I'd be willing to bet cubic inches played a large part in that 900 RWHP?

 

I like the fact that Whipple finally got their act together. The things that sold me on the Maggie besides the PT.net community and support was the fact that the built in intercooler added to the package a great margin of stability. The compressor from Whipple is a little more efficient and as far as headroom for growth the displacement of the Whipple is greater as well. If they would have had this system out a few years ago it may have been a hard decision. From everything I have researched I would say this package would rate somewhere between a 122HH and 1900 TVS as far as performance. It would be nice to see the potential of this package on the track.

 

Comparing an Eaton Roots Blower (no matter how twisted the rotors are) to a Whipple Twin-Screw compressor is not a fair competition. Roots Blower are air movers and Twin-Screws are true compressors. Roots rotors are absolutely always going to make more heat, more noise, and be less efficient than a twin screw compressor. There is no getting around that fact, so comparing these two completely different technologies is pointless. Anyone saying roots is "better" or "has more potential" than twin-screw technology simply doesn't understand the principles. There is no arguement here, it's clear.

What everyone should be looking at here is the KIT, not the blower. The Radix kit set a new benchmark years ago for what a "complete" supercharging solution should consist of. Now that Whipple will be offering an intercooled kit that includes the intake manifold, the kits can be compared. Look at the size and efficieny of the intercooler (realizing also that the twin screw intercooler has less heat to remove) and the injectors. A programmer for the stock PCM is likely to also be part of the system since the new kit is unlikely to use auxiliary injectors as previous kits did. Compare the cold-air induction setup, as well as the J-tube and belt routing. There's also the heat exchanger, coolant pump, and reservior to look at. There isn't anything on Whipple's new kit that carried over from the previous one - this is all new stuff. So, the question is, can Whipple's new kit meet or exceed the expectations of a market that Magnacharger DEFINED? We shall see, I think everyone will be surprised...

 

I know there are a lot of Lightnings that went to the Whipple 2.3 and some KB after either doing away with the 112 or a ported 112. These are low and mid 10 sec trucks with at least 1 or more in the nines with a 75 shot. Of course they are all forged and I believe 5.4's...it's been 2-3 years since I checked. BUT they are hard core racers with a a lot of technical knowledge. Not knocking success at all, they have been proven at the track for Fords. With that being said it would be a no brainer for me, let someone else do the reasearch. Get the damn TVS and be done with it for a DD. It has almost turbo - like efficiency from what I've seen so far and tons of low end. Good luck on your quest and never forget it's a money pit.

 

Check out new Vortech SuperChargers New 2009 Products- http://www.youtube.com/watch?v=T0khqz68NmU see the new silverado have new vortech. look good.

 

Yeah, thats true...the forged 6.0 was doin all it could

 

LMAO My 100* IAT's at the end of a pull disagree with you......and it was 80* outside.

 

magnacharger ftw!!

 

I wonder why Vortech went twin screw? did not see that one coming

 

Like I said in the other post....its the last grab for the rail before the noose tightens.