He is saying that you are going to be limited by your truck with the performance that you will get out of it. No matter what setup you do you are going to be limited. Thats all.

 

well duh, lol. it's a 6300lb truck. but seriously, would there be any valid reason to not get the whipple? i'm very excited about it. either way i'm sure i'll be psyched, turbo or whipple. They're gonna cost about the same either way as far as i can tell. The money i save by not buying the intake etc, i could put into the 10rib setup to ensure no belt slippage.

since i've never driven a turbo truck, i have no idea what to expect. i think i know what to expect with the whipple since i've had one on my truck for 3 years. I'm just hoping i'm right.

i'll ask bryan the specs on the cam.

 

you dont have to worry about too much low end tq with that whipple. you have the driveline to take the power an the weight where you will need it. a turbo with a little brake boost will make insane tq down low too.

the only advice i have to add is it seems you have a lot of options. dont get in a big rush deciding.

turbos are prooven and i think you will be quicker with one. the whipple is one bad *** looking set up. it would be cool to be one of the first guys out there geting to play with one. on the other hand you may have some unanticiapted problems with it since you are the first.

the tank up front isn't a bad idea. i dont think you would need over a 1 gallon cell, unless you plan on some top end runs(hmm, better go 2 gallon). do you use a sealed tank? if it isn't sealed then you would need some kind of pump for the high mounted return line right?

 

I wouldn't think you would need a pump to help it to flow back. I would think a sealed tank and a larger return line to keep the pressure down in the tank during low fuel demand times. Probably a 1/2 - 5/8" hard line would work best. It should vent itself through the factory tank and it's vents. I like this idea. Don't think I will need it though.

 

i put a deposit on the turbo about an hour ago. So, no whipple.

Now i need to decide on a fuel system. $800 for the injectors and converter, $950 for the speed-eng 1000hp fuel setup, $1000 for the vic jr with rails and elbow plus NW90MM $2750 plus shipping.

 

We'll be switching it to 3 bar.The MAF actually works pretty good when done right.PUREVL's 800rwhp (pump gas) still has one and Harlen use to run them on his 1000+hp setup

 

i just saw something yesterday about the maftpro. 3 bar or 5 bar. if I were to get that, would it work in conjuction with the 1 bar hptuners i already have? that's the part i was confused about.

 

No idea,I'm ussing EFIlive.

 

Pretty sure that Harlan was running two MAF's on that setup with some magic electronic wizardry under the hood.

It's interesting to see GM go from a MAF setup on the early TPI's to a speed density setup on the later TPI's and LT1's, then back to a MAF on the LSx's

 

They ran a maf on all of the LT1's except 92/93's. It's not just the LSx's engines, but all of the gen III's. Most of the LSx engines used the smaller maf. The LQx, LMx, and LRx used the larger maf since their release.