block
Ford. Read the sample pages to learn more!
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Click below to view sample
pages from each chapter
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Chap. 1 - Considerations
Chap. 2 - Roots Superchargers
Chap. 3 - Centrifugal Blowers
Chap. 4 - Eaton / Magnuson
Chap. 5 - Twin-Screw Blowers
Chap. 6 - Tuning for Boost
Chap. 7 - Turbocharging
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8-1/2 x 11"
Soft bound.
128 pages.
Approximately 425 b/w photos
Item # SA95
Price: $Discontinued
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Click Here to buy now!
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This is a great book that anyone considering the
installation of a supercharger on a Ford should own!
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Other items you might be interested in
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Sport Compact Turbos & Blowers
While most owners of sport compacts can afford the simple bolt-ons
available, some owners want to take their modifications a step further.
There is intense competition to be the fastest, and quite often the only
way to win is to go to the next level – by installing a supercharger /
blower or turbocharger on your engine. This book is an enthusiast’s
guide to understanding and using turbochargers and superchargers
on sport compact cars.
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Price:
$18.95
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How to Build Big-Inch Ford Small Blocks
Thoroughly explains how to build a stroker, with information that will
help you to better tailor your heads, cam, intake manifold, carburetor &
exhaust system to get the most of the extra cubes. Also included is a
complete guide to head and block castings so you can choose exactly
the right parts for your project.
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Price:
$18.95
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Shipping is combined and discounted for multiple item purchases!
Buy more and save on shipping!
We ship Worldwide! See International Shipping for more information!
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Search Our Store for More Great Ford, Lincoln & Mercury Items!
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Satisfaction is guaranteed. Our store has a NO HASSLE RETURN POLICY within 7 days of
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If you have any questions or comments please feel free to contact us. We look forward to serving
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Thanks for your business!
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MRE
PO Box 47
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